This car is a project that I am never gonna finish. So here it is.
 

Here's what you get:

a 1982 Jaguar XJS with clear title.

a 1972 Cadillac 500 engine, complete

a rebuild kit consisting of all new gaskets, rings, bearings, and oil pump for the Cadillac 500 engine

a Paxton blower setup originally designed for a Cadillac engine in the 60s

2 round Dynomax Super Turbo mufflers for the rear locations

lots of other little stuff I collected for use on this project

Several Jaguar and Cadillac aftermarket catalogs and information

The car is blue with a tan/beige interior. The sheet metal is good. There's some slight rust in places, but nothing heinous. The car runs and drives, but don't count on driving it home. It has been sitting for 2+ years. It will drive up onto a rollback tow truck, but do not even think you can drive it home. I believe the brake master cylinder is bad, because the brakes are now bad, but they weren't when I parked it.

It currently has a 425 Cadillac engine in it, that some enterprising individual in Maryland installed. I bought it that way. I figured since a 425 fit, then a 500 would also bolt right in. So I bought a 500. Whoever installed the 425 did a reasonably good job. The exhaust is stock as to Jaguar, complete and functioning. It attaches to the 425's stock exhaust manifolds. I was going to redo it with a complete custom system after the 425 to 500 swap.

The 500 came from a junkyard but I bought it from the guy who gave the car to the junkyard, so I know it's history. It was in his father's 72 Eldorado, and ran well when delivered to the junkyard. I asked him to get the engine and bring it to me. He did. It is complete from oil pan to air filter lid. I assume that it is in good shape, and runs, but won't guarantee it. I was gonna disassemble it, and install new standard size rings and new gaskets just for good measure. Like I said it was running when it went to the junkyard. I think I remember that the car had about 80k miles on it. The car was junked because of serious frame cancer. I saw it. I am including the rebuild kit for the 500.

I bought the Paxton supercharger off of ebay. It was originally installed on a mid 60s Cadillac. I believe that the mounting brackets will bolt up to the 500 block, but I don't guarantee it. The blower itself is not guaranteed, but there isn't much to go wrong with these things. If it does happen to need rebuilt, it can be, and there is a person who does this for Paxton at a reasonable rate. Even a bad Paxton is worth more than $500 due to their rebuildability. From what I understand, it is hard to get one that will flow enough air for this combo, these days, which is why I pursued and bought this particular Paxton. I KNOW that it is intended for a near 500 CID engine. The blower includes a "carb hat" to go on top of the carburetor. My plan was to fuel inject the engine using a 76 Seville intake and a fuel injection computer of my own design. I have a new adjustable boost retard vacuum advance mechanism for a GM HEI distributor that is included. The 425 has an HEI in it. The 500 has points. I intended to swap the distributor over.

You may not know this, but this model of Jaguar came with a GM Turbo 400 slightly modified behind the stock V12 engine. I have replaced the stock transmission with a Kenne-Belle switch pitch Turbo 400. These are rare and cool. They are a combination of the Turbo 400 internals built inside another GM transmission case that has internal plumbing to the torque converter. This allows the transmission to have two different stall speeds. One is stock, probably about 1500-1800, the other is about 2500-3000 rpm depending on your engine combo. I originally got this transmission installed in another car, and removed it when I sold it. Then I put it in the Jag. There are some finishing/minor issues with regards to the transmission installation, but it is in the car and operates just fine. These transmissions alone are worth about a grand, because of their rarity. This one has 10,000 miles or less on it, and has no obvious issues.

The stock differential has (I think) a 2.73 ratio, and is limited slip. It should hold up to the 500 engine cause it's not gonna have any traction anyway. :)

Some of the dash gauges don't work. The upholstery is ratty and needs to be replaced. It currently has seat covers. The wood on the dash has cracks in the veneer but is all there. The door panels are coming loose. There is rust on the chrome bumpers, there is a 4 inch peeling paint circle on the hood. The grille is a little bent up, but it is easily removed and replaced. It is not currently installed, but is included.

This is a project car. It requires mechanical work to be viable transportation, and restoration work to look nice. Basically what you need to do to finish this car is:

- remove the 425 and install the 500, it bolts right in place. You may decide to go thru the 500, or not. The rebuild parts are included in case you do.

- The exhaust manifolds bolted to the 425 will bolt right up to the 500 and the exhaust that is in the car. But the 425 manifolds are known to be restrictive, so you would be better off using headers and building a complete custom exhaust. The XJS has round mufflers at the very back of the car directly behind the bumper. 2 Dynomax Super Turbo low restriction mufflers are included that I selected for those positions.

- The interior needs to be redone and it needs paint.

- Many miscellaneous items will probably need attention. Like it has no radio, and the brakes don't work.

- If you install the Paxton blower, you should have a good knowledge of forced induction, like how to add more fuel and retard the timing under boost.

- The transmission needs a switch hooked up for changing the stall speed. Some people hook it up to a full throttle switch, some use a simple toggle switch. The linkage works with the stock shifter but needs some attention. There is a transmission fluid temperature sender installed in the transmission pan for connection to a gauge.

If you have good mechanical and electrical skills, this car shouldn't present any challenges that you can't overcome. But obviously I can't vouch for your skills. I know "I" could finish this car, but I haven't gotten around to it, yet. I might as well let somebody else have the fun.

When you are done, it should be a unique supercar with easily over 700 lb/ft of torque at the rear wheels, 4 wheel disks, and style like nothing else. I've never heard of a Jaguar lump'd with anything other than a Chevy engine. The Cad 500 has a loyal and well deserved following, and for this application is a far better choice than a small or big block Chevy. It weighs less, is smaller, and makes WAY more usable power. Imagine blowing away an LS-6 Chevelle with a Jag. Cool, huh? This car, when complete, would be WAY cooler than a Cobra kit car. And you wouldn't see another one like it wherever you went, unlike the Cobra.

Included in the sale of this vehicle is all my Jaguar and Cadillac engine catalogs and knowledge materials. I have researched both pretty extensively. You get catalogs, books, and even a video from several Jag or Cadillac vendors. Parts are readily available for both the engine and the body.

I can consult on the restoration at an hourly rate, if necessary, but you really should have most of the necessary skills yourself.

Bring your truck and trailer and leave with a really cool project car!

If you are interested in the car, feel free to email me. I will do my best to answer any questions you have.

My email address is