Jaguar’s XJ6 series of cars were introduced in 1968 and marked a significant rework of the company’s image and model range, replacing four distinct four door car models with a single model, significantly updated in design and performance from all that it replaced and reducing Jaguars lineup of cars to two, the other being the E-Type. The XJ6 was released to significant critical acclaim and became one of the biggest successes of all of the cars sold by British Leyland, who owned Jaguar at the time. Fitted with the 4.2 liter variant of the Jaguar XK engine and the same rear independent suspension as found on the E-Type, they are incredibly comfortable and usable cars. A facelift in 1974 created the Series 2 Jaguars, with styling updates and safety changes required for the US market. With the update, in 1975, Jaguar introduced the short lived 2 door coupe variant of the XJ6. The design featured the short wheelbase chassis with lengthened doors an a roof line with no B pillar creating a very clean look. They also all came with a vinyl roof as standard. Construction was labor intensive with the doors being made by lengthening door stampings for the 4 door car and the body was constructed by modifying the saloon. In the end, the cost to produce a less profitable model than the 4 door lead to the end of coupe production by 1978 with only 9378 being built. This car was a very original example with original paint and no accident damage or significant rust when I purchased it, but had been parked for an extended period of time. I opted to launch into a restoration of the car keeping the colours original, which began with rebuilding and upgrading the engine, raising compression which had been lowered to meet emissions standards of the 1970s, and fitting SU HD8 carburettors. While the engine was being built, the car was repainted and a new vinyl roof was installed as there was some rust developing under the edges of the original vinyl, a problem for which these cars were prone. On reassembly the bumpers were replaced with European style bumpers rather than the heavy rubber ones that were done for crash safety in the US. Along with the engine rebuild, I chose to replace the 3 speed automatic Borg Warner gearbox with a 5 speed manual, using a Getrag 265 gearbox from a BMW 5 series and conversion parts I had been acquiring to originally fit a different Jaguar. To finish the car, the interior was reupholstered as the original red interior had faded significantly in the sun. These cars generally drive extremely well with great steering and handling and very comfortable seating for the time. The 5 speed manual gearbox, however, completely revolutionized the car. The automatic gearbox was the only option available on these cars in the United States and its sluggish and poorly timed shifting sapped much of the power from the XK engine, while the manual has made the car much more responsive and far sportier than the stock setup.