Jaguar Reviews

No, it doesn't mean a luxury version for the models they are based on are more than luxurious already. The L means long, or more correctly long-wheelbase.

Grumpy old men across Britain are pulling on black armbands this week.  They are in mourning for the traditional Jaguar XJ, a car which was much like a mouldy old labrador that had lived beyond its time.It's sad that the faithful old dog had to go, but now there is a spritely new XJ puppy — perhaps a labradoodle — with designer genes to drive Jaguar forward and win a younger generation of buyers to the brand.For the first time the new Jaguar flagship has what it needs to fight the German rottweilers from Mercedes-Benz and BMW. It is a modern car, a very different car in design and driving, and a car that gives a 21st century tilt on luxury.Jaguar chooses Paris to present the XJ to the press and there is a lot of emphasis on Ian Callum, the car's designer. Both moves are intended to show a new approach to the Big Cat, which is closer to the mid-sized XF hero than any previous full-sized Jaguar.  "Nobody needs a Jaguar, but people need to want a Jaguar," says Callum.He admits to pushing the edges on design, and particularly the gaping grille and plastic capping on the C-pillars, but says it is a job that has to be done.  "I think we have to be slightly controversial. In the past, Jaguars were very modern cars, not boring at all. If you do something different . . . then, once you get used to it, it will be fine."Callum finds it easy to summarise the new XJ, which is actually slightly bigger inside than the previous model and comes with both short and long-wheelbase bodies, as well as a choice of V6 diesel and V8 petrol engines.  "I want people to feel like they are sitting in a sports car, even if it's a luxury car. We want the technology to be easy for people to use, not intimidating."On the engineering front, the new XJ is still an aluminium car which means a 150-200kg weight edge over an S-Class or 7 Series, and there is fully-independent suspension, big brakes, 18-20 inch alloys, a full suite of airbags and a lot more including LED lamps. "We go back to XF really, which started the rejuvenation of Jaguar," says Andy Dobson, chief program engineer for XJ.  "We play absolutely fanatical attention to detail. Making sure we've got the character right." The luxury runs from a two-panel glass sunroof to nine different interior treatments — leather with wood or carbonfibre — electric rear seats in the LWB car and up to 1200 watts of Bower&Wilkins sound.  "XJ is the most refined vehicle in our range, but we've moved the sporting character on," says Dobson.The numbers include 202kW/600Nm in the 3-litre turbodiesel V6 up to 375kW/625Nm in the Supersport supercharged V8, a drag co-efficient of 0.285, fuel economy from 7.0-12.3 litres/100km and prices from $193,800 for the short-wheelbase diesel to $362,800 for the long-wheelbase Supersport.  But don't go looking for a diesel V6, the favourite engine in the XF in Australia, because it is missing. Jaguar says it cannot do the numbers or the refinement needed for an XJ.The new XJ takes some adjustment. In reality, it is going to take a lot of adjustment, from the way it looks to the way it drives.  This is definitely not your grand-dad's Jaguar. Or your dad's. But it could easily be for you and your children, particularly as a full-sized driver's car.The new XJ has an instant impact, either in traffic or making a grand entrance at one of the best Parisian restaurants, thanks to Callum's bodywork. But an impact is easy, and creating a car that will grow on people is tougher. No-one can really judge that end game for at least two years.But the new cabin is an instant success, both user-friendly and luxurious in a very modern way.  The interior of the XJ is more like a high-end boat than a Benz or BMW, something Callum worked hard to achieve, from the smooth sweep of the fascia to the low dashtop to materials including a cast 'cheese cutter' effect on the rotary gear selector in the centre console. It's a major move away from a British stately home to a high-end London apartment.The luxury is great and the back seat space in the long car is just what you expect for a car to be used by royalty and the British ministers. It is roomy, comfortable and very well kitted.But it's the driving that wins me.  The basic diesel shorty is sharp yet refined, extremely quiet and has suspension and steering tied very closely to the XJ and chopped away from the old XJ. So it does not rock or roll in corners, sits flat at speeds beyond Australian limits, with great brakes and a responsive six-speed auto with various modes and a paddle shift.The suspension is not floaty but the car still floats over broken surfaces, with a switchable sport mode that stiffens the dampers and steering feel.  A short run in the basic petrol V8 brings the muscular exhaust not I expect from a flagship cat, as well as more thump in response to the accelerator, but it's the long-wheelbase Supersport which wins me.After hussling it through a serious of testing twists, first in the basic settings and then in full sports mode, I think it is a brilliant car. I have driven the 7 and S but the XJ is better than both of the Germans, and a first choice for people who like driving.  As I work through two days of Jaguar driving I find myself liking the XJ more and more.I still question if buyers will be happy to put down at least $193,000 on a Jaguar after its ownership switch and after the ugly experiences of earlier XJs, but this car is a great start.  I think the boot opening is too cramped, and the operation of the electric assistance on the test cars is jerky, and I also question the final finishing of the early-build Paris cars.I also think the design of the virtual dials in the TFT dash screen is heavy handed and the analogue clock is chintzy. There is also a wavy effect to the rear-window glass, something Jaguar puts down to the sharp incline on the tail end.But these are little things and this is a big, big, big car. It's large in size, a huge shift for Jaguar, and a giant move into the future of luxury cars.  The new XJ deserves to be a winner and the first Australian owners, who will get their cars from August, have something to look forward to with a smile.

The arrival of the XF was a seachange moment for Jaguar and every fan of the British brand.  Life has not been the same for anyone since the classy mid-sizer landed, bringing a new style of design and a new commitment to class and quality for customers.It's no surprise that the XF has been a global winner for Jaguar, even during the Global Financial Crisis, and has also lifted it onto shopping lists which would previously have been reserved for Benz, BMW and Audi. And maybe Lexus.The high point of the XF development is the go-fastest model, the XFR, which is intended to lure people away from some of the most charismatic performance cars in the world, led by the BMW M5 and Benz's latest E63 sledgehammer.The deal is done with a transplant that puts a supercharged and direct-injection 5-litre engine into the nose of the XF, with 375 kiloWatts and 625 Newton-metres for R-car duty. It's easy to pick the car by its 20-inch alloys, a punchier front end, bonnet louvres, four polished exhast tips and a bootlid spoiler.Mechanically, the upgrade to XFR brings everything from quicker steering and giant disc brakes to an active differential and adaptive dynamics in the suspension.  The idea is to make the car much quicker - the 0-100km/h run takes 4.9 seconds - but also easier to drive and more responsive for people who enjoy their driving.But no performance sedan can live on its speed alone in 2009, so the XF also comes with a full list of luxury equipment including leather seats, automatic aircon, a Bowers & Wilkins sound system unique to the XF, as well as safety gear including front-side-head airbags, anti-skid brakes and ESP, with an iPod connector for the sound system.The XFR arrives as part of an upgraded 2010 XF range that gets upgraded engines, all with more go and less emissions, and even an acoustic laminated windscreen.But the cost of the XFR is considerable, as it comes in at a rampaging $208,450. That's right on double the price of the basic V6 XF, although it undercuts the E63 and M5 but enough of a margin to make it look like a bargain.Driving - Paul GoverThe XFR is, no question, the best Jaguar I have driven. And I've driven a few.  What makes it so good is the combination of a tight body, good looks, real quality and the sort of get-up-and-go that makes you want to go driving.It's also modern on the inside and suitably chunky with the R-car additions to the external bodywork, including the lovely grille work in the nose.The supercharged V8 gives the XFR real thumping performance, but the electronics and suspension work keep it easily under control. It's nowhere near as hard to handle as some early go-faster XK coupes, but lacks the fully-brutal impact of the latest AMG Benz.Actually, it is a pretty sweet package. It is happy to trickle in traffic but if you flick the switches to sport and take control of the six-speed auto with the column paddles it becomes a real driver's car.You can brake late with the classy discs, the nose follows the wheel without complaint, and it puts all the power on the road without bucking or resistance.The car is quiet, apart from some roar from the low-profile tyres, easy to park and has good cabin and boot space. It's not ideal in the back, where it's a bit short of legroom against the new E-Class, but is fine for family work.The driving position is very good and I love the touch-screen infotainment package, which is just about the best in the business. The B&W sound system is a real thumper, even if the brand is barely known in Australia.But I find the speedometer really hard to read, particularly with blue lighting in daylight, and something as quick as the XFR needs a digital speedo readout for Australia.I still find the gearshift controller a gimmick, but it is easy to use and gives most people a laugh.  The XFR can be very heavy on fuel, which is no real surprise, but generally it's ok in the 11-12L/100km range.I currently rate the XFR a little ahead of the aging BMW M5, although it is no match for the E63, which is an impressive result. But I still find myself wondering how the car will wear over time and if Jaguar has translated Ian Callum's excellent design work and its R-car fast parts into long-term quality and reliability.She says - Alison WardI have to admit I'm not the biggest Jaguar fan, so I rolled my eyes when the XFR arrived.  Why? I cannot shake the feeling that Jags are a bit unreliable, and the earlier XF I drove was a disappointingly sluggish drive.  There, that's the bad part mostly done.The good news is that Jaguar has improved a lot with this car. For me it's a headier mix of stylish fittings and sportier grunt.  It looks great.  Both sleek and sophisticated, just as the Jaguar name suggests.   It drives beautifully and gets going at the slightest hint on the accelerator.The comfortable leather seats, sexy swede roof and easy-to-navigate touch-screen display are well refined but I didn't see anything really new.It does have plenty of legroom and boot space which is a surprising bonus on its sporty external appearance. The attention to detail with the interior and exterior design will rival its competitors and so will its cheaper pricetag.  But would I buy one?  Maybe, or maybe not. The unreliability reputation reared its head again when I heard the rear suspension rattle after just four days on test. I worry about what else would start to hum and squeak given enough time.The 'James Bond' styled dial called a Selector (that I would usually call a gear lever) rises out of the centre console. Most men will love this feature, however I think its over-the-top, as are the air vents that also open when you start the car.The glove compartment has a secret silver button that was temperamental to open as well.  I could see these useless items failing in the future and I would hate to think of the costs to fix them.   Overall, Jaguar has done a great job here but I would say this car is definitely one for the boys.BOTTOM LINE: The best Jaguar since . . . forever, really.SCORE: 82/100Jaguar XF-RPRICE $208,450ENGINE 5.0-litre Roots supercharged V8POWER  375kW at 6500 revsTORQUE 625Nm from 2200 revsTRANSMISSION Six-speed automatic, rear driveBODY Four-door sedanSEATS FiveDIMENSIONS  Length 4961mm, Width 2053mm, Height 1640mm, Wheelbase 2909mm, tracks front/rear 1559mm/1571mmSTEERING Servotronic ``fast ratio'' rack and pinion power steeringSUSPENSION Double wishbone front; multi-link rearFUEL TANK 69.5 litresFUEL TYPE Premium unleadedFUEL CONSUMPTION 12.5/100km combinedWEIGHT 1891kgSPARE TYRE Space-saver spareBRAKES Anti-skid all-round discsWHEELS 20-inch alloysTYRES Front 255/35 R20, Rear 285/30 R20SAFETY GEAR Dual front, side, curtain airbags, bi-xenon headlights, active damping, electronic stability control, traction control, brake assist, active differential controlCO2 EMISSIONS 292g/kmRivalsAudi S6: 78/100 (from $204,900)BMW M5: 80/100 (from $241,816)Mercedes-Benz E63 AMG: 84/100 (from $234,900)

Jaguar is going big game hunting with the crosshairs set on Porsche and Maserati after unveiling the new XJ.Revealed in England overnight, the new XJ is a radical step away from the car that has been Jaguar's front-line soldier in the upper-luxury ranks for the last 40 years. Borrowing heavily from the successful XF model, the new XJ looks fresh and contemporary with styling Jaguar Australia boss David Blackhall believes will put it right in the mix with its key German rivals."We all know it is a very competitive market but we are now on terms, styling-wise, for the first time in a long, long time,” Blackhall says. "There has been those who have said that the XJ is the car that never changed its styling since 1968 ... well, now we have and you can see that (designer) Ian Callum has touched every panel.”However, it is not just the styling that has taken a giant leap into the present. With the new look comes a new self-worth reflected in a top-end strategy that would have made Jaguar a laughing stock had they taken such a path with the old model.While reluctant to go into specifics, Blackhall confirmed that the supercharged version of the XJ — the Supersport — would be stalking Porsche's new four-door Panamera and Maserati's Quattroporte."If you think about the supercharged car as having similar performance, competitive pricing and styling that some people would think more attractive then there may well be an opportunity for us at that end of the market,” Blackhall says.Jaguar has retained its industry lead in the use of aerospace-inspired aluminium body technology, giving the new XJ an immediate 150kg weight advantage over its rivals as well as enhancing performance, handling and economy, while delivering increased strength refinement and safety.The new cars will feature air suspension, Adaptive Dynamics (continuously variable .damping), Active Differential Control and quick-ratio power steering.There will be a choice of four engines — all driving through a six-speed automatic — and all four will make it to Australia despite Blackhall's desire to limit the model complexity for Australia."We don't want a lot of complexity, and to be honest we couldn't handle that in our market,” Blackhall says."The range for Australia will run fairly close to the current experience.”That should see the offerings for Australia include both long and short wheelbase in most models — the exception will be the slightly detuned supercharged Sport V8 which will be offered in short wheelbase only — and three trim levels of all four engine choices.The V6 diesel is the company's proven 202kW twin-turbo 3.0-litre while the naturally aspirated offering will be a 5-litre V8 with 283kW and a 0-100km/h time of 5.7 seconds. At the top of the tree is the full works supercharged version of that same V8 with 375kW and a 0-100km/h sprint of just 4.9 seconds while just below it is the same engine with a slightly different tune producing 348kW.A design highlight of the new XJ is a panoramic glass roof which opens up an interior styled and trimmed to take on the best of the world's luxury marques on their home turf.Advanced new technologies have allowed Jaguar's interior designers to create an environment more akin to a state-of-the-art living space than a simple car cabin. The driver's environment is defined by the virtual instrument display and a high-technology duel-view touch screen that can provide DVD movies or television programmes to the passenger while the driver sees only vehicle functions or satellite navigation.An optional 1200W Bowers & Wilkins system, which is comparable in audio quality to the world's best in-home entertainment, underscores Jaguar's plans to attack the competition at the top of their game.The new XJ will be on sale in Australia next March starting in the low $200,000 range and topping out at over $300,000. 

The year 1948 was a big one for the car industry. The war in Europe had ended in 1945 and European carmakers had turned their attention back to peacetime production.Three years on from the end of hostilities it was time to unveil the cars they’d been working on. Just about every car company had new and exciting models to tempt the taste buds of anyone who could afford them. Among the new models was a car with a brand new name: Jaguar.Before the war they were called SS, short for Swallow Sidecar, the name of the company producing them, but after the war that name was on the nose after Mister Hitler and his henchman had committed all sorts of atrocities against innocent people.A name change was called for and Jaguar was the one chosen. The XK120 was an all-new car, one that simply took your breath away. It was the first of a series of sports cars with the XK prefix that culminated in the sexiest of them all, the E-Type.Still today, 47 years after its spectacular launch at the Geneva Motor Show, the E-Type holds its allure with anyone who appreciates the automotive artform.MODEL WATCH Jaguars were the quintessential sports cars when sports cars were special and not dressed up family cars. The first Jaguar, the pre-war SS100 wasn’t a Jaguar as such, but it was a pure sports machine. With its long bonnet, stumpy tail and flowing guards it looked the part, but even more it had the performance to back up its sporty looks.The first post-war Jaguar was the XK120 and it took the world by storm. It retained the same classic proportions of the pre-war car, but had an all-enveloping body that blended the sweeping guards in with the overall body to create a beautiful car that still turns heads today.It also had the performance; the ‘120’ name signifying that it would do 120 mph, or 193 km/h, in 1948. The XK120 remains a classic for good reasons, but it was followed by other classics in the XK140 and XK150, before the E-Type arrived in a blaze of glory in 1961.If the Jaguar road cars became all-time classics for their looks and performance, their allure was increased by the exploits of the racing Jaguars that were so successful in sports car racing in the 1950s. The Le Mans-winning C-Type was a racing evolution of the road going XK120, but the D-Type was an all-new car that dominated Le Mans in the mid-‘50s.When it came to develop a replacement for the XK150 Jaguar blended the mechanics of the earlier XK sports models with the looks and construction of the D-Type. The main body was of monocoque construction similar to the D-Type’s, with front and rear subframes to carry the engine, gearbox and suspension at the front and the diff and rear suspension at the back.Low and sleek, with the classic long bonnet and short tail proportions that its predecessors had, the E-Type was beautiful in every sense of the word. Under the massive one-piece bonnet was a 3.8-litre double-overhead camshaft six-cylinder engine fed by triple SU carburetors and developing close to 200 kW.It was a development of the famous XK engine that helped Jaguar establish its high performance credentials. With heaps of torque from its long strike configuration it was both flexible and capable of propelling the low-slung sports car to very high speeds. The E-Type was capable of reaching 150 mph (250 km/h), which made it the perfect car in which to cross the continent at high speed.The first E-Type had a rather clunky Moss four-speed gearbox, which was one of the few criticisms of the early model. That was changed in 1964 for a Jaguar four-speed all-synchromesh gearbox, which was a much smoother shifting unit.The E-Type’s suspension was independent front and rear, a combination of upper and lower wishbones with front torsion bars and a roll bar, and the brakes were discs all round, a product of Jaguar’s racing experience and advanced for the day.On the road the E-Type could quite happily be driven quietly around town or it could just as happily be driven fast and furiously on the open road. The engine’s torque meant it would pull hard from low down in high gears and respond smoothly and willingly as the revs rose. Its handling was balanced and reassuring, but its braking initially left a little to be desired. The brakes were later improved and better matched the performance of the E-Type.The Series 2 came in 1966, but by then Jaguar had to bow to the safety demands of the US market, and there was the Series 3 V12 that came in 1971. There was also what is generally known as Series 1 ½. It’s not an official factory designation, but one that has been given to late Series 1 cars that had some of the Series 2 updates.Along the way the shape on the bonnet changed to allow more cooling air into the radiator for hotter climates than it had to endure in its homeland, the headlights sadly were uncovered and raised to suit American laws, and the tail lights were also changed. None of the changes improved on the original.The engine was enlarged to 4.2 litres in 1964, but without extra performance, the gearbox was changed to a Jaguar unit from the clunky old Moss ’box, the flat floor was altered with the addition of a depression for a footwell to give a more comfortable driving position.The E-Type was initially sold as a sleek coupe and a stunning convertible, but later the company bowed to the demand for a version that would accommodate more than the two of the original car and it produced the ugly duckling two-plus-two coupe from 1966. With a bulging roofline the 2-plus-2 lost the classic lines and proportions of the original cars and wasn’t as popular with enthusiasts.IN THE SHOP Start by checking the authenticity of the car as incorrect changes can have a dramatic effect on values. The engine is generally quite robust. They tended to use oil so a blue haze coming from the tailpipes is not unusual, as long it’s not a smoke screen. They can also suffer from head gasket issues.Like the engine the gearboxes usually give little trouble. The Moss gearbox was tough and reliable, but not generally well liked because of its poor shifting quality, and many cars will have been updated to the later all-synchromesh ’box. Check to make sure it goes into gear readily without baulking or clashing, which is likely to mean the synchros need replacing.Check the rear-end carefully for leaks from the diff and the inboard rear disc brakes. When driving listen intently for clunks and clinks that might signal a problem with universal joints, stub axle splines or bottom pivots. Any directional instability or wallowing when cornering briskly is likely to be caused by wear in the Metalistik bushes between the body and the rear subframe.Rust can also be a problem, as it with most old cars. Check the doors, sills, floors and the bonnet. The bonnet is also prone to the odd accidental knock that can knock it out of alignment.IN A CRASH The E-Type was born before the perceived need for passive safety. It was the product of a time it was thought that handling, braking and engine performance were enough to extract you from a tricky situation.Its handling was impeccable, it generally braked well, and its engine gave it the zip to power out of trouble. Sadly those things are no longer considered enough and cars are only thought safe if they have airbags and ABS, none of which the E-Type had.AT THE PUMP With three SU carburetors feeding the Jaguar’s big six the E-Type could not be described as economical. It was conceived in a time when petrol was cheap and there was no indication supplies would one day run out. Still, driven with a deft touch on the right pedal the E-Type would do 20 mpg (14 L/100 km).LOOK FOR • Classically elegant looks• Thrust of six-cylinder engine• Comfortable long distance cruising• Great handling• Powerful brakingTHE BOTTOM LINE One of the all-time great cars still turns heads almost 50 years since it was launched.RATING 85/100

There are few more elegant cars than the big cats, they’re long and lithe and seem poised to pounce the moment you bury your right foot in the shag pile. Even when you delve back in history to the Mark V model of the late-1940s, the Mark VII of the 1950s, or the original XJ6 of the late-1960s you find a fabulous heritage of beautifully elegant saloons, and little has changed in the 60 years that have passed.The company once used the slogan “pace with grace” and that pretty much sums up the big Jaguar saloons. They were sporty, but still oozed charm and elegance. Today’s models are no less elegant than those early classics, even if some think they’re mired in the past.MODEL WATCH The seventh generation Jaguar XJ saloon emerged in 2003, and yet again it looked for all the world like a makeover of the first XJ shown back in the late-1960s. That first car was such a beauty that it seems Jaguar couldn’t let it go, but then why should they. That original XJ6 was perfectly proportioned, with a balance of lines that keep it looking fresh 40 years later.The XJ8 of 2003 boasted a similar balance despite being significantly larger than the model it replaced. It was longer, wider and taller than its earlier cousin, and also had a longer wheelbase and reduced front overhang.If it looked a throwback to the past the X350, as it was known, was no such thing once you dug under the skin and realized the depth of engineering that marked this cat out as a very new beast.If there’s been a constant criticism of the big cats over the years it’s that its exterior size wasn’t translated into interior room and that the interior was cramped, particularly in the rear seat. But the extra length, width and height was put to good use and went a long way to making this XJ competitive in terms of interior space.At the core of the XJ was a rivet-bonded aluminium monocoque construction that slashed the big cat’s weight by 200 kg or more. Remarkably, it weighed just a little over 1500 kg. The lightness clearly comes through in the driving when the XJ feels agile and responsive, with quick, sensitive and precise steering that belies its physical size.While Jaguars have always been a pleasure to drive the dynamics and sheer speed of this model shifted it into an elite class occupied by the likes of BMW M-Series and ’Benz AMG models. Under the XJ’s long, elegant bonnet at launch was a choice of two V8s, which in early 2004 were joined by a V6.The V8 choices were a 3.5-litre unit and a larger 4.2-litre engine, the latter available in normally aspirated and supercharged forms.Both were of a double overhead camshaft configuration with four valves per cylinder. The 3.5-litre version boasted 196 kW at 6300 revs and 345 Nm at 4200 revs, while the normally-aspirated 4.2-litre engine put out 224 kW at 6000 revs with 420 Nm at 4100 revs. The big cracker blown 4.2-litre engine, which powered the awesome XJR, had 298 kW at 6100 revs and 553 Nm at 3500 revs. All that drive was then transferred to the black top through a ZF six-speed automatic with the final drive going through the rear wheels.When it arrived in 2004 the double overhead camshaft 3.0-litre V6 had 179 kW at 6800 revs and 300 Nm at 4100 revs. There was no lack of zip with the XJ; even the V6 was quick. When asked the V6 would race to 100 km/h in just 8.1 seconds, faster than the small V8 in its predecessor, but the smooth short stroke 3.5-litre V8 required half a second less to make the same journey. The larger V8 took around 6.5 seconds to reach 100 km/h, the supercharged version was even less. With a solid, rigid foundation the XJ had a stable platform that could support the sort of handling the Jaguar engineers wanted to achieve, but it was just the start.Add to the aluminium masterpiece self-leveling air springs to adjust the ride height to suit the speed the big cat is being driven at, and Jaguar’s adaptive shock absorbers and you have an awesome package. A stiffer, more sporting setup was optionally available, and there was the XJR for the ultimate ride. Tradition played as big a role in determining the design of the interior as it did the exterior, with lashings of leather and touches of wood, as well as a raft of luxury features, like power seats, adjustable pedals and steering wheel, parking sensors, cruise, air, and a super sound system.IN THE SHOP Build quality plagued earlier XJ Jags. The problems were mostly silly little things that should never have occurred, but did, and were very frustrating for owners. But since Ford took over the quality has improved and there is little for owners to be concerned about. Make sure the service schedule has been adhered to and the oil in particular has been changed. With 18-inch wheels standard, and 19 and 20-inch wheels optional, be prepared to pay dearly when it comes time to replace the tyres.IN A CRASH There’s an awesome array of safety features in the XJ, as there should be on a car that cost around $200,000 when new. The rigid monocoque chassis, its agility, precise and responsive steering, and powerful brakes give it the road holding to escape many crash situations you might encounter. Once the metal begins to crumple there’s also an array of front and side airbags that come into play to protect you.AT THE PUMP A big lump of a car, but surprisingly light for its dimensions means quite reasonable fuel economy. If you can light pedal it you could expect to see average numbers between 10.5 and 12.5 L/100 km.LOOK FOR • Timeless classic styling• Wonderfully balanced chassis• Precise steering• High performanceTHE BOTTOM LINE Classic looks belie a thoroughly modern sporting saloon capable of matching the German bahn-stormers.RATING 80/100

At a time when most manufacturers are downsizing engines in the name of fuel economy, luxury car maker Jaguar has decided to take a different route.The Tata owned British marque has updated its mid-sized XF range with a brace of larger, more powerful diesel and V8 engines that deliver better performance.But, incredibly, they are more fuel efficient and produce less harmful carbon emissions than the engines they replace.All engines are teamed with an enhanced version of the excellent ZF six-speed automatic which allows the driver to change gears like a manual.Many other mechanical changes have been made along with some minor cosmetic touches, the most notable being new exterior mirrors.The four-door XF which looks more like a coupe certainly seems to have struck a chord with Aussies since its launch here last year, as it now accounts for 65 per cent of the company's sales.It will soon be joined by a striking new flagship the XJ limousine that is also set to adopt a more modern look.DrivetrainsWith the launch this week of the new XF, Jag has taken the opportunity to add a fire-breathing XF-R model, complete with a supercharged, 5.0-litre direct injection V8.With 375kW of power and 625Nm of torque under foot, the R is capable of sprinting from 0-100km/h in just 4.9 seconds and on to an electronically limited top speed of 250km/h.That's 23 per cent more power and 12 per cent more torque than the previous 4.2-litre V8, with fuel consumption rated at 12.6 compared to 12.5 litres/100km and carbon emissions 292 compared to 299g/km previously.But it's the exciting new 3.0-litre twin turbo diesel, developed in conjunction with PSA Peugeot-Citroen, that stole the show, with 202kW and class-leading 600Nm of torque down low — a 33/38 per cent increase in power/torque.With no real, discernible turbo lag, 500 of the 600Nm of torque is accessible within 500 milliseconds of planting your right foot, allowing the car put away the dash in 6.4 seconds.And it is able to achieve this while using just 6.8 litres of fuel per 100km and producing only 179g/km of C02 (compared to 7.5 and 199 previously).Quiet, smooth and responsive, it's without doubt one of the best diesels that we have ever driven.The naturally aspirated V8 meanwhile produces 283kW and 515Nm (up 29 and 25 per cent) while the 3.0-litre V6 petrol engine with 175kW and 293Nm is the only carry over from the previous model.PricesPrices for the new XF start at $109,450 for the V6 petrol, $116,250 for the diesel, $147,900 for the V8 and $208,450 for the supercharged XF-R, which is distinguished by quad tailpipes, bonnet air inlets, deeper front air dam and a tiny lip spoiler atop the boot.DrivingWe got to put the cars through their paces over two days and several hundred kilometres of country roads.Performance is strong and convincing across the range in keeping with Jag's aspirations to build beautiful, fast cars.The diesel and naturally aspirated V8 models exhibit a little too much body roll for our liking, but it should be kept in mind that this is a tourer rather than full blown sports car.The steering too lacks some feel off centre, a trait not exhibited by the XF-R with its quicker steering rack.Overall as might be expected the XF-R has a more secure, planted feel than the previous S Type R, thanks to Bilstein dampers, a new variable suspension system and a trick electronic diff — the previous CATS system has been dropped.Not only do the cars look and go well, but they are also finished to a high standard.Our one minor disappoint is Jaguar's reluctance to include a digital speedo as part of the centre computer screen. We're told by Jag's ‘Mr XF' Kevin Stride that only one other person in the entire world has requested this facility.

It might not look it from the outside, but Jaguar has been quietly honing its XF sedan into a formidable fighting machine to go into battle against the German trio of Audi, Mercedes-Benz, BMW and Lexus.Buyers now have a choice of two all-new direct-injection Gen III 5.0-litre V8s, but the big news is the new twin-turbo V6 turbo-diesel and the arrival of a high performance supercharged XFR.The revised models are expected to continue the modest resurgence for the brand locally since the XF arrived here late last year. The average age of the XF buyer, 44, is also helping drag down the traditional Jaguar buyer profile, which has fallen from 55 to 49 across the brand since the XF was launched.More than 500 have been sold and the car has single-handedly underpinned Jaguars local sales.With the exception of the 3.0-litre petrol V6, the three other XF models have received significant makeovers in the engine and performance departments.The new 5.0-litre supercharged V8 XFR replaces the previous range-topper, the supercharged 4.2-litre V8.The 3.0-litre petrol V6 remains the entry car, but the big news is the new performance 3.0-litre twin-turbodiesel V6, which will go up against the turbo-diesels from Audi, BMW and Mercedes-Benz.This engine replaces the previous 2.7-litre engine but has significantly more power and torque, delivering 202kW at 4000 revs and 600Nm from 2000 revs.It is 33 per cent more powerful than the smaller 2.7-litre engine but also 10 per cent more economical with a combined fuel economy figure of 6.8L/100km.Importantly too, the engine emits 179g/km CO2 emissions, which is 10 per cent more than the 2.7-litre engine.Jaguar has managed to extract the power and torque gains out of the diesel through the parallel sequential twin-turbos, which keep performance at both low and high revs. The aim is to eliminate any turbo-lag at any speed.ExteriorThe biggest improvements are reserved for the XFR, which gets a tricked-up exterior package to suit the extra power.Visually, there are revised bumpers, lower front air intakes, discrete body kit, bonnet louvres and grilles, quad exhausts and a small bootlid spoiler.The other XFs get a choice of new alloys and some cosmetic interior updates.All models also get a stiffer rear sub-frame, stronger differentials, upgraded brakes, improved navigation system, acoustic laminated windscreen and an upgraded ZF six-speed automatic.PricingThe entry V6 petrol is now $109,450, a modest price jump over the previous model but diesel pricing has risen to $116,250, up almost $8000. The naturally-aspirated V8 is $147,900 and $208,450 for the XFR.Platform and equipmentThe XF basics really needed little massaging. The platform of this car is proven and typically Jaguar. There's an all-encompassing ride quality that befits the brand, while the quality and equipment of the XF has helped lift Jaguars reputation to levels unseen in recent past years.There is the expected safety suite of six airbags, anti-skid brakes, traction control, dynamic stability control and immensely strong body. This is supplemented by cruise control, LED rear tail-lights, leather trim, rain-sensing wipers, rear parking sensors, automatic climate control and 7-inch colour touch-screen.The Portfolio pack is really the only option. Its about $22,000 on the diesel and about $11,000 on the naturally-aspirated V8.Spend the extra and you get a sort of poor-man's XFR. There are 20-inch wheels, up-spec leather interior with electric heated and cooled seats, suede-like cloth headlining, television, voice control, tyre pressure monitoring and premium sound system.DrivetrainMuch of the XF makeover has been reserved for the powertrains.All are mated to six-speed sequential automatics with the V6 petrol remaining the entry car, developing 175kW at 6800 revs and 293Nm at 4100 revs.Both the 3.0-litre turbo-diesel V6 and the 5.0-litre V8s are new. The 3.0-litre diesel is a development of the trusty PSA-developed 2.7-litre turbo-diesel but light-years ahead in refinement and performance. The engine will also appear in various Land Rover models, including the new Range Rover.The 3.0-litre diesel S develops 202kW at 4000 revs and 600Nm from 2000 revs, just 25Nm shy of the supercharged 5.0-litre V8.The V8s are almost all new, just two carryover parts remain from the 4.2-litre: a cylinder head bolt and supercharger tappet. The XF's chief program engineer, Kevin Stride, says the engines were solely Jaguar-designed and developed and have nothing in common with the latest V8s coming out of Ford in the United States.Both V8s employ direct injection, with the naturally aspirated version delivering 283kW at 6500 revs and 515Nm at 3500 revs while the supercharged engine ups the ante with 375kW at 6000 revs and 625Nm from 2500 revs.The naturally-aspirated V8 delivers 11.1 litres/100km with a CO2 figure of 264g/km, while the supercharged engine delivers 12.5 litres/100km and 292g/km.Zero to 100km/h in the naturally aspirated V8 is dispatched in 5.7 seconds, while the XKR does the same sprint in 4.9 seconds. The big surprise is the turbo-diesel, which is no slow coach. It hits 100km/h in a respectable 6.4 seconds.In keeping with the XFR's extra grunt, Jaguar has specified a new active differential control system and adaptive dynamics (another phrase for a computer control suspension) as well as a faster steering ratio and larger brakes.The active differential is essentially a sophisticated electronic limited slip differential. When not needed, the system is switched off. So unlike a mechanical system, there is no risk of undesirable understeer at low speeds. Another refinement of the Jag active diff is that creates no noise, vibration or harshness problems at low speeds.The adaptive suspension system monitors and adjusts damping to suit the road conditions in a similar manner to the CATS systems seen on previous Jaguars.The new system is configured to rapidly assess body motion and steering wheel input to modulate the damping forces and reduce roll and pitch.DrivingIN today's modern turbo-diesel cars, we're seeing the type of torque numbers that were once the preserve of high-performance V8 petrol engines.The XF's new twin-turbo 3.0-litre V6 is one of them. With 600Nm it is just 25Nm shy of the supercharged petrol V8, yet delivers its peak torque lower in the rev range. According to Jaguar the primary turbo has 61 per cent more torque at 1500 revs than the 2.7 while the secondary turbo has 32 per cent more power at 4000 revs.What does this mean for drivers? Well, don't dismiss the S badge on the XFs boot.It will launch itself from standstill with not so much as a hefty shove like the XKR, but more of a very firm seat-of-the-pants push that delivers loads of torque way beyond the point where most diesels are gasping for breath.The diesel shows the right stuff at overtaking speeds. How does 3.2 seconds to accelerate from 80km/h to 112km/h sound?Its a refreshingly petrol-like V6 too. Crank the ignition and we had to open the door to establish whether it was, in fact, a diesel. There is little rattle at idle and most people would not even know it was a diesel, except if they looked at the fuel economy (8.3 litres/100km in spirited driving) or the rev counter.And if the diesel is not your cup of tea, then there's the supercharged 5.0-litre V8 in the XFR.What can we say, except that this engine is truly a delight. Pedal reasonably quickly and it returned 12.9 litres/100km, within a whisker of Jaguar's own figures.What is amazing is the effortless delivery of power, the crisp, linear steering and surprisingly compliant, yet firm ride. Even with the 20-inch wheels and alloys, the XFR rides incredibly well. It's a sort of luxury sports ride if you like.Look out AMG and M, there's a new kid from Jaguar to tickle your performance figures.Engines: 3.0-litre petrol V6, 3.0-litre twin-turbo diesel S, 5.0-litre Gen III V8 and 5.0-litre Gen III supercharged V8.Power: 175kW at 6800 revs (V6 petrol), 202kW at 4000 revs (V6 S diesel), 283kW at 6500 revs (5.0-litre V8), 375kW at 6000 revs (5.0-litre supercharged V8)Torque: 293Nm at 4100 revs (V6 petrol), 600Nm from 2000 revs (V6 S diesel), 515Nm at 3500 revs (5.0-litre V8), 625Nm from 2500 revs (5.0-litre supercharged V8)

Having a supercharged V8 engine under the control of your right foot is a blast at any time.

Most carmakers today have a performance model that packs the punch of a sports car, but back in the 1950s sedans that performed were rare. Back then sports cars were stripped bare open top two-seaters and sedans were more sedate affairs aimed at families.That was until Jaguar broke the mould and produced its Mark 1 sedan, arguably the first sports sedan ever. That was followed by the even more sporting Mark 2, which is today a much treasured classic icon.If Jaguar boasted the only performance sedan in the late-1950s it certainly doesn’t now. Today’s Jaguar has to compete against similar models from BMW, Benz, Lexus and many others.It’s a tough world out there in the dog-eat-dog car world and Jaguar has struggled to maintain a place in the market in the last 20 or 30 years when it came close to extinction before being rescued by Ford.At the depths of its troubles in the 1980s the cars it produced were plagued with problems. A shortage of funds meant they were often underdeveloped and not ready for the market when they were launched, and buyers were left to do their own problem solving.They were also poorly built, partly again because of a lack of funds, but also because of a workforce that didn’t care.The XJ6 – code named X-300 – launched in 1994 was the start of the comeback of the great old brand with an injection of some $500 million by Ford.MODEL WATCHThe X-300 arrived after eight years of strife with the previous XJ40, which suffered badly with niggling production problems that should have been sorted before it was unleashed on the public.Such were Jaguar’s troubles that it was launched and the public became the company’s de facto development team.As a result the X-300 had plenty of ground to make up if it was to win back disaffected Jaguar buyers and restore some much needed credibility to the once proud company.While it was an all-new model the X-300 used the same platform as its much maligned predecessor. That aside every other external panel was new, the result being a much more modern and definitely more athletic shape than the XJ40.At once it looked elegant, yet sporty, and recalled the great old Jaguar sporting saloons.Like all XJ6s the X-300 was a large car, but its interior was rather cramped, particularly for rear seat passengers. If some suffered they could draw comfort from the sumptuous Connolly hide that covered the seats and the classic burr walnut trim that contributed to its olde worlde charm.Under the deeply sculpted bonnet lay one of four engines: a 3.2-litre double overhead camshaft straight six which churned out a smooth 161 kW at 5100 revs and 315 Nm at 4500 revs; a 4.0-litre version which boasted 183 kW at 4800 revs and 392 Nm at 4000 revs; a supercharged 4.0-litre six which pumped out 240 kW at 5000 revs and 512 Nm at 3050 revs; or a 6.0-litre V12 with 234 kW at 5350 revs and 478 Nm at 2850 revs.A four-speed auto processed the punch on its way to the rear wheels. Drivers had the choice of letting the transmission take care of the shifting or they could engage the ‘J-Gate’ manual shift option and do the shifting themselves.Underneath the X-300 rode on independent suspension at both ends, the front made up of unequal length wishbones, coil springs and an anti-roll bar, the rear using double wishbones and coil springs.If the suspension was familiar Jaguar the speed sensitive ZF rack and pinion steering was new and much welcomed for its precision when compared to the older model.Powerful four wheel discs slow the heavyweight cat with ease, and there’s the added safety of ABS.As expected of a car with a price tag approaching $150,000 the X-300 came fully equipped.The base sedan came with air, leather, remote central locking, trip computer, cruise, and dual front airbags, but had wheel trims instead of alloys.If you stepped up to the Sport you got alloys, front fog lamps and sports suspension.Further up the chain there was the Sovereign, which was similar to the Sport, but had touring suspension, power driver’s seat with memory, and a chrome interior mirror.For an exhilarating ride there was the XJR with the supercharged engine, traction control and a limited-slip diff.At the upper end of the tree was the V12, which had the 6.0-litre motor and pretty much everything else on the option list.IN THE SHOPJaguars have a reputation for unreliability, and while it was mostly justified with the models that preceded the X-300 it is no longer fair to label them with the troublesome tag.Ford spent a large amount of money getting the production sorted out so the cars are well built when they leave the factory and not the troublesome ones they once were.It’s important, however, that they are regularly serviced. That goes for any car, but if you want your Jaguar to run smoothly and not breakdown on you keep it well serviced. There are plenty of specialists around who will keep it in fine fettle without going to a Jaguar dealer.The X-300 is a big, heavy car so don’t expect it to be cheap to run. The XJR will guzzle 17 litres or so every 100 km, the V12 even more. Expect it to consume brake pads and tyres as well.Look for signs of crash repairs, oil leaks, suspension clunks and rattles, and definitely look for a service record that can be checked.IN A CRASHThe mass of the XJ6 will help in the crunch, as will dual frontal airbags. Predictable handling with powerful ABS-assisted disc brakes, along with traction control combine for a competent primary safety package.OWNERS SAYDavid Jonas is the proud owner of an 1996 X-300. On the road he says there is no better highway cruiser for the money. Overtaking performance is breathtaking, cruising at the legal highway speed is effortless and you are cosseted in leather and wood. Equally, the Great Ocean Road poses no challenges as this car corners on rails, and in most cases you simply catch up with the traffic. It is at home in city traffic as well, and to put it simply, it’s a great car that is difficult to match with any other band that is on the market today. He also says it hasn’t been expensive to service. During the 100,000 kilometres he’s owned it it’s required a set of spark plugs, two sets of disc pads, one ignition coil, batteries in remote controls, one exhaust manifold, one set of tyres, and oil and filters every 10,000 km.Dr Matthew Starr has had his 1995 X-300 3.2-litre Sport for nearly five years and it's done just over 91,000 km. He says it’s a terrific car, very stable, solid, comfortable, well made, and reliable. The engine is very torquey and the only irritating thing he has had to have redone was the felt internal roof lining that sagged. He would recommend this model to anyone as they are superb value for money nowadays.LOOK FOR• elegant sporty styling• smooth performance from base six cylinder engines• exhilarating punch of supercharged XJR• slightly cramped interior for size• high fuel consumption, particularly the V12• precise handling and smooth rideTHE BOTTOM LINEClassy cat looks good, feels good, goes good, but is a large car and will cost plenty at the pump.RATING65/100