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?
When I red the Jag had no AC I decided I’d be voting Escort, until I read that it never had AC, so Jag it is but I’ll have to sell it in 4-5 months when it starts getting too hot again.
Flipped a coin. The Escort is dead simple, and if I really wanted to, I could start digging into the European aftermarket for it. And honestly, every Escort I’ve driven or ridden in has been a fine vehicle–the finish is no more or less than a Civic of the same vintage. The shape that this is in is great, on top.
The Jag, aside from the benefit of saying “My Jaaaaaaaaag,” looks well appointed, if need of some attention. Then I look under that hood and I start seeing GBP signs floating in the air (as well as many contorted limbs from trying to work on it.) I have kind of a “nice to visit but wouldn’t want to live there” opinion on the XJs in general, but this price is tempting.
But the coin says tails, so Escort it is.
A 4-door automatic vs. a 2-door stick shift?
Give me the 3 pedals almost every time.
Plus, look under the hood of the Jag! I like wiring projects but that looks like a nightmare waiting to happen.
Just did a bit of a Jag deep dive. Seems that disconnecting the air conditioning helps keep the engine from overheating, so keep that in mind if you buy this. I was wondering about that.
Classic British car shit right there. Lol
Picked the Jag over the Escort, Its nice just not my thing. Maybe if it had those phone-dial alloys.
The Jag, if on solid bones just needs the common belly-button swap.
Escort…actually need to get to work reliably.
Escort.
The chance that you are stuck roadside in the Jag is just under 100%. Plausible statistical reasoning is that there is greater than zero chance you will be stuck in your driveway…thus diminishing the chances of being stuck roadside.
Repair cycle cost for the Escort comes in $75 increments. For the Jag it comes in $750 increments.
Come on people…sitting in a lifeless but very comfortable hot paperweight, enjoying the lovely burled wood dash while running the windows up and down is no way to spend a weekend.
Escort.
Seems a shame to pick that homely Escort over a Jag, but the under hood shot convinced me. I know I can keep the Ford going, but I don’t really want to drive it.
The Jag is cool but I chose the Escort mostly just for my nostalgia of Ford cars from that era
That Escort is in impressive condition for it’s age, but nostalgia aside, Escorts were notably blah cars in the era that all cars were pretty blah.
But I have no interest in spending the time and money to keep a janky old assed Jaguar running. So, I voted for blah.
It’s going to be 99° here today, so I’m not in the mood for either a Jag with broken A/C or an Escort with no A/C. Apart from that, the Jag’s a no-go as I do live in California and who knows what would be needed to pass smog. Maybe a new cat, assuming it has one? Not a fun thing to deal with, in any case. I guess if I have to, I’ll go with the Escort and then sell it for a loss to a local teenager. That’s a car that no one older than 19 should have to drive in the summer here.
Both of these are going to leave you stranded at some point. I’m going to choose to be stranded on the side of the road in a V12 Jag, thank you very much.
I find the Escort to be more immediately appealing.
I enjoy the Jag, but the design feels like the apathetic younger sibling riding the coattails of the incredibly cool Mark X/420 G or like you kind of melted the stately 1997 to 2003 XJ8 so it sagged a bit. I feel like this era is neat because of the Draguar and this specific one because owning and driving a V12 would be undeniably cool. Until it breaks. Which it will.
The Escort is incredibly handsome. I love the color. The 2-door hatch is such a great body style. What was technically my first car was a 1995 Escort sedan in a similar burgundy. I adored that little car! I kick myself everyday that I didn’t get it fixed after the accelerator got stuck and I hit a shed in our backyard. I see that little Escort as an ideal city car. It is unique, but not so precious that you’ll stress over it. The price is good. The reliability and repairability would be totally fine. Plus, it just looks nice.
Really, the fact that these two cars are the same price tells you a lot.
Escort. All day.
I came in fully expecting to vote for the Jag, but ended up voting for the Escort. Those cars were not great, but that one is in great shape and despite the lack of fifth gear, they can be fun in the slow-car-fast way.
Both are going to be weekend cars and equally likely to leave you stranded. The Jag is so vastly better in almost any sense. The Escort will be cheaper to keep going, especially how well treated this one is. I like basic cars, but this Escort version is exceptionally ugly. Never drove a 4mt, so I don’t know if it adds something to the table.
Jaguar it is. At least you won’t look like Ned Flanders while waiting for a tow.
I owned an ’82 Escort L and an ’87 Escort GL wagon. The throttle body was a revelation. No throttle lag. No cold start bucking. Too bad the Pony only came with a 4 speed, but I’ll take it for old time’s sake.
I wanna buy the Jag and rip all of those vacuum lines and crap out.
Jag, I live outside of C.A.R.B. Land so I am fine with inspections. I don’t really want to live with a 12 cylinder jag for long, but I suspect it would fail before long anyway. and strangely the 5.3 LS fits nicely under that bonnet and with a standalone it will bolt right up to the TH400. 300 HP all aluminum 5.3 actually would be kind of interesting in that thing I imagine. If I were a Youtuber, I might swap in some axles and make an offroad jag for the gumball or something as well.
No smog-issues to worry about here in I-Oh-A and I already have a ’95 Escort in the fleet. Plus, I’ve always wanted a 12-cyl. Time to find some more garage space.
I’m going with the Escort, because I once owned a 1986 Pony. It took all the abuse young me could dish out, and did so with incredible gas mileage.
That is a WHOLE BUNCH of spaghetti under the hood of that jag! Not the gorgeous engine view I was hoping for. Probably gorgeous sounds, though. And in really good condition. Got my vote!
The only way you’ll get me to tackle dealing with a Jag V12 is if it’s in the drop-top coupe. I already have an 80s luxury sedan, and mine is reliable.
That Escort seems like a fun time. As is the case with Escorts.
Voted Jaaaaaaaaag. But today’s a Boooooooooooooth day.
The Jag is being sold by a dealer, so the lack of smog (by law, the seller’s responsibility) is a massive red flag that this grey market car is not CA-legal. If it had been imported into California new, it would have to have gotten a sticker under the hood from CARB, or if it was brought into compliance at a later date, a sticker from the Bureau of Automotive Repair (BAR), certifying its smog-readiness. I’m guessing it doesn’t have either, and thus doesn’t have all of the required emissions equipment. Goooood luck.
I believe Canada got V12 engines through the mid-80s, so perhaps the car came from north of the border.
They got them in the Series III until 1992, fully five years after the XJ40 came out! The last 100 Series III XJs, all V12s, were sold in Canada as numbered special editions.