What’s the best to drive?
XJ-S Was Best In The World
Even the Jag’s biggest critics have to admit that the XJ-S
drives much better than it looks and being a Jag, it’s no surprise to learn
that this coupé-bodied XJ saloon was hailed as the greatest GT in the world on
more than one occasion during 20 year lifespan. Handling and ride still impress
if the suspension is still in good order (many aren’t) and performance from the
AJ6 engines is excellent; the 4-litre is almost as fast as the magnificent
V12 and a lot easier to run.
Few rival GTs look
so right as the cultured Stag
Stags are pleasing performers but hardly set the pulse
racing. That wonderful-sounding V8 promises much yet with only 145bhp at its
disposal, can only provide moderate pace (0-60 around 10 seconds) although the
V8 can be coaxed to give up to 175bhp, reliably, if needed.
We wouldn’t bother because to our minds, these pair of
smoothies are better suited for quiet, relaxed cruising. They’re a couple of
softies too with the accent on comfort rather than GTi cornering prowess
although it’s here that the Stag fares considerably worse. Both suffer from
power steering that’s too light although at least it tempers over enthusiastic
cornering.
Stag V8 unit now
so trustworthy, it’s the only engine to have
As tourers, they all fare well with the Stag providing
genuine 2+2 accommodation – the Jag’s rear seats are for small kids only who
even then may feel claustrophobic.
Where the XJ-S scores heavily is overall refinement –
it’s a Jag after all. Stags are pretty civilised but wind noise is always a bit
high and downright intrusive with the hardtop in place – another reason why
many are left off. But at least Triumph cured the Stag’s predictable scuttle
shake very well with its novel T-bar roof. In contrast rag top XJ-S’s can feel
a bit floppy despite all that internal bracing. They look what they
became: boulevard cruisers.
Triumph Stag Side
View
Owning And Running - Two Of The Very Best
There’s no worries here for potential owners as both marques
are well served by specialists and owners clubs. Only the likes of the MGB
bests the Stag for such support and you couldn’t wish for an easier prestigious
classic sportster to maintain or a more enthusiastic band of fans like the Stag
Owners Club. Apart from maintaining and repairing Stags, specialists have developed
the car far better than the factory ever did and the problems that blighted the
design – chiefly the engine – are now well and truly eradicated, to the
point where Stags which were converted to other power plants are being switched
back to Triumph power. The XJ-S is also well catered for and an increasing
number of owners are now spending large sums on them. But that’s still the
minority and the car’s low values deter big time restorations. Neither of these
beleaguered BL products boasted Merc levels of build quality when new so many
will be tired. While you see the truly top cats on sale for $ 33.61 - 50,411.70,
generally the XJ-S sit comfortably under the $16,803.90 barrier, a price that
buys a nice Stag but not the best; you need another $8,401.95 - 16,803.90 to do
that.
