Discover the potential problems and costs of owning and running the X300-generation XJ saloon
THE STEEL-BODIED XJ produced between 1994 and 1997 (internally known as theX300) was a short-lived model, but one that is becoming increasingly popular and collectable.
With a total production of 92,038, the X300-generation of XJ was initially available as a short-wheel base model at a few millimetres over five metres long, but a long-wheelbase option was available from June 1995 with an extra 12cm between the front and rear wheels.
Engine options include the 3.2-litre and 4.0-litre straight-six AJ16 petrol, along with a supercharged version of the 4.0-litre (only in the XJR model) and even a 6.0-litreV12 (code-named the X305). ZF automatic four-speed gearboxes were fitted to the 3.2 and 4.0models (4HP22 and 4HP24 respectively), although a Getrag five-speed manual was optional on these and the super charged XJR 4.0 (which also used a GM4L80-E automatic gearbox). There were the Daimler equivalents of the XJ and many of these are highly specified, such as the Double-Six (V12 engine) with picnic tables attached to the backs of the front seats and electrically adjustable rear seats.
Whichever model you may have of the X300, our advice is to hang on to it, but also look after it. The following pages outline many of the typical problems that can arise, how to fix them and the costs involved in running these emerging classics. We’re confident you won’t suffer from all of the problems we’ve outlined, so our aim isn’t to put you off ownership.
J-GATE TROUBLE
Most X300 models are equipped with an automatic gearbox, so the familiar J-Gate gearlever is found in most interiors. One of the biggest problems concerns a microswitch that detects when Park is selected, which allows the engine to be started, thus avoiding the problem of starting the engine in Drive and finding the car surges forwards. If the engine cannot be started, waggling the gear selector can sometimes temporarily resolve the problem, but the faulty microswitch won’t fix itself. There’s also a Park release solenoid, which allows the gear selector to be moved out of Park. This requires the brake pedal to be pressed. If the solenoid fails, the gearbox usually locks itself in Park.
A used J-Gate assembly costs around £25, whereas a Park release solenoid costs under a tenner. The microswitch we mentioned is riveted in position, so it’s supplied with a J-Gate assembly.
Replacing the J-Gate involves a partial stripdown of the interior, which we covered in JW’s Classic Workshop in the September 2021 issue.
