Some (hopefully) general forum information for prospective purchasers and new owners of the 308……..
The X308 looks similar to the X300 and is a development of it.
It is a Hi-Tech modernization of the X300, very different under the skin with much better build quality, updated and sophisticated electronic controls and a completely new interior, as well as exterior changes.
There is of course the new V8 engine mated to the electronically controlled ZF five speed gearbox, which is the "major rationale" in technical terms of the X308.
Producing a supercharged version is not a new idea....neither is a Daimler version because the X300 was available both as a Daimler and a supercharged version (XJR).
Superb as they are, the supercharged Jaguars and Daimlers were outsold (in spades) by the normally aspirated 3.2 and 4.0 ltr cars which are quite a bit more economical to run, both in terms of fuel economy and insurance premiums.
Some useful X308 introduction information:-
This forum information is not meant to scare a future investor in an X308 into thinking that it’s an absolute bag of trouble , but to try and help a new owner avoid the few known problems and ease any worries you may have about these fine cars.
So to get the forum moving here are some more basic tips, and explanations, to get us started…………..
I relate mainly to my own model where I don’t have any input re other X308 models so if I bore you get some posts sent in re your own vehicles.
The X308 was preceded by the X300 up to 1997 and then developed and improved, only to be succeeded in 2003 by the new aluminium bodied X350.
The period of the X308 is one of a particular niche in Jaguar / Daimler history. It was a much needed improvement for the aging X300, the main difference being V8 engine and electronically controlled 5 speed ZF gearbox, giving up 370bhp and 0-60 in 5.3 seconds if required (in supercharged form ). A long wheelbase version was available, both as a Jaguar and the top of the range Daimler versions.
The X308 seemed as though it was a model in a hurry, with notable improvements made periodically as it was produced.
The basic engine, the AJ /V8 of 4 litres & 3.2 litres (normally aspirated) remained the standard unit from introduction, with a supercharged version for the Jaguar XJR and Daimler Super V8.
Some of these engines failed due to the "Nikasil" (Nickel Silicon Carbide) cylinder lining breaking down,resulting in a terminal loss of compression. The blame was attached to the temporary high sulphur content of some UK petrol. Many of these engine units were replaced by Jaguar under warranty.
Whilst "the Nikasil issue" was of little concern to people purchasing the cars new, it was an item of great concern when purchasing second hand models.
From 1999 the main dealers were given special equipment to test any suspected engines by using the “blow-by test”.If you are purchasing an early model always have this test done before parting with your money.
Jaguar stopped using Nikasil from the 2000 model year which started in Sept of 1999.From then on Jaguar reverted to the normal cast steel cylinder liners.
A quick check on the suspect years is to look at the VIN number. If the last 6 numbers start with the letter F (for Ferrous) then the vehicle does not have the Nikasil liners. This applies to all variants of the AJ-V8 engines in production at this time.
Putting the Nikasil problem aside,the engine is a fabulous piece of engineering, but with X308s, like all modern cars, proper servicing is of paramount importance for best reliability. The enthusiast will of course still like to get his / her hands on the underside of the bonnet……..the normal compulsory oil and filter change, spark plugs, brake maintenance ect is about as much as the average enthusiast can do these days, so if there is nothing wrong while under the bonnet get cleaning the unit……..it still looks good if the neighbours or friends happen to drop round.
Another problem arose regarding the upper timing chain tensioners.The first ones sometimes failed due to weakness of their plastic construction.The tensioner body could split,bits could break off,fouling the chains resulting in timing failure,bent or broken valves and associated engine damage. Not a pretty sight...and potentially very expensive!.
Most of the rectifications are mentioned in the JEC videos, with Dave Marks explaining in detail the preventative maintenance needed.
The first remedy was a re-designed (series 2) version which seemed good at first ,but then failures occured with this one, so back to the drawing board. Yet another newer version with an aluminium cast body is now the standard.Club advice currently is to upgrade to the new aluminium bodied tensioners,whatever your mileage as a preventative measure. It is a good insurance at modest cost against the very expensive alternative, but while you are having the job done ask for the water pump to be upgraded and thermostat to be replaced too, the first series water pumps are prone to impeller break-up and the AJV8 can be severely damaged if overheated.
Wheels and tyres………
Alloy wheels are standard on all models ,16 inch initially on XJ8 with 17 and 18 inch standard on models higher up the range,and options on all models. 19 and even 20 inch alloys we available as options on some cars.
The recommendation on Jaguar and Daimler vehicles is a ZR rated tyre usually Pirelli P6000.
If you change any standard wheel to another type of alloy wheel,care is needed. Any rim wider than 7 ½ inch may foul the brake callipers.
Around a dozen differing patterns of alloy wheel were available at various times,“Celtic”, “Asteroid” “Milan” being representative examples, all usually fitted with Pirelli tyres.
Times change,however, and other manufacturers offer alternative tyres, but remember on vehicles like the X308 the ZR tyre speed rating and top standards of brakes is of paramount importance. In an accident ,sub-standard tyres and brakes can void your insurance, and lose you your life. We even have special instructions for wheel changing, or having tyres fitted, you think you know how? Be careful..... maybe you don’t .
These are just some help lines to get you started with the X308 It is of course first and foremost a Jaguar, but you can aspire to the Daimler version, as posh as you can get from Jaguar for the money at the time.
Don’t let the posh bit scare you into thinking “it’s an old man's car” ,the Super V8 is a full blown super car, capable of outrunning most of the “fliers” on the road (if you want to drive that fast) but please keep away from me if you do succumb to the temptation.
Enjoy the Daimler /Jaguar name and mark for what it is, luxury motoring at its best..... a big engine ok but what’s a drop of petrol now and again. Try stopping smoking to help with the fuel costs...... that’s got to be an improvement, it also keeps the headlining clean too.
That brings me on to fuel consumption, not the most frugal of cars but, on motorways and long runs I get an overall average of about 23-24 mpg……but round town is down to how hard you press the dreaded right hand pedal.
A non-supercharged 3.2ltr will potter about at 20-24mpg and return up to 30 mpg on the motorway.
So if you want to just go to the shops use the wife’s car ,now that is cheap motoring, especially if she puts the petrol in!.
Equipment inside the X308 is top drawer stuff, with the usual goodies you would expect in a Daimler or a Jaguar.
The heating & air-conditioning, are as usual, top spec climate control, the audio set-up is made up of FM radio, cassette player, CD player, and a six stack changer in the boot.The "enhanced" audio system has a sub woofer too, makes the sixties music sound great …ooooops.
The radio is as modern as you could get in 1999 (that’s what year mine is) the CD is the same and the cassette is a good quality one. All these are top notch for that period in audio when the industry was on a whirlwind of progress with new concepts arriving on the scene all the time.
When any new audio item is installed in a car the next day it’s old because something new has been introduced.
We all love to have the latest items to amuse us and the kids on long journeys but if your car has the factory installed units they look great in-situ so leave them alone as it’s quite a detailed and expensive process to try and change the basic format of Jaguar related equipment.
This of course is the result of scroats who would rip out your equipment and sell it in the nearest pub for a tenner, while causing hundreds of pounds worth of damage to your vehicle.
Evidently the information circulated around (via Jaguar) the audio system is in software incorporated within the radio unit for all the audio system.
The computer age is with us now and we all want to have our own music selection acquired on our own computers, without having to pay high prices….MP3 gives you the satisfaction of having enough music on one disc to make even a stacker unit redundant. I wanted to incorporate an MP3 player into the system but although an MP3 stacker of the same manufacturer was available it would not link up with the rest of the system in the car.
The Jaguar alternative is to replace the whole set of units and the software,( don’t even think of the cost ). Another cheap alternative was found without altering one bit of the standard set up, not even replacing or touching a wire, just by looking and asking around.
Anyone wanting this alternative give me a call or email; (it’s better explained this way.)
It enables you to have the MP3 incorporated within your current set up without even touching the standard units. ……….
This post is intended to try and give an outline of the X308. It is not meant to be a definitive document ,just a guide to the basics of the marque.....Joe
X308- AN OUTLINE
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Chris.........my reply by email as asked ....Joe
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stevedhomer
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