I drive the speed limit. My dad drilled the importance of that into my head while my mom prayed that I would become a good driver. Their influence and the accident that totalled my first car caused me to see the importance of obeying traffic laws. But as helpful as speed limits are, there are times when you have to do what you have to do. Let me explain.

Tuesday evening I was driving toward home after work. The weather was nice and the car was running well. I was actually cruising at about 5 mph below the posted 60 mph when it happened. I found myself trapped between a closely knit line of cars attempting to enter the freeway and another car pulling up beside me in the fast lane. This is usually not a problem as those entering the freeway are required to yield to those already in the lane. But this wasn’t happening. The cars kept coming closer and closer. I was beginning to get worried and then it happened. I instinctively stomped on the accelerator.

Before I continue the story, you need to know that our Jaguar XJ-S has a three speed GM 400 automatic transmission coupled to a 295 hp V12 engine. Depressing the acclerator at 55 mph kicks the car into first gear. You can probably imagine the crazy feeling, rapid acceleration, and loud exhaust note that accompanies that action. In what seemed like a second, the car leaped forward and the speedometer pegged at 85/90 mph. Here again, you need to realize that at the time my car was built most US speedometers registered no higher than 85 mph. Somebody said it was required by law.(?) I’ve never pegged a speedometer in my life, but now that I have, I can see why so many people are addicted to speeding. Wow!

Lake Jaguar

Even though I see it every day, Lake Erie never ceases to amaze me. During the winter, the ice topped lake reminded me of pictures of the Kerguelen Islands.  Now that the ice is gone, the lake looks like a beautiful ocean.  You can understand why I wanted to take pictures today.

Review: Jaguar XJ40 (1988-1994)

The original Jaguar XJ6/XJ12 went through three revisions during its twenty-five years of production (1968-92). It was a beautiful design, but toward the end of its run became known for its unreliability. Jaguar sought to remedy these concerns by replacing it with the new XJ6, code named XJ40. The new car was almost an instant success. “Motoring Journalists of the time dubbed the XJ40 ‘the best saloon car in the world’ beating regularly in group tests competitors from BMW, Mercedes-Benz, Rolls Royce and the ever popular XJ6 Series III that it was designed to replace.” [5] Things went so well that “the XJ40 consistently outsold all its rivals in 1989 becoming the most popular executive car of the late eighties.” [5] What made it such a popular car?


The new design admittedly was not as striking as the series III designed by Pininfarina, but “important Jaguar elements were maintained, such as a low roofline and sweeping curves” [8]. Two major difference involved the headlamps and fuel tanks. The previous XJ6 had incorporated four, round sealed headlights. While the new XJ40 continued this in the base model, the upscale models used the new one piece headlamps, which caused a bit of controversy within the Jaguar fold. The new fuel system incorporated a single upright tank which actually sat inside the trunk — a welcome change from the dual tanks offered by its predecessor.


Jaguar used a variety of engines in the XJ40. In the beginning Europe received undersized 2.9 slant six engines producing an abysmal 165 horsepower. Over time, these were replaced with larger engines, including the DOHC 4.0 liter six making 235 horsepower (pictured below). But what about a V8 or V12? “Originally, the XJ40 engine bay was designed not to accept any Vee engine, something the designers did to ensure that then owner British Leyland wouldn’t be tempted to use a Rover V8 to power the new XJ40.” [1] But things didn’t stay that way for long. After Ford took over the company, revisions were made to the engine bay to allow the use of a 318 hp V-12.


“The XJ40 was also the first Jaguar to feature what would become a Jaguar trademark, the J-Gate gear selector which offers better control of the automatic transmission.” [1] The pattern for shifting included normal selections, but placed second and third on the left side of the J channel. This allowed for “manual” shifting without the probability of accidentally placing the car in reverse. The electronically controlled transmission also included a “sport mode” option which made better use of the engine’s power when the driver desired a bit more of a peppy ride.


Although, “Jaguar’s developments in the area of occupant protection earned the XJ6 the title of ‘The Safest Car In Britain'” [11], “the earlier versions of the XJ40, still under the influence of Jaguar’s dark days, had their shares of problems” [1]. “The early 1987/ 88 XJ40 models were the least reliable, with electrical problems such as erratic gauges, starter and fuel pump failures being very common. … The 1990-93 years were ideal years for reliability. Improvements were made to the power seat motors, improved sealing of the trunk (less leaks) and more improvements in the electrical system. … Overall though these cars have a very good record for keeping going with most faults being annoying and easily fixed.” [6] “In the end, the XJ40 proved a success for the company – but its true potential was probably unlocked after Ford took over the Jaguar and began to build in a considerable amount of extra quality into the product. As one Jaguar Daimler Heritage Trust (JDHT) employee recently commented: ‘The XJ40 only really reached full maturity after it became the XJ12 in 1993 – and that was because Ford scrapped the original XJ12 (it was planned for launch in 1990) project and started it again from scratch, making sure the quality was right at every stage…” [8].


“After a production run of eight years and 208,706 units the XJ40’s production came to an end in June 1994.” [5] “With an all-new replacement still years away, … Ford ordered the XJ40 to be facelifted and ‘retrolutionized’, reintroducing some of the style of the popular Series III. The X300, as it was known, was redesigned by head designer Geoff Lawson and was launched as the XJ6 for the 1995 model year” [9]. Viewed from the side, the X300 still carried the basic shape of the XJ40, but included a newer front end with round headlights reminiscent of the original XJ6.

Current Value

Jaguar XJ40’s are currently underappreciated in the auto market. According to Kelly Blue Book, a base 1990 model advertised by a private party should sell for $2200 to $3000. However, good models can be had for as little as $1800 with a little searching. Despite the reliability issues of the early models, the Jaguar XJ40 is a nice car which is still appreciated by those with both a desire for sporty performance and enough room for a family of five.



[1] Model Overview by
[2] 1990 Jaguar XJ6 brochure
[3] 1993 Jaguar XJ6 brochure
[4] 1993 Jaguar XJ12 brochure
[5] Jaguar XJ40 by Minder Jaguar
[6] The Jaguar XJ40: Tips and Tricks from the Internet by Richard Hyde
[7] Retrospective: Jaguar XJ by Channel 4
[8] Back to the Future by Keith Adams
[9] Wikipedia’s “Jaguar AJ6 engine
[10] “1994 Jaguar XJ12 Sedan” by Bill Russ
[11] “The Years 1989 to 1996” at


Q’mon-yaluzah Scrolls

BELIEVE IT OR NOT (Tel Aviv): Scrolls were found in 11 caves near a settlement at Q’mon-yaluzah, none of them coming from the actual settlement. A Bedouin sheep-herder by the name of Yeu el-Bleevit made the first discovery during the Spring of 2006. In the most commonly told story the shepherd threw a rock into a cave in an attempt to drive out a missing animal under his care. The shattering sound of pottery drew him into the cave, where he found several ancient jars containing scrolls wrapped in linen.

What surprised language experts the most was the unrecognized acronym atop each scroll. Cryptologists are still attempting to decipher the meaning of the term which is written in Hebrew, Greek, and Latin. “This logo is most likely linked with an ancient cultic community dedicated to products of high quality and performance,” says Professor Rangdürbell Undranaway of the University of Münster.

Another theory, which has been gaining popularity, is that the community was led by chariot priests previously unknown to modern historians. According to carbon dating, textual analysis, and handwriting analysis the documents were written at various times between the middle of the 2nd century BC and the 21st century AD. At least one document has a carbon date range of 21 BC–AD 1956. The Sonnet Papyrus from Sweden, containing a copy of the monarchy’s transportation preferences, is the only other document of comparable antiquity.

Owning a Parts Car: Smarter Than I Thought

After the timing chain failed on our first Saab 900 at 198,000 miles, I stripped it down and sold quite a few parts on eBay. The parts that didn’t sell have been stored in our garage and basement for several years. Why save these parts? I thought it wise to save some of the parts for future needs. Come to find out, that was a pretty good idea.

Tonight I replaced the driver’s side seat belt buckle on our ’88 Turbo. That part was one that I had saved from the blue 900. The repair job wasn’t particularly difficult. (In fact, it was a lot easier than removing the seats out of the ’90.) Four bolts and an electrical plug and the seat was out. Three more bolts later and I had the center console lifted and the old buckle replaced.

After completing the job, I found a non-working part that I don’t have in stock. So, I visited to see how much it would cost. While I was looking, I came across the price for the belt buckle I had just replaced. How much do you think a new belt buckle would cost for a 1986-88 Saab 900? The convertible seat belt buckle for those years sells for $50. But for some odd reason this one would have cost me $250. Yikes!

A fellow stopped by the house this afternoon to offer me $75 for my ’90 parts car. He said he wanted to take it to the scrap yard. I took his number but told him I still had a few parts to pull off of it. After tonight’s experience, I think I’ll keep it a little while longer.