Jaguar Reviews

There’s always a risk when revisiting the past that you won’t be able to recreate what you once adored. When it comes to cars the risk is even greater, and when you’re Jaguar and you’re trying to evoke memories of a great 1960s classic the risk is beyond imagination.That was the way it was when Jaguar launched the S-Type in 1999 with much ado about the great Mark II that helped forge Jaguar’s great sporting tradition in the 1960s.The Mark II is one of the great Jaguars. It was the model that really transported the company from a maker of great sports cars to one capable of going beyond the mould and making great sedans.With Jaguar’s lusty double overhead camshaft six-cylinder engine purring under its sleek bonnet, a racy four-speed manual gearbox, independent suspension and disc brakes, the Mark II stood head and shoulders above the ’60s crowd.The S-Type had a much tougher task to shine against great cars from Europe and Japan. It wasn’t possible for the S-Type to stand out like its legendary predecessor, and yet by recalling the Mark II Jaguar created an expectation that it would.Its reception was luke warm, particularly when compared to great cars like BMW’s 5-Series or Benz’s E-Class, and there were lots of scribes ready to put it down if it showed even the most minor weakness.A major part of the problem was the decline of the British motor industry since the great days of the 1950s and ‘60s when it was a world leader in automotive technology. By the 1990s it was a mere shadow of its former self, barely existing, and Jaguar was by then owned by Ford.With all of that baggage the S-Type faced an uphill battle to convince the sceptics it was worthy of considering alongside the new prestige heavyweights.MODEL WATCHThe S-Type was clearly an attempt to snare more of the prestige market than Jaguar then had with the bigger XJ sedan. It was designed to compete with the likes of the BMW 5-Series and Mercedes-Benz E-Class in the compact prestige segment.Its styling recalled the Mark II and the later S-Type of the 1960s. It was classic Jaguar from tip to toe with an athletic profile that flowed smoothly from its retro grille to its truncated rump.The headlamps, and adjacent driving lamps, screamed Mark II, the only thing missing was the famous ‘leaper’ bonnet mascot.If there was a criticism it was that the styling made the S-Type appear heavy. The large panels, and the relatively small glass area combined to make it look heavy when compared to the likes of its BMW and Benz rivals.Inside, it felt a little claustrophobic and sombre. The dash, with an appropriate dash of woodgrain, was tall and bluff, which made the Jaguar’s cockpit feel confined.Leather was used on the seats, which were supportive and comfortable, there were all the appropriate features like air-conditioning, CD sound, cruise along with a full array of instruments.It looked the part, but the real test for the S-Type was in the driving experience. While it was nice to think it might be a reincarnation of the old timer, the modern S-Type had to be a very competent road car to hold its own with the other great cars that were then in the market.Power was provided by a choice of V6 or V8 engines. The V6 was a double overhead camshaft 3.0-litre unit pumping out 179 kW at 6800 revs and 300 Nm at 4100 revs.The alternative V8 was a smooth and zesty 4.0-litre double overhead cam unit with 209 kW at 6100 revs and 380 Nm at 4100 revs.Jaguar offered a choice of transmissions. There was a five-speed auto available with both the V6 and V8 and this featured Jaguar’s unique, but rather clunky ‘J-gate’ shift that was basically a second gate that ran parallel with the main shift gate and allowed you to shift manually.While the shift was reasonably effective, it really couldn’t compare with the simpler and more efficient manual shift functions offered by its rivals.There was also a five-speed manual gearbox, but that was only offered on the Sport models.Like all great sporting cars the S-Type drive was directed to the rear wheels.The suspension was independent front and rear, and the handling was nicely balanced and secure when pressed on a challenging road.It’s times like that you also appreciate the presence of four-wheel disc brakes should your exuberance outstrip your ability. Of course the addition of ABS added to the S-Type’s dynamic safety.As a prestige car should the S-Type was packed with plenty of features. Apart from the air-conditioning and sound system already mentioned the V6 came standard with alarm, immobiliser, adjustable steering column, power windows and mirrors, and trip computer.Step up to the V6 SE and you also got power steering adjustment, sunroof, sports steering wheel, power seats with memory, and front fog lamps.Take another step up to the Sport V6 and you lost the SE’s sunroof, but you got adjustable shocks for a sportier driving experience.IN THE SHOPEarly cars had troubles with the power steering hoses blowing, but this was supposedly fixed soon after the S-Type was launched here. V8s were more prone to the problem than was the V6.Jaguars tend to be bought by Jaguar enthusiasts who are prepared to look after them and have them serviced according to factory recommendations. Still, it’s important to check the service record to confirm a caring owner as some cars are bought purely for the prestige and are moved on before problems develop.Check carefully for the telltale signs of crash damage, from ill-fitting panels, variable door gaps, mismatching paint.IN A CRASHWith dual airbags and side impact bags the S-Type has a full array of crash protection systems and you would expect them to perform well in a crash.The S-Type is too new to feature in the recent used car safety survey, too few were on the road, and involved in crashes, but they should be good in a crash.OWNERS SAYAnne Tootell always admired the classic Jags of the 1960s, the Mark I and II saloons and the E-Type sports car, but wasn’t a fan of the XJ6, so she was a natural candidate for the S-Type when it was launched. She owns a 1999 3.0-litre V6 and loves the ease of driving, dual climate control air-conditioning and exceptional economy when touring on the open road (less than 10 L/100 km). Her only criticism is that the BRG paintwork demands constant attention.LOOK FOR• retro styling evoking memories of past greats• Confined interior a little claustrophobic• Ford fittings a let down• powerful V6 and smooth V8 engines• clumsy manual shift ‘J-gate’ clumsyTHE BOTTOM LINESmooth classy prestige sedan a little too stuck in the past.RATING70/100

However, for a while there, Jag devotees, like most luxury car buyers, would have shuddered when the Federal Government announced in its Budget that it would increase the luxury car tax from 25 per cent to 33 per cent.Then the Greens came to the rescue winning an exemption for fuel-efficient cars that consume no more than seven litres of fuel per 100km. These "green" cars will not attract any luxury tax until a new higher threshold of $75,000.Among the 25 luxury models that win the tax break is the Jaguar X-Type diesel luxury model which was above the previous luxury tax threshold of $57,123. (The X-Type 2.2D LE costs $55,490 and never qualified for the tax.) Jaguar just sneaks in under the fuel economy qualification with a claimed combined consumption figure of 6.9 litres per 100km.Hard to believe for a one-and-a-half-tonne car but they proved accurate during a recent two-week test of the X-Type diesel which included a couple of leisurely trips to the coast.And to make the Greens even happier with their forced amendment to the luxury tax, the Jag's engine is fitted with a particulate filter to lower emissions to 184g/km which is only slightly worse than a Toyota Corolla.But as much as the Jaguar X-Type is a modern green vehicle, it is also a styling anachronism, reminding us of 1950s British cops and robbers shows.Some might like that, but it looks tired against the rest of the modern Jaguar fleet, including the brilliant XF which came second in the 2008 Carsguide Car of the Year voting.It is also rumoured to face the axe from the line-up now that Jaguar has been taken over by Indian car company Tata.The X-Type is based on the previous-generation Ford Mondeo, not the current well-sorted vehicle and now that it is no longer part of Ford, it is unlikely to get the benefit of the new Mondeo mechanicals, if it survives at all.The smallest and cheapest model in the iconic British range feels and drives like a bigger car, but when you get five adults inside, it certainly feels squeezy.It also handles like a heavy car with a ponderous turn-in and copious understeer. The springy centre to the steering doesn't help.Twisty mountain ranges are not its forte, but at highway speed, it is stable and quiet.The cockpit feels a bit claustrophobic thanks to the traditionally high Jag dashboard, while the rear passengers will also feel a bit cramped for room, especially with a long-legged driver and front passenger.There are also no airconditioning vents in the back.The problem is that the traditional Jag styling with its long bonnet and boot minimises cabin space. However, the pay-off is an enormous cargo area.The Sport model is well-appointed with a quality touch-screen sat nav, new trim combinations, more supportive seats, new door trims, metallic trim highlights, Bluetooth compatibility, electronic everything and steering wheel-mounted audio and cruise controls, but no trip computer.Instrumentation is a strange mixture of old and new, while all the controls have a quality feel and are intuitive. Unfortunately some of the leather trim was not up to Jag's usual high standard.Outside, the X-Type now comes with new rear view mirrors with in-built indicators, mesh grille with deeper air intakes, new front and rear bumpers, smaller parking sensors and 17-inch Barbados alloys or 18-inch Abaco alloys on the Sport.The diesel engine develops 107kW at 3500rpm and 366Nm from a low 1800rpm, giving the car a 0-100km/h sprint time of 9.9 seconds.Like most turbo diesels, it feels a little ponderous off the line, then suddenly hits its maximum torque and squirts.In drive mode, the six-speed sequential automatic transmission shifts smoothly and swiftly into higher gears to improve fuel economy.However, I found that on rolling terrain it often got caught out when the car started to run up a hill. Here the transmission groaned and thought long and hard before shifting down.In sport or sequential mode, there were no such problems.If the styling suits, Jag fans will find this quite an attractive luxury package without the luxury price tag. SnapshotJaguar X-Type 2.2D SportPRICE: $59,935ENGINE: 4-cylinder 2.2 litre diesel with particulate filterPOWER: 107kW @ 3500rpmTORQUE: 366Nm @ 1800rpmTRANSMISSION: 6-speed sequential automaticACCELERATION: 0-100km/h in 9.9 secsECONOMY (l/100km): 9.5 (urban), 5.4 (highway), 6.9 (combined)CO2 EMISSIONS: 184g/km

The luxury marque struggled under Ford for years and hopes that now, with the help of the XF — and under the ownership of Indian car giant Tata Motors — it can turn itself around.With the choice of four engines including one diesel, the XF range provides a good choice for all driving and lifestyles.The 2.7 litre turbo-diesel produces 152kW at 4000 rpm and 435Nm of torque at 1900 rpm. It gets from 0-100km/h in 8.2 seconds on its way to a top speed of 229km/h. The most frugal of all the variants, the diesel burns 10.4 litres/100kms.With a top speed of 237kW, the 3.0litre V6 petrol generates 175kW at 6800 rpm and 293 Nm at 4100 revs. Its 0-100km dash is just a fraction quicker than the diesel and its top speed is only eight kilometres more at 237km/h. Fuel economy starts to creep up for the first of the petrol engines at 15.8litres per 100kms.The first of the V8 units has a 219kW, 4.2 litre engine with 411Nm at 4100 rpm. It hurtles to a limited top speed of 250km/h after a 6.5-second 0-100 sprint.The biggest engine is a turbo V8 that creates a substantial 306kW at 6250 rpm and an equally large 560Nm at 3500. It will read 100km/h in a rapid 5.4 seconds but can’t go any faster than 250km/h.Both the V8s are quite thirsty with the smaller one using 17.3 litres per 100kms and the bigger of the two using a litre and a half more.All variants transfer power to the wheels via a six speed automatic transmission.Servotronic variable ratio power-assisted steering is standard on every version of XF and together with its light and rigid structure and wide track, ride and handling is well-balanced and responsive. For the SV8, that includes the adaptive damping strategy of Jaguar´s Computer Active Technology Suspension (CATS) which uses a network of sensors to monitor your driving style and road conditions and a high-speed processor that uses the data to constantly fine-tune the adaptive shock absorbers.Jaguar have taken a big design step with the XF, making it look more modern and sleeker than the stately, traditional style of previous models.The low nose, strong woven mesh grille and rising waist give this coupe-like four door an athletic appearance and an assertive presence.A very Aston Martin DB9-looking chunky rear with lipped boot lid and – like the front - wraparound lights, accentuates the cars sportiness and conjures a sex appeal that hasn’t been associated with Jags for some time.Three trim levels are available in the interior that Jaguar describes as ‘sporting luxury’. There’s not much clutter at all thanks to ‘invisible until needed’ features like the revolving air vents, the touch screen controls and the pop-up JaguarDrive Selector™.But it’s the use of real wood – more than any other Jag since the Mk II saloon in the 1960s – that shoots this interior into the luxury category at first glimpse. Satin American Walnut, Burr Walnut and straight-grained Rich Oak adorn the cabin and highlight the aluminium finishers.For it’s coupe like exterior there is lot of room inside the XF – enough for five large adults to sit comfortably. There is plenty of storage too, including three cup holders, storage pockets in each door and two lidded compartments in the centre console. Not to mention the boot which holds over 500 litres.There are several other features to make driving simpler and more enjoyable like satnav, TV, a camera for rear park assist, a premium sound system, Bluetooth and iPod capabilities, soft blue illumination for the instrument cluster, cruise control and voice recognition.A comprehensive airbag package heads a long list of safety features for the Jaguar XF, including Electronic Brakeforce Distribution, ABS, Dynamic Stability Control, Electronic Brake Assist, Cornering Brake Control, Understeer Control Logic and Engine Drag Control.The XF is a beautiful car, to view and to drive. It is everything a Jag should be; original in design, instantly recognisable to the cognoscenti as a Jag, feline in stature and demeanour, masculine in nature while maintaining feminine appeal. My wife loved it and her taste is showing a shift away from 4wds and small to medium sedans to larger family coupes and stylish performance four-doors. Thank god.Ford did a great job of getting a product line together it could sell. Wehope Tata does a good job of custodianship of the marque. Personally we would have liked to have seen Ford keep Jag and cut some of the other crap from their own product line. Selling Aston was a good decision and it is in good hands, especially if the partnership with Mercedes proceeds. We worry for Jag though.The only negative comment on the interior came from a rear row passenger who pointed out the back of the front seats is just an ugly plastic. He was right but we hadn't looked as it is hard to take your eyes away from the dash, which is simply the best designed dash - period. The use of timber is superb, with a pale ash that looks modern and a great breakaway from the traditional burled walnut that the try-hard Japanese "prestige" models use to try to imbue some sense of style.The V6 in the test car gives ample power for most, but Jag is a performance marque so we would opt for the V8. The extra 10-20 bucks (driving style dependent) a week in fuel is a small trade-off on the enjoyment stakes. The handling is dynamic and we couldn't find any vices.Driving this is a joy, an event, something that anyone who is contemplating buying a car that is more than transport is really after. Its competition is Audi, Mercedes, BMW and to a certain extent Citroen, Jag with the XF can now hold its head very high in this company.Now let’s hope Tata does take Jag back to Le Mans and commissions one of the great design houses to build a true descendant of the E-type. We would go with the newly re-established Touring… bring it on.For - Style, driving dynamics, designAgainst - the back of the front seats should be leather and not plasticNot only is this the make or break car for the prestige Pommy – scratch that – Indian marquee, but it is a new modern direction in styling for Jag. And that has been lacking for quite some time in the brand.It’s a standout from its very DB9 rear, along its high waistline crease and down to the low slung nose. It’s already clear that Jaguar have bitten the bullet and started from scratch with this big, impressive car. It’s sleek and sporty but in a firm handshake, dinner suit kind of way. Very modern, but still retains the look you associate with the brand’s history.The XF has one of the best interiors we have ever seen, touched and heard. They have combined Jaguar tradition with the necessary mod cons and plush new surfaces beautifully.It’s roomy without losing intimacy, and the designers have kept the long, wide sweeping centre console that have featured in Jags for decades. A large brushed-metal dial, together with a multi-function display, controls nearly everything in the car. So there is no clutter except for stereo and air-con buttons. Even the air vents are hidden until they revolve into life when the engine is turned on.Another eye-catching feature was the woodgrain panelling. The over-varnished cherry coloured monstrosity, that we see far too much of, is nowhere to be seen in the XF. Instead it’s replaced by real wood that actually looks like something you’d choose to make your dining table with.The seats are comfortable and supportive and there is very little wind or tyre noise.On the road at slow speeds, the Computer Active Technology Suspension eats up ruts and blemishes. Acceleration and gear changes in the V6 were timely and smooth. We never longed for extra power but still want to give the V8 a go just hear what sort of noise it makes.The XF performs like many cars half its size when its legs are stretched on winding, hilly roads. Cornering is fun and the car is agile thanks to the suspension firming up and sticking the tyres hard to the tar.We just hope under new ownership, this brave new attitude is nurtured.

Jags are all about heritage, style and performance and the XF doesn't disappointment, particularly in the looks department.Park it next to a Benz or BMW at the golf club and it's the Jag that is going to attract all the attention, with the possible exception of the swoopy CLS coupe.The XF is the new age replacement for the retro-looking S Type sedan first introduced in 1999.From the pen of design maestro Ian Callum, it manages to look modern yet unmistakably like a Jaguar at the same time.The purists may not care for the look, but it is one that is going to draw in more buyers than it turns away.That's just what the doctor ordered, with the company's ageing demographic.Priced from $105,000, our test vehicle was the top of the line $166,700 SV8 with all the bells and whistles, including a supercharged 4.2-litre V8.The V8 kicks out an impressive 306kW of power and is hooked up to a six-speed sequential auto with steering wheel-mounted shift paddles.In perhaps the car's most controversial departure from tradition, there is no gear stick or shift lever as we know it, just a round, pop-up drive selector that you use to dial-in drive or reverse.It's a practical, space-saving solution and we wonder why someone hasn't thought of it before?The SV8 is capable of sprinting from 0-100km/h in a rapid-fire 5.4 seconds and on to an electronically limited top speed of 250km/h.But for all its power, it is in fact a real pussycat around town, unless you put the boot in.The power is there when you need it, but the delivery is refined rather than brutal.Despite its 1842kg the XF feels light and nimble around town, with power steering that is perhaps over-assisted.The seating position is low and enclosed and it is difficult to see the extremities of the car, making parking and negotiating carparks difficult.At 4961mm the XF is slightly longer than a Commodore, but the styling is more GT than sedan, in the vein of the current crop of four-door coupes.Riding low, with 20 inch wheels, side `gills' and twin tailpipes, the focal point is undoubtedly the sporty wire mesh radiator grille.SV8 gets CATS computer controlled suspension, with electronically controlled, two-stage, adaptive dampers.In this model you can switch off electronic stability control, with Normal, Winter and Dynamic modes available - the last of these to allow a more purposeful driving style.The inside is bright and inviting thanks to a mix of colours and finishes, with a combination of metal and dark chocolate wood trims.The car seats five with individualised seating for the outer rear passengers and a generous amount of rear legroom.The good-sized boot houses a space saver spare.Fuel consumption is rated at 12.6 litres/100km and that is pretty much what we were getting in mixed driving, using premium grade unleaded.Wish they were all as easy to use as the touch screen computer in this car, which interfaces with a high-end Bowers and Wilkins sound system.We thought the wheels looked a bit plain and were disappointed to find the instrument cluster does not offer a digital speed readout.

Bugger it, go out and buy a new Jag. They're not as expensive as you might thinkThe Jaguar XJ is for the gentleman (or lady) of a certain age - a sensitive subject at my time of life.He (or she) is probably a company executive who, on the way up, has become accustomed to comfort and the finer things in life.Employing a driver, he probably never gets behind the wheel, spending his time in the back seat doing what captains of industry do in the rear of their company cars.In these taxing economic times, those from the big end of town and others need not feel guilty about travelling in this flash car.This is no million-dollar Maybach or Rolls-Royce. The 3.5 litre Jaguar XJ V8 (the test vehicle) would cost the company $159,990 plus on-road costs.If times are tough there's always the economical 2.7 litre XJ6D diesel at $154,900 or, if shareholders are on side, the 4.2 litre Super V8 long wheelbase at $234,900, still only a quarter the cost of the ultimate limo.The 2008 XJ enjoys significant improvements to its interior thanks to extensively redesigned front seats which are standard across the range and offer even more comfort and support. Rear seat passengers can relax with greater leg and foot room following changes to the backs and lower cushions of the front seats. Wall-to-wall leather, it's all very gentlemen's clubby.On the other hand, business is never far away, an upgraded Bluetooth connectivity system allowing users to hook up to five approved mobile phones to the car's own in-car telephone system.Oh, gawd! You can run, but you can't hide.On the outside the XJ has been given a fresh look with an all-new, distinctive design which includes a new bumper with reshaped upper and lower mesh grilles and a new Jaguar Growler badge, giving the 2008 model a purposeful appearance.Adding to this is the Jaguar Leaper, a bonnet mascot that stands alongside the Rolls-Royce Spirit of Ecstacy and Mercedes-Benz three-pointed star in the automobile lexicon of calling cards.Adding a further touch of attitude, side power vents match those introduced on the XK sports car and there are lower body sills and a subtle rear aero spoiler.New door mirrors maintain the automotive fashion with integrated indicator lights, while upgraded alloy wheels add to the saloon's sporting appearance.The XJ test car rolled on new 19in Polaris alloy wheels — the XJR features 20in Cremona alloys and Super V8 features 20in Calistos.The Germans are sold, so it seems, the Jaguar XJ winning the annual `Autonis' design award - 16,000 readers can't be wrong - for a luxury car from German car magazine Auto Motor und Sport, ahead of home-grown models from BMW, Mercedes and Audi.Under the bonnet was a new engine — a 3.5 litre V8 producing 190kW power and 335Nm of torque.Other power plants on offer are the highly acclaimed economical 2.7 litre V6 twin-turbo diesel and high performance 291kW 4.2 litre supercharged petrol V8.A six-speed automatic transmission provides smooth and slick gear changes while handling the high torque of the engine, meaning higher gearing can be incorporated, helping to cut fuel consumption.When Jaguar's ground-breaking all-aluminium XJ luxury saloon range was launched in 2003, its lightweight body helped the car set new standards in handling, precision and refinement.The latest aluminium monocoque is even better, being 60 per cent stiffer and 40 per cent lighter than that of the model it replaces.Every XJ comes with sophisticated safety features such as computer active technology suspension, automatic speed limiter and tyre pressure monitoring system.An adaptive restraint technology system uses ultrasonic means to calculate appropriate airbag deployment and force, based on passenger weight and position.Side-curtain airbags, front seat thorax airbags and energy absorbent front seat backrests ensure a safe driving experience for all occupants.The cabin is an oasis of calm, extensive sound insulation and sealing seeing to that.It's the perfect ambience for thinking and making decisions . . . even driving.

Even when you didn't - and that was often in recent times - you still wanted to. It might have been some retained warmth for such things British, or maybe just the cool badge, but whatever it was, the need to give the marque “just one more chance” was strong.On reflection, that may have been aided by the lovely clubby feelof leather and wood keeping your spirits up as you waited on the roadside for the repairman.In any event, it is now official. You can say you really, really like Jaguar and nobody, well, at least nobody who stays up with the times, is going to point and laugh.The revival started with the XK sports cars. Stylish, powerful and worth being seen in, they gave modern Jaguar its first taste of what it was like to be wanted or even desired. At the time, those in the know shared a quiet smile and a gentle “just be patient”.The late and sadly lamented Jaguar boss Geoff Polites offered - in regard to the then secret and unnamed XF - some three years ago that “we will never build a worse car than the next one”.At the time we knew exactly what Polites meant, even if in isolation the statement is a little ambiguous. He was promising the start of a new Jaguar dynasty.The XF has now delivered on that promise. The whole range, from the 3.0-litre V6 petrol to the 4.2-litre supercharged V8, is good.The 2.7-litre bi-turbo diesel is special. Jaguar actually believed the car to be so good as to not need an entry-level “stripper” to lure buyers into showrooms and away from BMW, Mercedes and Audi. Call it a premium niche product and they will come, chequebooks falling open.That may be an exaggeration but there can be no argument that the XF, especially the diesel, should be back on the shopping list of anyone looking at a six-figure car purchase.The diesel starts at $105,500, not exactly bargain basement but trimmed with care and specified to pass acceptable at that level. While style may not sell the XF alone, it is enticing and challenging enough to appeal to a fair percentage of the public. The front is unapologetically aggressive, with a grille drawing influence from the gaping square mouth that fronted the XJ Series 1, while the rear is a classic from the director of styling Ian Callum, using power play with cues to the designer's gorgeous Aston Martin and XK styling.The coupe-like lines of the XF are accentuated by the matching rake angles of the windscreen and rear glass.It’s inside the car that the XF takes Jaguar to an entirely new level. Where once wood and leather were enough, the new Jaguar boasts an affinity with the past but styling driven by _ dare it be said _ a sense of fun.The whole process of bringing the XF to life is theatrical enough to bring a smile to your face. This is a place you want to be.Smooth lines, soft blue phosphor lighting, subtle use of metal; theyall welcome you to the interior ready for the show.The car is fired up by a pulsing starter button, a bit twee but a nice analogy for what is the heart of the car.Gone is the ridiculous J-Gate. The gear shifter is now an integrated dial, which rises out of the centre console to fit comfortably in the hand when the car is started. At the same time, the air vents reveal themselves in the fascia by swinging open.The interior lights are controlled by touch-sensitive coverings and the glove box opens only to the direct touch on an embedded brass rondel. This has little practical purpose but is cute as a button.The design target for the cabin was to emphasise sporting character. The dash has been lowered to improve the horizon vision and the glasshouse sits high enough to push the line that the driver sits in, rather than on, the seats.Space is good, in fact, generous for a Jaguar, with ample room up front and acceptable space for the rear-seat passengers. There is also a substantial boot.The engine at the heart of the XF diesel is not new. It has done service in the outmoded S-Type and XJ models outside Australia. That doesn't make it any less worthy. With 152kW and a thumping 435Nm, the diesel deserves to be the hero of the range.It is no sprinter (an 8.2 seconds from standstill to 100km/h attests to that) yet is fuel efficient for a twin-turbo engine and offers a largely stress-free drive experience with most of its torque on tap from just over 1000rpm.The real surprise is that this car is every bit as quiet and refined as its V6 petrol sibling _ all the good bits with none of the vices. Drive is through a ZF six-speed automatic, controlled either by the central shift knob or, if you really want, by wheel-mounted shift paddles.The ride and suspension retain a nice balance between sporty and plush, probably tending towards plush but quite capable of punching along a twisting mountain road.

Jaguar takes the Australian market very seriously, and not just because our country is a former British colony.

Now threatened as Jaguar prepared to launch a new cat this week in Victoria's chilly high country.But it held off long enough for us to put the new Jaguar XF through its paces, amid jibes about Jaguar's impending sale to the Indian Tata conglomerate.Interestingly, Tata already owns another English icon Tetley Tea.Looking more like a coupe than a sedan, the big four-door, five-seat saloon hits all the right notes and is sure to “curry” favour with its new masters.The mid-sized and mid-priced XF is a replacement for the aging and somewhat ungainly S Type sedan, but visually at least it appears to have more in common with the sleek XK two-seat sportier.It's the dawn of a new era for Jaguar, trumpet the execs, at the same time talking up the company's sale by Ford, which is due to be finalised next month.They say Jaguar is making money but its main problem lies in its loyal but shrinking customer base - the average age of which is 57.Ironically, instead of the younger group the entry level X Type is targeted at, its buyers are mainly cashed up retirees.It is probably a good thing then that current S Type owners apparently aren't too fond of the new XF's styling.Jaguar revealed that 77 per cent of the 200 or so orders it is holding for the car are from people who don't own a Jag.XF is the work of Jaguar design guru Ian Callum who also penned the XK.At 4961mm in length the car weighs between 1679 and 1842kg, depending on the model.It sits on a heavily modified S-Type platform, but employs the same engines, transmission and suspension components of the XK.High-strength Boron steel is used to reinforce the cabin.Prices for the XF start from $105,500 with a range of engines including a 3.0-litre V6, 4.2-litre V8 and Supercharged 4.2 litre V8, as well as a twin turbo 2.7-litre diesel.The entry level V6 and diesel are priced the same, but you would have to be crazy to go past the diesel with 152kW of power and 435Nm of torque.Like the others it's hooked up to a ZF six-speed sequential auto with wheel mounted shift paddles.The dash from 0-100km/h takes 8.2 seconds (a 10th faster than the V6) and it consumes just 7.5 litres/100km against the V6's 10.5litres/100km.The XF lines up against the likes of the Benz, BMW and Audi as well as Lexus's GS range.Gone are the twin lights that were a hallmark of the S Type. Yet the front grille is distinctive and readily identifiable. There's no Leaper atop the bonnet, but a big cat can be found emblazoned across the boot.The modern themes extend to the interior where's there still plenty of wood and leather, but mixed in with more contemporary, and more importantly, sportier finishes.We got to sample the V6, turbo diesel and 4.2-litre naturally aspirated V8 (a supercharged version is still to come).It's a classy car and is finished to a high standard and one that manages to avoid the sombre tone that distinguishes German interiors, with a good mix of colours and finishes.It doesn't quite reach Lexus standard of interior quiet, but it's nothing to complain about.The stop/start button pulses red to draw attention while blue halo instrument lighting takes its cue from Motorola's RAZR mobile phone, of all places.Perhaps the biggest talking point is the large iDrive-style gear selector that replaces the normal shifter.It takes some getting used to but works fine and occupies significantly less space in the cabin.Rear head and leg room is good but the back seat could be a squeeze with three passengers.The V8 scores a 440 watt 7.1 Bowers and Wilkins surround sound system, with full iPod compatibility

Excitement around the recent launch of the sporty XK range was palpable. With the new XF saloon it has notched up to sweaty-palms, hand-wringingly tense level.With XK it was pretty much a case of preaching to the converted.The car, as beautiful and competent as it is, appeals to the established Jaguar faithful.The XF is a whole new ball game. This is the car that has to bring fresh blood to the marque; the car that must redress an ageing owner base carried over from an earlier era.“A group of customers fell in love with us in the 1960s and '70s and they are very loyal customers,” Jaguar Australia general manager Dorian Lapthorne said at the XF launch last week. “However, new customers didn't fall in love with us.“Our current customer base has an average age of 57 — about 10 to 15 years older than the likes of BMW, Audi or Lexus, or just about anybody else. That wouldn't be a problem in itself, if every time somebody turned 57 they thought; 'I'm old enough now to buy a Jaguar'.”That, according to Lapthorne, isn't happening and Jaguar's ageing owner base keeps on ageing.Enter XF and, according to Lapthorne, there's already strong evidence that the tide is turning.“With first deliveries due on June 1 we've already sold 60 per cent of our allocation (400 cars) for this year ... and the good news is that 77 per cent of XF customers don't currently own a Jaguar,” he said.“That's good news for us. And the median age we're seeing is not 57, it's 44 — more than 10 years younger than the overall brand.”Jaguar is also making no excuses for presenting the XF as a premium product. There's no “entry level” model to take the fight to BMW or Mercedes-Benz.Jaguar describes the car as a premium niche product and those who want it will pay the premium.The 3.0-litre V6 and the bi-turbo 2.7-litre V6 diesel offer a twin entry point at $105,500 with the 4.2-litre V8 at $130,500. The current hero model, the SV8 4.2-litre supercharged, is $166,700 but look to that to be supplanted as the apex model by a XF-R version of the car within the next 12 months.“There's no 2.5-litre XF; there is no sub-$100,000 XF — because that doesn't fit the profile of building beautiful fast cars,” Lapthorne said.“Does that mean we don't compete head-on with the Germans? Yes, it does.“We don't have an $80,000 car to compete with the (entry-level) 5 Series or the A6. We are a premium niche business.”The biggest thing in favour of the XF is the XF. While the external styling may be a little challenging for some tastes — the front is unapologetically aggressive, with a grille harking back to the gaping square gap that fronted the XJ Series 1 and the rear is a classic; Ian Callum (director of styling) power play with cues to the designer's gorgeous Aston Martin and XK styling.The coupe-like lines of the XF are accentuated by the matching rake angles of the windscreen and rear glass.However, it's inside the car that the XF takes Jaguar to an entirely new level. In its own British men's club way, the marque has always used wood and leather to distinction.It still uses fine wood and plush leather but in a more modern fashion.It would be a little unfair to call the interiors Scandinavian, yet the subtle use of metal, sweeping lines and blue phosphor lighting could make you think they were.There are some really nice design touches that, while unlikely to shake the world of car interiors, gives the XF points of difference and a new warmth.The gear shifter is now an integrated dial, which rises out of the centre console to fit comfortably in your hand when the car is started by a push on the pulsing start button.At the same time the air vents reveal themselves in the fascia by swinging open.Interior lighting is controlled by touch-sensitive coverings and the glovebox opens only to the direct touch on an embedded brass rondel — little practical purpose but cute as a button.The design target for the cabin was to emphasise sporting character.The dash has been lowered to improve the horizon vision and the glasshouse sits high enough to push the line that the driver sits in, rather than on, the seats.On the road, it's a lesson in how varied a character can be drawn from a basic chassis by variation in engine and gearbox.There were no supercharged cars available for the launch drive, due by the on-sale date of June 1, but the differences between the petrol pair and the diesel were significant.The 3.0-litre V6 (175kW and 293Nm), coupled to the six-speed ZF shared by all models, is a pleasant enough experience but begs the question as to why some 50 per cent of forward orders are for this car.There's nothing wrong with the combination per se but, for the same price and with the same high specification level, the diesel, with 152kW and a thumping 435Nm, makes so much more sense.It's marginally quicker — 8.2 seconds 0-100km/h against 8.3 — considerably more fuel-efficient and a less stressful drive with bags of torque available from just over 1000rpm.It's also every bit as quiet and refined as the petrol V6.The V8 is a proven engine doing service in both the XJ and the XK.The 219kW and 411Nm unit means there's adequate urge under the right foot but it's not as happy a marriage with the gearbox as the diesel.Obviously tuned for launch feel, first and second gears are eaten up in a huge rush but there's too large a step up to third gear to make punching through varied speed corners a comfortable experience.

How ironic is this. Jaguar, that most traditional of British luxury cars created in the post-war strength of the empire, will soon be owned by a company from the colonies.As the Indian conglomerate Tata prepares to buy Jaguar and Land Rover in a $2.2 billion package deal, the car company that is a division of Ford unveils a stunning sedan that could just produce lifesaving riches.Late last year Ford put Jaguar and Land Rover up for sale to divest itself of what it saw as weaker assets. Perhaps it didn't know about the XF.This is Jaguar's latest mid-sized sedan and replaces the retro-styled S-Type. It is itself moulded on the two-door XK rangeJaguar, for the moment ignoring what may happen in India, sees the XF as more than a rival for BMW, Mercedes-Benz, Audi and whoever else wants a slice of the luxury car segment.Coming into Australia in June and very competitively priced from $105,500, the XF has already attracted 200 Aussie pre-sales orders. More than 50 per cent are non-Jaguar owners.The saloon, based extensively on the XK sports, will be offered in four versions in Australia, starting with the bi-turbo V6 turbo-diesel and 3-litre V6 petrol Luxury models, both priced at $105,500.Then there is a 4.2-litre V8 Premium Luxury model at $130,500 and at the top, the 4.2-litre supercharged SV8 version at $166,700. Jaguar dealers have said they are surprised at the value in the prices considering the feature list.Efforts have also been made to ensure buyers are protected as much as possible by poor resale value that has been linked to quality control issues.The car is designed by a young team and emphasis has been placed on quality, said project director Mick Mohan.There is also a move to introduce a younger audience. Overall, Jaguar owners in Australia average 59 years of age. BMW, by comparison, is at 44 years.The XF is the second in Jaguar chief designer Ian Callum's reinvention of the marque after the XK. The latest Jag shares some components including engine, transmission and some suspension pieces, with the XK even having a similar set of tail lights to Callum's other drawing, the Aston Martin DB7.It's a very pretty car with modern styling and lines that belie its size.“We are done with retro,” said Mr Callum of the car that replaces the S-Type.Jaguar has created a big car that feels small. Externally, it appears on par with the now defunct S-Type though the cabin feels as roomy as the larger XJ saloon with a right cabin laden with quality rim and a bit of design flourish.The driving position feels sporty, primarily because of the high centre console that makes a distinction in separating the front occupants.The sporty nature of the XF is further enforced by bold instrument graphics, aluminium flash through the dashboard, the wide-rimmed leather-bound steering wheel and phosphor-blue mood lighting. Jaguar XF program director Mick Mohan said; “It's like sitting in a sports car and that's the way a Jaguar should feel.”"There's a lot of wood in fact, more than any Jaguar in the past 40 years together with the finest leather."There are accoutrements like the push-button starter which illuminates and pulses like a heartbeat before being pressed into action. Touch this starter and the ventilation vents rotate from their closed position. Jaguar said this empties stale air from the vents before fresh air is introduced into the cabin.Very few fittings are options, so even the two cheapest models, the V6 petrol and turbo-diesel at $105,500, have competitive feature lists.All models get sophisticated audio systems; the entry-level has 140-watts and eight speakers with sat nav, TV, iPod and iPhone interfaces, Bluetooth and so on.In many cases, the XF will outdo most European rivals.Much effort has been placed on widening the car to move occupants apart and this has been effected without damaging shoulder room for the driver.There's seating for four adults though five is plausible.The XF gets Jaguar's biggest boot and, surprisingly for this class of car, split and folding rear seats for luggage versatility.A space-saver spare tyre is standard though some markets will be offered a repair kit, basically aerosol goo, to increase boot space.Ignore the remote keyless entry, the press-button starter and the subsequent pop-up central gear selector and the most impressive feature of Jaguar's alluring XF sedan is the exhaust note.Each of the engines — 3-litre V6 petrol, a supercharged and normally-aspirated 4.2-litre V8 and the sole bi-turbo 2.7-litre V6 turbo-diesel — makes its mark on the surrounding countryside from a deep burble to a barely-restrained high-rev roar.Of course, all the noise is accompanied by brisk engine performance that combines neatly with pleasant road manners.Jaguar provided three models for its international launch in Provence and Monaco — the 3-litre V6 was absent with the turbo-diesel the first drive car.It comes with the same PSA-derived engine also picked up in different tunes by the Peugeot 407 and Land Rover Discovery.There is added refinement to virtually negate idle clatter.At speed, any speed, it's as quiet as a sophisticated petrol engine. It's also incredibly flexible and has a locomotive mid-range power delivery that brings a smile to any face.That smile gets wider when after 300km through France's high-speed autoroutes and narrow mountain zig-zags, the trip computer relays a fuel consumption figure of only 8.4 litres/100km.That gives a range of almost 830km which, more than concerns about fuel prices, makes diesel-engined saloons so appealing to buyers in a hurry.Like its petrol-fuelled counterparts, the diesel drives the rear wheels through a six-speed ZF automatic with sequential mode and steering-wheel paddle shifters.The supercharged V8, like the diesel and the normally-aspirated V8, is a carry-over engine that has only mild tweaks.Clearly, Jaguar has released the XF with the focus on street presence knowing that it already has a desirable armoury of power plants.Obviously, with 306kW and a massive 560Nm of torque, the supercharged version is a raucous machine.Jaguar aims it at the top-end, performance seeker and has come to the party with a saloon that will run the 100km/h sprint in a claimed 5.4 seconds.In fact, it feels more like a sub-5 second car and that sits with Jaguar's conservative attitude.This engine comes with a gearbox with more switchable features, such as turning off the electronic stability control (ESC) and a dynamic mode for full manual shifting and more sensitive throttle feel.While the exhaust noise is audible, it is muted enough not to impinge on the luxury theme.Impressive also on all models is the flat-cornering stance and delightfully-weighted steering that balances the ability to relay road feel with sufficient lightness to ease parking effort.The XF gets high marks for comfort and ergonomics, though visibility is poor especially to the rear through its stylish window.