Some people just love a car with all the bells and whistles. Power equipment and luxury touches aren’t options to them; they’re requirements. Others just look at all that stuff and see more things to break, and prefer a plainer, simpler motoring experience. Whichever side of that particular fence you’re on, I’ve got you covered today.
Yesterday we looked at a couple of trucks that needed some work. You know the old saying “looks aren’t everything”? I think we disproved it. The cool-looking Dodge pickup that needed a little mechanical love took an easy win over the good-running but hideous Ford Bronco.
I don’t blame you. When I first clicked on the Bronco ad, I assumed it was a derelict husk with way too high of an asking price. When I read that it actually ran and drove well, I decided to feature it, but I still didn’t (and don’t) want it. I have no need for that Dodge either, but if it’s between those two, there’s no contest.
If you’re a budget-conscious car lover, you know that used luxury cars, once they reach a certain age, can be found really cheap. Depreciation hits high-end cars much harder than it does mid-level models, so getting your hands on the fancy version can be as simple as waiting a few years. The values of cheap, simple economy cars drop like a rock as well, but after a while, nostalgia can start pushing prices of really clean examples back up. And that is how you end up with our two contenders today: the most expensive Jaguar of its day, and the cheapest Ford, now available for the same price. Let’s check them out.
1985 Jaguar XJ12 Sovereign HE – $3,500
Engine/drivetrain: 5.3-liter OHC V12, three-speed automatic, RWD
Location: Hercules, CA
Odometer reading: 114,000 miles
Operational status: Runs and drives well
As we all know, if you want to import a car into the US yourself, it has to be at least 25 years old. But that wasn’t always the case; before that law was passed in 1988, you could pretty much stick any car on a cargo ship, bring it over, make a couple of changes to things like lights and bumpers and emissions equipment, and you were good to go. Such cars were referred to as “gray-market” imports; they didn’t come through official channels, but they were more or less legal to own and drive. I suspect that this Jaguar is such a gray-market car, based on two things: first, Jaguar stopped selling the XJ12 in the US in 1980, and second, the Sovereign nameplate wasn’t used on high-level US model Jaguars; ours were called Vanden Plas.
Even though you couldn’t buy an XJ12 from Jaguar in the US in 1985, all the components were there, which probably made converting this car pretty easy. It uses the same “High Efficiency” (ha!) V12 engine and GM Turbo-Hydramatic 400 transmission as the XJS coupe, and the same body design as the XJ6. It was probably just a matter of fitting US-market XJ6 bumpers and side-marker lights, and maybe adding a catalytic converter from an XJS. It runs and drives well, according to the seller, but it does need to pass a smog test, and I don’t know how that works with gray-market cars. Knowing California, it probably involves some ritual chanting and possibly a blood sacrifice.
No matter which side of the Atlantic it was intended for, the interior of a Series III XJ is a nice place to be. This one looks all right; there’s a tear in one seat bolster and some wear on the carpet, but for the most part, the leather and wood are holding up nicely. One thing does need attention, however; the seller says the air conditioning is disconnected. I’m sure a specialty shop could get it hooked back up and running again, but at a price.
Outside, it has a few minor blemishes, but for the most part, it carries itself with the dignity and grace befitting an old Jaguar. The paint and chrome are both nice and shiny, and I would be very surprised if it had any rust. It’s got those cool “pepperpot” wheels, too, that you don’t see on US-market XJs.
1987 Ford Escort Pony – $3,500
Engine/drivetrain: 1.9 liter OHC inline 4, four-speed manual, FWD
Location: Santa Rosa, CA
Odometer reading: 61,000 miles
Operational status: Runs and drives well
All kinds of things that are available in Europe take on a different form here in the US. English hard cider like Strongbow and Blackthorn have added sugar here, to suit what they think are American tastes. We can’t get actual Kinder Eggs, because apparently we can’t be trusted to not let kids choke on the toys. And when Ford finally offered its celebrated Escort compact in the US, it was in a fattened-up, watered-down form that barely shared any parts with the European version at all.
The Escort was sold in a wide range of trims, but what we have here is the most basic of them all: the Pony model. It has no air conditioning, no power steering, nothing on the dash but a speedometer and a fuel gauge, and only four forward gears in its manual transmission. The engine is the same CVH four-cylinder as other Escorts, both American and European, displacing 1.9 liters and putting out 90 horsepower thanks to throttle-body fuel injection. This one has only 61,000 miles on it and has been treated to a fresh timing belt, along with new front brakes, new tires, and a new battery.
The interior of the Pony version was even plainer than regular Escorts, which weren’t what you’d call luxury cars to begin with. I had a couple friends with these, and I seem to remember the seats being fairly comfy, though not as good as Omni/Horizon seats, but the interior being pretty noisy on the highway. I think Ford skimped on the sound-deadening on the Pony model. Oddly, it does have one power feature, and it’s one you probably don’t want: motorized seat belts. I didn’t know these were available in the Escort as far back as 1987. I’ve had Fords with automatic belts before, and you get used to them, like you get used to anything, but they’re a safety feature I’m glad is dead and gone these days.
I have to make a confession: I actually have always liked the style of these cars, especially the two-door hatchback like this. They were everywhere for a long time, but time has had its way with most of them, and now seeing one this clean is a bit of a treat. It’s a pretty good color, too. I believe the plastic wheel covers are aftermarket, or from another Escort; as far as I remember, the Escort Pony came with nothing but silver-painted plain steel wheels.
Some people like their cars nice and simple; others want all the toys. And some people, like my dad, change their minds after a while: the same guy who once special-ordered a slant-six Plymouth Barracuda with no options, and was too cheap to pay for a factory stereo in a new VW Golf, bought for his last car a Chrysler 300C with damn near every option in the book on it. Dad’s gone now, and the Chrysler is mine, and I have to admit all the power toys are nice to have. But I do miss his old stripper models. There’s an earnestness there that you don’t often get with cars these days. But what about you? Given the choice between a Jaguar so fancy it wasn’t even offered here, and the barest-bones Ford Escort ever to roll out of the factory, which one are you driving off in?
The Escort could be kept running with minimal effort and cost. Rock Auto and a six-pack of Leinie Red will go a long way.
The Jaguar will barely run, and will cost thousands to keep it barely running.
And the sad truth is, an Escort in this condition will draw more eyeballs in 2025.
The Ford. Because I don’t want to learn how to adjust the valves on a Jag V12. And Joseph Lucas, Prince of Darkness.
Escort all the way. I trust that Jag about as far as I can throw it, and I adore lame rad-era econoboxes (see my username).
Practical brain: pick the Escort
Car brain: but it’s a Jag and those wheels and V12 and
In reality I’d buy the Jag. Is it a smart purchase? Hell no. But I remember the Escort, especially the Escort GT I almost bought back in the day. I blame picking the Jag on too much BBC at an early age.
Jeremy Clarkson really broke you people’s brains if you think for a second that Jag is worth anything more than its scrap value. Unreliable, expensive-to-fix, bland-looking disasters built by people who couldn’t care less.
$3500 for the Escort, and truly you could probably get it for $2800 cash, is a seriously good price for a fun little neo-classic with a stick shift. Just lower it a little bit, exhaust, and some Minilites with good tires and you’ll be happy.
I agree with you on the Jag – although it would be useful to make a Draguar out of (roadkill style).
But tell me you’ve never been near a 1st gen Escort without saying it – I’d walk any day of the week rather than pay $100 for one of those turds.
You could pick the Jag, if you just wanted to look at it… The odds of it making it to your house is slim. $3500 is just a deposit!
Jaaaaaaaaaaaaaaag for me. Those seats look way comfier. Plus V12, which is always cool. Thr next time I’m broken down in an alligator filled wetland, gimme the comfort of real leather and wood.
I find the Escort WAY more interesting. I’m not dailying either of these, so I’ll take the freak “I can’t believe this still exists” mobile every time.
Tough call. The Escort Puny will punish you every time you drive it. The Jag XJ12-1138 will punish you every time you CAN’T drive it due to whatever random electrical gremlin has most recently reared its ugly head.
Oh yeah, I went with the Jag.
I vote Jag because I cannot deal with those seatbelts.
I’ll drive the Escort……until the head gasket blows.
All those people voting Escort haven’t driven a car with a Rabbit Track seatbelt.
I went Jag just for this.
I have, and I still picked the Escort.
Go take a look at all those vacuum lines in the engine bay of that Jag, and think about what you’ve signed up for.
Depends on where you live. My state doesn’t check emissions on older vehicles. That entire intake manifold, vacuum lines included is going into the dumpster. I think I found a place that makes an intake that uses two 4 barrel Carbs for that engine. I did find kits to replace that intake with a newer Jag V12 intake system with modern port injection.
Regardless, those vacuum hoses can go away, but that rabbit Track seatbelt is going to stay there.
I’ll just be driving my Escort over here, while you’re sinking money into a Jag with a tatty interior in an ugly color, but you do you my friend!
Oh, I’m not planning on driving either. I figure anything that old is going to be a project. I figure that I’ll be driving something like a 10 year old Camry while the project collects dust… I mean new parts.
Fair!
I was prepared to smash the Jag, but the Escort represents a unique opportunity. You just don’t see Escorts of this vintage in that kind of overall shape anywhere anymore. Granted, it doesn’t make it valuable, but it does make it unique. The jag is a beautiful car but it’s always going to require money. The Escort probably won’t – but I’d always keep an eye on that PCV valve (pro tip) – they loved to fail, but they’re cheap and as easy to fix as anything possibly could be on any car. It would be fun to drive a stripped down Escort, even for a little while. When you’re done with it, all you’d have to do is drive it to Radwood with a “for sale” sign on it, and it would be on to a new owner immediately.
Jaguars of this era are stunningly beautiful, but…
“Has A Salvage title and I do not know why?”
The Escort looks like a little gem.
Voted Escort.
I think Jaguars of that era came from the factory with a Salvage Title.
The Jag is probably going to break down 5 minutes after buying it but it is a much nicer place to wait for a tow truck than the Escort.
I have a bias against that exact same Escort (’87, red hatch), as my Mom purchased one in ’99 with about 70k on it from a used lot. Engine blew up literally two days later. Turned into a rather big fight between my parents and the dealer. These were pretty tough times so any car that was giving us the business (simultaneous ownership of a lemon Dodge Stratus) was forever scorned.
It was replaced by a Volvo ’83 240 with well over 200k miles on it that served us well for a number of years. It may be anecdotal, but I think this says a lot about what a great car the 240 was, and what a pieces of shit those 80’s Escorts were.
Funny my friend and his dad had both of these cars, basically. Dad had the jag, we took it for a ride to the beach and did a little off roading. Hit a rock and ripped the exhaust off. He had an 87 escort GT. We ripped the exhaust off as teens do and covered it in aviation stickers. We worked at an airport at the time. Little kids would get a kick out of that car. I am torn, but picking the escort for being in better condition and easier and cheaper to work on.
I’ll take the Jag please. I know it’s financially irresponsible but at least it’s a nice place to sit and wait for the tow truck.
My brother used to have the Mercury twin to this Escort, the Lynx. It was the same color, five speed manual, great little car. He used to
get burdened withtaking me to Boy Scout meetings in it. I remember him flogging the crap out of it and me, being a young fella, was impressed. He also did odd jobs in the summer with my brother and during one of the commutes, met the business end of a whitetail doe crossing the highway. Considering the vehicle skidded around, nose to tail, then flipped, it’s impressive they both survived with just bruises and cuts. I remember my brother showing my vehicle at the holding lot for it, pointing out where their foreheads hit the vehicle and the result bloodstains.Anyway, an ignominious end to a cool little car, but it’s hard to complain if both occupants walked away.
That Jag engine looks like the worst pipe maze game I’ve ever played.
Damn thing looks like a shirt I would pay 300$ for at Dan Flashes.
That was just the style of the time. Look at the most popular screensavers.
Every time I see an underhood shot of a Jag V12 I get dizzy. AC not working? It would take me an hour to find the low pressure port…
That said, it’s a both day for me. Use that little Escort for a parts runner for the Jag. If and when the Jag is running, drive that instead.
THIRTY-FIVE HUNDRED DOLLARS FOR AN 87 ESCORT?!?!? And a stripper model at that?!? I’m just now realizing what a double entendre that is.
But anyway, I would rather pay $3500 for a Uhaul truck full of manure – a literal box of shit – than pay that much for a base model 1987 Escort.
Can you tell I voted for the Jaaaaaaag?
Only 61K miles on an everyday economy car from nearly 40 years ago?! Wow…that’s a time capsule.
And only 9000 miles away from the typical 70K miles head gasket replacement…
Likely just drove to and from the dealership to handle all the recalls.
Escort! That’s the cleanest Escort I’ve seen for sale in years.
It does have the motorized belts, and that’s annoying, and the shift linkage is super vague, but…eh. Spent a lot of time in an ’89 Escort LX w/5-speed.
Oh, and it shares a platform with the Tempo. So with the right collection of parts, you can have yourself a V6 AWD Escort.
Oh and it shares a platform with the Tempo.
Say no more.
*votes Jag*
Even with play money, that Jag is going 3…2…1…
I see my new rallycross car, bare bones basic lightweight and manual. I can pretend it’s a European version. Just needs snow tires.
We all know that Jag is a ticking time bomb ready to explode in your wallet. I’ll take the Escort.
I’ve seen these converted to GM 350 Engines, so Jag for me.
With blowers sticking out of the hood!
As if a Ford wasn’t also a ticking time bomb in 1987. At leas the Jag has been driven enough to find and fix many of the things that the factory didn’t install right.