Used Jaguar XJ X351 (2011-2019): Buyer's Guide

Buy a 2012 Jaguar XJ and a 2015 Jaguar XJ, and the badge is the only thing they share under the supercharged V8's timing cover. Jaguar redesigned the engine's timing chain tensioner and guide in March 2014 after years of owners reporting a cold-start rattle that could, if ignored, jump timing and take the engine with it. Which side of that line your car falls on matters more than the mileage on the odometer.

The X351 generation ran 2011 to 2019, the last XJ Jaguar ever built. It's a flagship sedan that now sells for a fraction of its original sticker, which is exactly why it needs a guide like this one. Depreciation got you the car. It won't get you out of the repair bill.

The good news: the fix is documented and datable. That gives a used XJ shopper an actual way to sort survivors from money pits, instead of guessing based on model year alone.

This Generation at a Glance

The X351 rides on Jaguar's aluminum-intensive D2a platform, the first Jaguar sedan to fully wear Ian Callum's post-2006 design language: a fastback profile aimed at the Audi A8, BMW 7 Series, and Mercedes S-Class. Jaguar built more than 120,000 of them worldwide.

The defining split in the generation is the 2013 model year facelift. Jaguar dropped the naturally aspirated 5.0 V8, added a 3.0-liter supercharged V6, and gave the XJ all-wheel drive for the first time in the nameplate's history. Every model, V6 or V8, also moved from a 6-speed automatic to a new ZF 8-speed. In 2016, Jaguar swapped in the InControl Touch Pro infotainment system, a genuine hardware platform change (quad-core processor, 60GB solid-state storage) that came with its own early growing pains.

Jaguar built more than 120,000 X351s worldwide before ending production in 2019. No new XJ has replaced it since; if you want a Jaguar flagship sedan, this generation is the newest one that exists.

Current pricing and inventory: Jaguar XJ market data, with per-year pages for 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018, and 2019.

Powertrain & Trim Breakdown

3.0L Supercharged V6 (2013-2019)

Jaguar added this engine in the 2013 facelift as the new base powertrain, and it's the one to buy if you want the fewest surprises. Owner forums that discuss the shared 3.0 supercharged V6 (it's also in the XF and F-Type) consistently treat it as the lower-drama choice next to the V8: no distinct, well-documented failure mode shows up that isn't already common to the V8 side of the lineup. It shares the same water pump and plastic coolant pipe weak points as the V8 (see below), but it dodged the worst of the early timing chain complaints that define the V8's reputation.

It's also the only engine offered with all-wheel drive, badged "Instinctive All-Wheel Drive," a rear-biased system that only sends torque forward when it detects reduced grip. If you live somewhere that sees real winter, the V6 AWD is the only XJ configuration built for it.

Jaguar used this same 3.0 supercharged V6 in the contemporary XF and F-Type, and owner discussion of the engine's failure patterns draws on all three cars as one shared data pool since XJ-specific volume is lower. A minor timing gear revision reportedly followed around 2018, a small refinement to what was already the more settled engine choice in the lineup.

5.0L Supercharged V8 (AJ133): One Name, Two Engines

This is the engine that makes or breaks a used X351 purchase, and it's not one engine so much as two. The AJ133's timing chain tensioner presses a piece of steel against an aluminum chain guide. Over years of use, that steel indents the aluminum, the chain loses tension, and the symptom starts as a rattle on a cold start. Left alone, forum threads describe it progressing to a restricted-performance warning and, in the worst documented cases, a jumped chain that takes valves and pistons with it.

Jaguar redesigned the fix in March 2014: a wider chain (6.3mm to 8.0mm) and a hardened steel insert at the point where the tensioner contacts the guide. Owners and independent Jaguar specialists on forums like JagInfo.org and RangeRovers.net treat 2009 through 2014 as the higher-risk window and regard cars built from 2015 on as meaningfully safer, though isolated post-fix failures still get reported, usually blamed on sludge buildup restricting oil flow to the tensioner rather than the original design flaw.

Two other AJ133-family issues show up repeatedly across owner and repair-shop sources, and both also apply to the 3.0 V6 since the engines share architecture: a vacuum pump and PCV system that's a common oil-leak point (aftermarket rebuild kits are sold specifically for this generation of JLR 3.0 and 5.0 engines), and water pump failures that some owners report in under 20,000 miles, with a leak visible at the pump pulley. Driving on a failing water pump risks turning a moderate repair into a blown head gasket.

The naturally aspirated 5.0 V8, offered only in 2011 and 2012 before Jaguar dropped it, shares the same block and the same issues as its supercharged sibling. It shows up far less in forum discussion simply because Jaguar sold fewer of them and dropped it after two years.

The supercharged V8 also came in stepped states of tune across the generation: 470 hp on early Supercharged and Portfolio cars, 510 hp on 2011-2013 Supersport models, 550 hp once the XJR name took over for 2014-2016, and 575 hp on the XJR575 that closed out the generation from 2017 to 2019. If the power figure matters to you as much as the badge, an XJR575 is the most sorted version of this engine you can buy: three full years removed from the 2014 chain redesign, running the same 8-speed automatic as every other post-facelift XJ.

Air Suspension: The Risk Every Engine Shares

Every X351, regardless of engine, rides on air suspension. It's the single most consistently documented weak point across every source type: dedicated forum threads, complaint databases, and every competing buying guide. Air springs leak slowly, and the compressor runs constantly trying to compensate, which burns the compressor out early. The classic symptom: the car sits visibly lower on one corner after sitting overnight, or the dash flags that the vehicle is riding too low.

US repair-estimator pricing puts a compressor replacement at roughly $2,500 to $2,800 and a single air strut around $1,430. Multiple sources warn that once one strut fails, the others tend to follow soon after, so budget for the full set rather than one corner at a time. A popular workaround once a car is out of warranty: aftermarket coilover conversion kits that replace the air system entirely for just under $1,100, permanently trading air-spring compliance for predictable cost. A repeated root-cause note worth knowing before you pay for a repair: replacing just the compressor without also replacing the air suspension relay is a common mistake that shortens the life of the new part.

At least one buying-guide source describes the X351 as running air springs on the rear axle only, a cost step down from the four-corner systems used on some earlier XJ generations. Confirm that against a service manual for your specific car before you assume the front and rear behave the same way.

Electrical and Infotainment (2016+ InControl Touch Pro)

The 2016 InControl Touch Pro rollout brought a documented early-production issue: the instrument cluster could go blank intermittently, covered by NHTSA campaign 17V678000 for 2016-2017 XJs. Beyond that specific recall, general JLR electrical gremlins (window regulators, ABS module faults) come up periodically in forum troubleshooting threads across the generation, though less consistently than the engine and suspension issues above. Neither rises to the severity of the timing chain or air suspension issues, but on a car this electronically dense, budget for one small electrical gremlin showing up eventually.

Trim Levels

Trim names shifted almost every year Jaguar sold this generation, and "Supercharged," "Portfolio," and "Premium Luxury" all show up as both standalone trims and equipment-package modifiers depending on the model year. Confirm the exact engine and equipment for the specific model year you're looking at against the window sticker or a build sheet rather than assuming the trim name means the same thing it meant two years earlier.

The wheelbase difference between XJ and XJL is real, generally landing in a 4 to 5 inch range depending on which spec sheet you check, so don't hang a purchase decision on an exact number without confirming it for your model year. Jaguar built the XJ50 exclusively as a long-wheelbase car for the 2018 model year to mark the nameplate's 50th anniversary, offering it with either the 340 hp V6 or 470 hp V8 alongside a set of exclusive paint colors. It's the most collectible trim in the generation, and it commands a premium over an equivalent non-anniversary Portfolio.

Which Model Years to Target Within This Gen

Recall counts above come from CarScout's NHTSA-sourced data for each model year; a "0" reflects no logged campaign for that year in that dataset, not a guarantee the car has no issues. 2016 has by far the largest tracked used inventory in CarScout's data (43 listings against 13 to 24 for other years), so it's also the easiest year to actually go find.

If you want the safest bet, look at 2017 through 2019: the timing chain fix is years old by then, infotainment software has matured past its 2016 launch bugs, and the crankshaft pulley recall (see below) has had time to get completed on most cars still on the road. If you want the cheapest entry point and can live with the AWD-only V6, 2015 or 2016 gets you the post-fix engine at a steeper discount.

If you specifically want the naturally aspirated V8, the one without a supercharger, your only window is 2011 or 2012. Jaguar never offered it again after the facelift, and every V8 from 2013 on is supercharged.

Pre-Purchase Inspection Checklist

On any 5.0 V8, especially built before March 2014: Start the car cold, before the engine has run that day. Listen for a rattle from the front of the engine that fades as it warms up. That's the timing chain tensioner losing its grip on the guide. A rattle that doesn't fade, or a "restricted performance" message on the dash, means walk away or negotiate hard for a full timing chain job.

On any engine: Check for coolant loss and look at the water pump pulley area for a wet residue or crust. Some owners report pump failure under 20,000 miles. Also check under the car for oil seepage near the vacuum pump housing, a common leak point on both the V6 and V8.

On any trim: Park the car, let it sit overnight if you can, and check ride height the next morning before starting it. A car that's visibly lower on one corner has a leaking air spring. Listen for the compressor cycling on and off repeatedly with the engine off; that means it's fighting a leak and is close to burning itself out.

On 2016-2017 cars: Cycle the instrument cluster through a full drive and watch for it going blank, even briefly. Ask if recall 17V678000 was completed.

On 2014-2015 cars: Ask if recall 14V741000, a brake line junction leak fix, was completed, and look underneath for any sign of a fluid leak at the brake line junctions regardless of what the paperwork says.

On 2019 cars: Ask if recall 19V039000, the crankshaft pulley retaining bolt fix, was completed. It affects both V6 and V8 gas engines that model year.

On 2017 cars: Also ask about recall 20V557000, a frontal airbag software fix that covers 2010-2011 XJs as well as 2017 models.

On any 2011 car: If it was built before November 2010, ask about recall 10V578000 (wiper arm torque) and 17V394000 (airbag software).

Run the VIN through CarScout's recall lookup tool before you commit to any of this in person.

Running Costs

Real ownership costs vary a lot by source, from around $500 a year for pure scheduled maintenance up to $1,200-$1,800 once actual repairs get factored in, which lines up with what long-term forum owners self-report once a chain, pump, or air strut needs attention. Insurance quotes span an unusually wide range too, from roughly $2,100 to $2,400 a year at the cheaper end to $3,400 or more at the pricier carriers, with the XJ singled out in at least one source as Jaguar's most expensive model to insure. Shop it around before you buy, not after.

The honest theme across every mechanic and owner forum covering this generation: buy one only if you have access to a competent independent Jaguar specialist. Dealer labor and parts pricing on a car this complex adds up fast, and an independent shop that knows the AJ133 engine and the air suspension system will save you real money over the life of ownership.

Solid depreciation-curve data for this specific generation is hard to find, but CarScout's own tracked listings tell part of the story: cars that sold new for six figures in top trim now mostly change hands under $20,000. New XJs came with five years or 60,000 miles of complimentary factory maintenance, which is irrelevant to nearly every used buyer today but explains why some lower-mileage examples show a thin independent service history from their first owner.

FAQ

Is the Jaguar XJ (X351) reliable? It depends heavily on the year. Pre-2014 5.0 V8 models carry real timing chain risk; 2015-and-later V8s and any 3.0 V6 are meaningfully safer bets. Every year shares an air suspension weak point that needs budgeting for regardless of engine.

What year Jaguar XJ should I avoid? Be most cautious with 2011-2013 cars powered by the 5.0 supercharged V8, especially any built before the March 2014 timing chain redesign. Confirm the exact build date, not just the model year, before buying.

How much does it cost to fix Jaguar XJ air suspension? A compressor runs roughly $2,500-$2,800 to replace; a single air strut is around $1,430, and struts tend to fail as a set over time. Aftermarket coilover conversion kits are available for just under $1,100 as a permanent workaround.

Is the Jaguar XJ 5.0 supercharged V8 reliable? It's reliable if it was built after Jaguar's March 2014 timing chain and tensioner redesign. Earlier units carry a documented risk of chain wear that can, in the worst cases, jump timing and damage the engine.

Should I buy a Jaguar XJ with the V6 or the V8? The 3.0 supercharged V6, available from 2013 on, is the lower-drama choice and the only engine offered with all-wheel drive. The V8 brings more power and a more storied name, but only pick it if you've confirmed the build date clears the 2014 chain fix.

Bottom Line

Target a 2017-2019 XJ, ideally the XJR575 if the V8's power appeals to you, or a 2015-2016 XJL Portfolio with the 3.0 V6 if you want AWD and lower running costs. Whatever year you land on, get underneath it for an air suspension check and confirm the timing chain condition on any V8 before you sign anything. The badge and the depreciation are the easy part. The engine's build date is the part that actually decides whether you got a deal or a project car. CarScout checks the used market daily and can email you when a specific XJ trim, year, or price drop shows up at usecarscout.com.

Data sourced from NHTSA recalls database, EPA fuel economy data, and real owner experiences from Jaguar Forums, JagInfo.org, RangeRovers.net, and PistonHeads. See the full Jaguar XJ market data for pricing and inventory.