The Jaguar XJ-SC was a novel approach to open-air motoring that hasn’t been replicated anytime recently. The combination of a V12-powered grand tourer with the option of a removable top or a fixed-roof coupe certainly stands as one of the more unique models offered by any manufacturer, and it stands to reason you have eccentric tastes if this particular car is on your bucket list. Which is why, I suppose, it should come as no surprise that the seller is looking to trade this Jaguar for a Kei truck! Find the rare targa-topped model here on craigslist with an asking price of $7,500 if you don’t have a mini truck for trade.
Thanks to Barn Finds reader Mitchell G. for the find. The XJ-SC was produced in limited numbers, and as was the case with rarities like the Baur-bodied BMW 3-Series, the inspiration behind such a model was to limit some of the downfalls of the traditional convertible without depriving you of the wonders of open-air motoring. Truthfully, I’ve always wondered why this design didn’t find more takers when new as it certainly never caught on to any significant degree. Even today, the XJ-SC isn’t particularly collectible as evidenced by the asking price. While the design isn’t achingly beautiful, I do find it attractive from a sheer engineering perspective, and the Jag’s deep trunk swallowed the removable panels with ease.
And, of course, you get all of the other traditional Jaguar benefits like handsome wood trim on the dash and acres of leather on the seats and center console. Despite having a removable roof panel, the seller’s car still presents well inside with little evidence of rampant sun damage. The XJS’ instrument binnacle and dash wasn’t all that pretty compared to an E-Type and the steering wheel was awful; I’d upgrade to a wood-rimmed Nardi if this were my car. The 3-speed automatic and V12 combination made for wonderful grand touring, but I don’t recall it being geared particularly well for quick acceleration.
The headliner inside the removable top appears to be in good shape, and the same goes for the rear glass. The seller reports that recent maintenance includes rebuilt fuel rail/lines/injectors, ignition system, cooling system/fans/hoses, tires, AAV, and a fresh master cylinder, among other updates. He claims it has been reliable near-daily driver for him, and while I love Kei trucks, I doubt one of those will be able to gobble up highway miles like the Jaguar can. This is a rare find on the classic car market and it looks like a sound example overall; when’s the last time you saw one of these in-person?
In the Rochester, NY suburbs. Are they prone to rust?
I owned several XJS cars including coupe, and convertible. My late father bought a new XJSC when they first came out, but only kept it a year.
I consider the XJSC a bit of an oddball. It is neither fish nor fowl. Not really a convertible, and does not have the same pleasing lines of the coupe.
While this one appears to be relatively nice, they do not have a strong following, and prices are low. Unless you can service it yourself, it will cost more on maintenance and repairs than the total value of the car. I have often seen these for sale (usually for a long time) for $5-10K, with recent receipts totalling more.
If you really have to have one, buy a good one. A shiny one may not be a good one, so always get a qualified PPI.
That the owner wants to trade it for a Kei car indicates that the fabulous V12’s petrol consumption has bankrupted them! That’s a detail I’d keep mum about.
Had to google Kei truck, must be getting old.
Thought for the day! 😉 JAG U AR or JAG U AIN’T? 😆. As usual On to VERSAILLES! 😄 😁 🤣 😂
Did this year model have the HE, with the May 12:1 Combustion Chamber? I know the HE (High Efficiency?) cars started out in the early 1980s, with Highway gearing in the rear axle (2.88:1?), as the increased compression had unbelievable torque as compared to the low compression 1970 smog engines.
There was a story in a Road & Track Magazine about an American Journalist testing the XJS HE on a typically wet British Road, who went into a sharp curve with the gear selector held in a lower gear to maximize torque on exit, when the engine surpassed the shift limit governor. Suddenly, the GM Turbo-400 shifted to a higher gear in mid-curve and all of the high compression torque (that wasn’t there in the previous year) broke traction to the rear tires and the XJS-12 HE went off road butt end first. Fortunately, the only casualty was a bruised ego, in front of all of the other journalists also on the drive.