Jaguar Reviews

The Mark V model of the late 1940s, the Mark VII of the 1950s and the original XJ6 of the late-1960s established a fabulous heritage of elegant saloons, and little has changed in the 60 years since.The company's former slogan, Pace With Grace, 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 the classics, even if some think they're stuck in the past. Model watchThe seventh-generation Jaguar XJ saloon emerged in 2003, and again it looked for all the world like a makeover of the first XJ shown in the late 1960s.That first car was such a beauty it seems Jaguar couldn't let it go, but why should it? That original XJ6 was perfectly proportioned, its balanced lines looking fresh even after 40 years.The XJ8 of 2003 had a similar balance despite being significantly larger than the model it replaced. It was longer, wider and taller than its cousin, and had a longer wheelbase and reduced front overhang.If it looked like a throwback to the past, the X350, as it was known, was no such thing once you looked under the skin and saw the depth of engineering that marked this cat out as a very new beast.One constant criticism of the big cats over the years is its exterior size was never translated to interior room.At the core of the XJ was a rivet-bonded aluminium monocoque that slashed the big cat's weight by 200kg or more. Remarkably, it weighed little more than 1500kg.The lightness clearly comes through in the driving. The XJ feels agile and responsive, with quick, sensitive, precise steering that helps belie its physical size.Though Jaguars have always been a pleasure to drive, the dynamics and speed of this model shifted it up into an elite class occupied by the 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 a cylinder. The 3.5-litre version had 196kW at 6300 revs and 345Nm at 4200 revs. The normally aspirated 4.2-litre engine put out 224kW at 6000 revs and 420Nm at 4100 revs.The big cracker-blown 4.2-litre engine, which powered the awesome XJR, had 298kW at 6100 revs and 553Nm at 3500 revs.All that drive was then transferred to the blacktop through a ZF six-speed automatic, the final drive going through the rear wheels.When it arrived in 2004 the double overhead camshaft 3.0-litre V6 had 179kW at 6800 revs and 300Nm at 4100 revs.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 that was just the start.Add to the aluminium masterpiece self-levelling 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 optional, and there was the XJR for the ultimate ride.Tradition also played a big part in determining the design of the interior, which had lashings of leather, touches of wood and many features such as power seats, adjustable pedals and steering wheel, parking sensors, cruise, air and a super sound system. On the lot Jaguar lost ground to its German rivals when it, along with the entire British car industry, went through a meltdown in the 1970s and '80s, caused by poor build quality and engineering integrity.The old marque doesn't have the respect it once had. Most of its buyers have moved on to BMW or Benz, and newer ones never knew it at its best.For the V6 pay $95,000-$105,000; for the small V8 (2003-2005), $98,000-$120,000; for the bigger V8, $110,000-$130,000.If you want to go all the way to the XJR you'll need to pay $115,000-$140,000. In the shopAverage build quality plagued earlier XJ Jags. The problems were mostly silly things that should never have occurred, but did, and they 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.Eighteen-inch wheels are standard and 19 and 20-inch wheels optional, so be prepared to pay dearly when tyres need replacing. In a crunchThe XJ has an awesome array of safety features — as there should be on a car that costs about $200,000 when new.The monocoque chassis, its agility, precise steering and powerful brakes give it the roadholding to escape possible crash situations.Should the metal begin to crumple, front and side airbags are activated. At the pumpBeing surprisingly light for its size, the XJ is reasonably economic. If you pedal lightly you can expect to achieve 10.5-12.5 litres for 100km. The bottom lineClassic looks belie a modern sporting saloon that matches the bahn-stormers.70/100  All anglesLook forTimeless classic stylingWonderfully balanced chassisPrecise steeringHigh performance RivalsLexus LS430 (2003-2005): $82,000-$110,000BMW 7-Series (2002-2005): $89,000-$220,000Audi A8 (2003-2005): $85,000-$125,000

I remember Jaguar umming and ahhing about whether to stick a diesel in its big limmo. That's to say whether its well-heeled clientele would take to the idea or whether it was a strictly V8-or-nothing market.Fortunately, it decided to take the plunge because with lots of lazy, low down torque, the diesel lends itself perfectly to the role of cruiser.If the words 2.7 litre twin-turbo diesel sounds familiar, that's because they are. The engine developed jointly with PSA Peugeot Citroen debuted in Jag's S-Type and is also found in Peugeot's 407 and Citroen's techno tour de force, the C6.The twin-turbo common rail V6 diesel produces 152kW power at 4000rpm and 435Nm of torque at 1900rpm. Impressively it accelerates from 0-100km/h in 8.2 seconds, with a top speed of 225km/h. Fuel economy is rated at 8.1 litres/100km (we got 8.5) - it means you can have a big car without the penalty.For such a big car it feels surprisingly nimble. That's because the one piece body/chassis is constructed of lightweight aluminium, giving the car a distinct weight advantage. Electronically controlled, self-levelling air suspension is standard that lowers the car as speed increases. Electronically controlled engine mounts designed to reduce vibration at idle.It is still a bit wood-and-leathery for our liking, but then that's the market the big Jag is playing to.Long wheelbase means you have to keep an eye on those rear wheels and make sure you don't cut corners.Physical size makes negotiating winding car park ramps tricky. You can set the computer to fold the external exterior mirrors when the car is parked, but try as we may we couldn't get it to work. Misses out on one touch indicators (one touch/three flashes).Jaguar has done a terrific job. Big, comfortable car that turns heads, particularly those of Mercedes owners. Build quality is excellent, nice and quiet inside and we like the touch screen computer display. Much easier than fiddling with silly little knobs. We love it, except that is for the $154,900 price tag.

As the first of the Jaguar pride to dig deeply and openly into the spare parts bin of new owners Ford early in the millennium, the X-type was doomed to put traditionalists off-side.Not only did it not have a bespoke Jaguar platform and engine but it was, horrors, a front-wheel-drive. The very first to besmirch the proud Coventry-built marque.The fact that the donor platform was Ford's rather tasty Mondeo did little to mitigate the crime. It was, quite simply, not cricket.After the initial outrage, and some mid-life idiocy from Jaguar itself, when it attempted to take the car down into the cheaper seats with cloth trim and nasty plastics, the X-type settled in to a life of quiet mediocrity. The forgotten Jaguar.As rumours start to gather momentum in Europe that, like the S-type, the littlest Jaguar's days are numbered it seemed timely to take another look at the car.Jaguar's first, and to date, only, front-drive effort is a good one. The 2.1-litre V6 Sport brings a lot to the table for its moderate, in luxury terms, price tag of $56,990.It matches its rivals in standard gear, a quality audio system, full leather, electric windows and heated mirrors and gets the usual array of safety kit expected in this class — front, side and curtain airbags, traction control and ABS, an occupant sensing system and five three-point belts.Such is the quality of the work that Jaguar's engineers have put into the X-type chassis most drivers would not pick it as a front-driver model at casual acquaintance.The steering is near-neutral, the balance good and the poise on the road quite reassuring. Likewise, the ride and handling equation is a positive. The X-type soaks up bumps with aplomb and the cabin is pleasantly free of road and wind noise.The speed-sensitive steering is well-weighted, with responsive turn-in through corners. When punched hard the little V6 (117kW@6800rpm; 200Nm@4100rpm) can struggle and get coarse, battling its way from standstill to 100km/h in 10.8 seconds.Getting to the official top speed of 205km/h will take patience, persistence and a tail wind.The five-speed automatic gearbox is reasonably well sorted when driven as a composed city car. Demand too much of it and you are going to be disappointed.Try to drive it in the ludicrous J-gate manual mode and you can add frustration to the experience. Thankfully, Jaguar has done away with the J-gate concept during the X-type's lifespan for all new models.Boot space is surprisingly good and uncluttered and there's a full-size spare under the carpet. The 70/30 split-fold rear adds the option of carrying longer loads.Inside the environment is plush and Jaguar-like. Soft leather and a rather stylish piano (black) wood trim sets off the ambience nicely. The front seats are supportive and reasonably well bolstered but the headrests, both front and rear, are not especially comfortable. Most drivers will find an acceptable driving position thanks to the height- and reach-adjustable steering and power seat height adjustment but space is a little tight in the rear — quite acceptable for little people but tall adults could have issues.The Sport also has steering wheel-mounted spring-loaded audio and cruise controls.It is in the controls that the use of Ford parts becomes more evident to the user. While the large dials and easily read screens and dials are a blessing many of the switches and knobs look to have migrated straight from a less-glamorous Ford.Regardless, the X-type has earned its bonnet-mounted Leaper and, if only for proving that persistence is a worthy attribute. Fast factsJaguar X-type SportPrice: $56,990Engine: 2.1-litre V6; 117kW@6800rpm, 200Nm@4100rpmTransmission: 5-speed automatic; front-wheel driveFuel: 61-litre tank, 9.4L/100km combined cycle on testBody: 4-door sedanVerdict: The forgotten member of the Jaguar pride. Nice, competent little city driver with enough legs for highway travel.Alternatives  BMW 320i ExecutivePrice: $58,500Engine: 2.0-litre 4-cylinder; 110kW@6200rpm, 200Nm@3600rpmTransmission: 6-speed automatic; rear-wheel-driveBody: 4-door sedanVerdict: Clear leader in drive dynamics. Fresh model with serious badge credibility and proven buyer appeal. Audi A4 2.0Price: $50,450Engine: 2.0-litre 4-cylinder; 96kW@5700rpm, 195Nm@3300rpmTransmission: Multitronic automatic; front-wheel-driveBody: 4-door sedanVerdict: Quality build, fresh styling and top-level inclusions and trim. Engine lacks a little dash but is very smooth and comfortable through the changes.

Jaguar's new XKR has those traits in abundance, yet it can be as docile as a house tabby.There are few more unforgiving environments than the luxury sports tourer market, inhabited by the likes of Porsche, BMW and Mercedes-Benz. It really is a jungle out there.Jaguar was well aware if its newest top cat — recently launched world-wide in Spain — was going to survive, let alone thrive, it had to have the right stuff."When we started down this track there were some truths we knew we had to face," Jaguar senior body engineer Mark White explains."The goal was to create the ultimate sports GT and to do that we set the target of exceeding the XK by some 30 per cent in a whole range of performance criteria."What the Jaguar engineers aimed for was a performance benchmark of five seconds for the 0-100km/h sprint — they achieved a 4.9 for the coupe and a five flat for the convertible. But more importantly, the performance had to be accessible in the crucial mid-range for overtaking and it had to be refined."Torque ... and how it was delivered ... was the key to meeting our performance goals," White says. "I have to say the result has exceeded initial expectations."Australian owners will start taking delivery of their XKRs about April next year.Jaguar Australia will not say how much the cars will be, other than to suggest a 30 per cent premium over the XK models. That would see the coupe about $245,000 and the convertible tipping over $270,000.Based on the strong demand for the basic XK and with the XKR historically comprising about two-thirds of XK sales, Jaguar Australia is expecting sales of about 80 a year. A large part of the XKR's credentials come from the high standards set for the new XK; the "base" car."In the XK we had a starting platform that was simply outstanding," White says. "In a way, that posed some difficulties in that realising the 30 per cent improvement benchmark we set was always a challenge because of how high the bar was to start with."While there was no need to further stiffen the already superbly rigid chassis and all-aluminium body of the XK, the XKR engineers concentrated on providing an engine with extra heart, suspension that delivers a stiffer ride without additional harshness, and brakes capable of reigning in a rampant XKR when required.Strapping the supercharger to the 4.2-litre V8 was the obvious first step and with it came variable valve time on both inlet and outlet cams. The power boost was some 40 per cent over the XK, taking maximum power to 313kW at 6250rpm and a thumping 560Nm of torque from 4000rpm.The whipcrack engine has been coupled to the latest of the ZF automatic gearboxes. Featuring shift changes as smart as 600 milliseconds and as smooth as custard, the box can be driven as a full automatic in cruise mode, a sports automatic with computer-generated blips on the downshifts or as a full-control manual utilising the wheel-mounted paddle shifts.To keep the extra urge from its attempts to separate car and road, the spring rates were stiffened 38 per cent at the front and 28 per cent at the rear, rollbar thickness was increased by a millimetre and damper response improved by 25 per cent.The CATS (computer active technology suspension) system — that switches the dampers between soft and firm — has a similar response time to the XK but has been tweaked to switch from soft to firm earlier.The other critical area of improvement is in the braking. Compared with the XK, the R car has 26 per cent greater swept area on the discs and a huge 37 per cent improvement in cooling efficiency. The heftier brakes can haul the XKR down from 100km/h to zero in a most reassuring 2.5 seconds.One of the joys of the XKR, particularly the convertible, is the oh-so angry exhaust howl at full throttle. If you happen to be in a tunnel through the Spanish hills, so much the better.Unlike the Aston Martin with its clever engine-speed-activated butterfly valve or Maserati's push-button arrangement, the XKR's throaty exhaust note is a simple affair. The more you poke it, the louder it growls. The XKR does utilise active exhaust technology, which alters the flow through the primary silencer, depending on throttle position and revs. But it is progressive rather than arriving with a howl at about 4000rpm, as does the Aston.However, poke it really hard and you risk scaring yourself. In any event, you will certainly draw the attention of anyone within a considerable radius. What is not immediately obvious is the expected induction whine of the supercharger. It is far more muted than the outgoing model — or than the same engine tuned for the S-Type R.At full roar, it adds a menacing undernote to the exhaust but is surprisingly absent at anything from idle to comfortable cruise ... just the way the engineers planned it.What is absolutely reassuring about the XKR at full charge is the rock-like stability through the most testing of mountain roads.With the stability control in operation the intervention is gentle and unobtrusive.Each time you think the limits of adhesion are approaching and push that little harder the chassis finds even more suction-like grip.It was a test of nerve that the XKR eventually won. We simply couldn't push hard enough on public roads to reach the dynamic limits of the car.The styling variations for the XKR are subtle. There's a chrome mesh grille and side airvents and a couple of discreet R badges.The sports seats are firm, comfortable and sensibly bolstered. General trim is stylish, the standard navigation system simple to use and, in the convertible, the flip-up airblocker behind the seats proved effective in reducing cabin buffeting with the roof down at speed. As with many of the 2+2 GT cars, there's a pointlessness to the rear seats which are so cramped as to be almost useless.FAST FACTSPrice: estimated $245,000 (coupe), $270,000 (convertible)Engine: 4.2-litre DOHC 32-valve V8, supercharged, 313kW@6250rpm, 560Nm@4000rpmTransmission: 6-speed automatic with sequential shift; steering wheel mounted paddle shiftsPerformance: 0-100km/h 4.9sec (coupe), 5sec (convertible); top speed 250km/h (limited)Fuel: 12.3L/100km combined cycle (supplied); 71-litre tank

"There's something wrong with the engine, it sounds sick," she says.When told it is a diesel, there is a puzzled look followed by the question: "A diesel in a Jaguar?"Yes, Jaguar has released a diesel-powered car.It is the latest move from a company that has continued to challenge its brand image since Ford bought it in 1990.First there was a front-wheel-drive and even a wagon.The only thing left is a hulking Jaguar four-wheel-drive designed for Americans -- we hope that never comes.The switch to diesel is logical. It is the fuel of choice in much of Europe and more refined turbodiesel engines are now available.The first diesel Jaguar in Australia is the S-Type, a rival to the BMW 5-Series and Mercedes-Benz E-Class that both have diesel offerings.With a price of $101,490, the diesel Jag slips into the S-Type range above the petrol V6 at $89,990 and below the $124,990 V8 and $169,990 supercharged V8.When you take into account the gear that comes standard with the diesel S-Type, it most closely matches the $99,990 petrol V6 Luxury model. So the diesel engine adds about $1500 to the price.Jaguar says owners can expect to recoup the extra cash within three years thanks to its economy, but expects many customers will be attracted to the diesel because of the way it drives.It is a sweet diesel engine. The twin-turbo V6 is the same hi-tech powerplant used in the Peugeot 407. The motor was developed as a joint project between the French carmaker and Ford's Premier Automotive Group.It pumps out 153kW, which is impressive, but it is the figure of 435Nm that really stands out.The torque tally is higher than the petrol V8 and yet the official fuel consumption figures suggest the diesel uses 47 per cent less fuel than the eight-pot engine.Still, the V8 is faster -- able to dash from 0-100km/h 2.1 seconds quicker than the diesel, which takes 8.6 seconds.The S-Type is a fairly heavy beast at 1790kg, which doesn't help when it comes to performance.The diesel is at its best low down in the rev range, with 80 per cent of its torque available from 1500-4000 revs.You can tell it is a diesel when idling and sometimes at low revs, though it is a very quiet diesel. When it revs higher, it doesn't sound like a diesel and even emits a sporty note.But it is still noisy from outside the car or inside with the window down.The official fuel economy figure for the S-Type diesel is 7.8 litres/100km for the combined city and highway cycle.It can drop to 6.8 litres/100km on the highway and rise to 8.8 litres around town, which is still good.The engine works well with the six-speed ZF automatic (which is also used in the BMW 7-Series and Ford Falcon), though you sometimes miss being able to rev it nicely like a petrol engine.So the diesel engine is a good thing. But what about the rest of the car? A new S-Type is due some time next year and it couldn't come soon enough.There is nothing glaring that stands out with the S-Type. It's just that the whole package is disappointing and feels out of date.It looks big on the outside, but feels much, much smaller on the inside.There is little leg-room for rear passengers and the boot is so shallow that it is hard to carry bulky items that slip into other sedans of this size.It is impossible for a taller driver to really get comfortable because the steering wheel doesn't extend out enough.T HE interior is loaded with wood and sumptuous leather trim, which is a nice touch, but all the work is undone by dated brown dashboard plastic.At least the touch-screen sound system and satellite navigation screen is easy to use.There is more tyre noise and wind noise than you would expect and the ride quality doesn't match its rivals.The standard parking sensors are useful, but those fitted to the test car are temperamental and sometimes beep repeatedly in slow-moving traffic.The nice diesel engine might tempt some into the current S-Type, but most would do better to wait for the new model.

The British brand tried for a breakthrough with its luxury XJ flagship but looks to have the real deal with its new XK sporties.This is not the return of the classic E-Type. The new Coupe and Convertible are much more than just a remix of old ideas and old parts.The design is smooth and modern, the packaging is good, the performance is classy and the cars are finally being built to world quality standards, not just an outdated British idea of classic construction.It takes only a couple of kilometres in a new XK to see and feel that Jaguar - running hard under the direction of Australian CEO Geoff Polites - has a winner.The car is a total package that delivers on all its promises. It still has a classic Jaguar look and feel, but the XK has been brought into the 21st century with the equipment to finally go head-to-head with pacesetters from Mercedes-Benz, BMW and the rest."The XK is critical for Jaguar," Polites says matter of factly.He is right. The XK has to prove to Jaguar's owners at Ford that it has the right stuff to drive the company forward.The new XK was designed by Ian Callum, who wanted to head Jaguar design from his boyhood, and he has delivered a modern take on a classic car and shape.The newcomers are not radical, but they are instantly recognisable as Jaguars and are a lot more successful than the previous XK.British car fans will love the shape, though they may take time to adjust to the minimalist cabin. It still has classic Jaguar touches, and can be ordered with dark wood and green leather, but looks best as a piece of modern design in light colours and lighter timbers.Jaguar says the XKs are "the first of a new generation of beautiful, fast Jaguars".They made the running with an all-aluminium construction Jaguar claims is the most rigid body in the class, with stiffness up 50 per cent in the droptop. Using a 4.2-litre Jaguar V8 producing 224kW the XK has a 0-100km/h sprint time of 5.9 seconds.The XK picks up a new six-speed automatic with sequential manual change, and the outdated J-Gate shifter from the 1980s has finally been dumped.The new cats will be in Australia before the end of this month, when Jaguar Cars Australia will confirm final specifications and prices.ON THE ROADA cold wet and wintry day is not the best time to drive the new cat Convertible. Even if it is what passes as a spring morning in the British Midlands.The XK convertible looks smooth but fires with a grumpy, solid exhaust note that hints at more than just lazy cruising pace. It was specially tuned to convey the sound of speed.The Jaguar cracks away from a standing start with real purpose and, finally, does not feel like a British speedboat.That's been a problem with XKs back to the XJS in the 1980s. The cars always felt as if they were skating over the road and not digging down for grip and go.The new XK feels like one piece and all together, solid like a good German car.Cabin quality is good, the controls are solid and work well, and the seats are comfy.The convertible roof works well and there is little buffeting or noise at Australian highway speeds, but the new cat is not a particularly quiet drive on rumbly British bitumen.It's called a 2+2 but the rear end is cramped and we wonder about things like usable boot space, fuel economy and suspension tuning for Down Under roads.It will take a home-track run to see if the car works as well in Australia, but the first impression is good. Very good.

The new XJ8 long-wheelbase Jaguar is anything but a small car. With an extra 125mm added to the 3034mm wheelbase, it will barely fit in the standard-sized garage.Parking sensors are not only de rigueur in this style of car – they are vital because, at more than 5200mm long, normal parking spaces don't quite cut it.But at $179,900, it's probably a valet or private car park that will be graced by this car's presence.The aluminium construction means the XJ8 is not a hefty vehicle when considering how much space it takes up on the road – the stretched version adds 24kg to take the total weight up to 1639kg.Rear-seat passengers are the main beneficiaries of the extra length, with more than 900mm of legroom available, as well as good headroom thanks to a slight increase in the height of the roofline.Riding around in the rear might well be the first choice for some, given the rear can be optioned in a number of different configurations to suit the occupant – bench or bucket with a centre console.Twin DVD screens in the back of the front headrests allow rear passengers to watch TV or a DVD, with infra-red headphones on offer.The XJ8 LWB handles with the same aplomb of its shorter sibling, retaining considerable cornering abilities as well as treating irregular road surfaces with a quiet disdain.The lightweight body means the naturally aspirated 4.2-litre V8 can push the XJ8 to the open road speed limit in under six seconds, with the top speed limited to 250km/h.The six-speed auto is a smooth-shifting unit in standard mode, while depressing the Sport button sharpens up the changes, but not uncomfortably.The Ford-owned British car maker claims the V8 can return figures around 16 litres/100km in the city, dropping to half that on the open road. At the end of my time in the Jag, the trip computer was displaying an average of 13.4 litres/100km, despite the indulgence of a heavy right foot.The company might have been criticised for the unadventurous styling of the new XJ8, but to Cat fans – those who love the wood, the leather and the considerable on-road abilities – the styling is unmistakable and no one is left in any doubt they've been passed by a Jag.LUXURY TORQUEBe seatedREAR passengers can relax in a fixed or power-adjustable rear bench seat layout, or opt for the individual powered and heated seats. The two rear buckets are separated by a centre console with additional storage space.Rear luxuryALSO on the rear seat features list are burr walnut-finished business trays that fold down from the front-seat backs, DVD/TV screens and iPod and MP3 player connectivity.Price of powerTHE XJ8 LWB is $179,900 and is powered by a naturally aspirated 4.2-litre V8 that produces 224kW of power at 6000rpm and 420Nm of torque at 4100rpm. If that's not enough, there is also a supercharged V8 available, offering 298kW of power at 6100rpm and 553Nm of torque at 3500rpm, but the price tag steps beyond $200,000.

Pioneers Mercedes-Benz and Peugeot are still firmly in the game with quality offerings, but there are a couple of new kids in the sandpit who are about to change the rules.BMW has finally lifted the blinkers with plans to have the brilliant 3.0-litre diesel from the X5 in 5 Series sedans by the end of the year. Then there is Jaguar.Tucked away in select garages across Britain is one of the big cat's best kept secrets, a stunning V6 2.7-litre twin-turbo diesel wrapped in S-Type metal.The engine is as good as it gets but does nothing to address the inherent packaging problems in the S-Type. However it does make it so much easier to forgive.A couple of thousand kilometres spent in the company of the 2.7D Sport in England recently reaffirmed a oft-forgotten truism – it's what is in the heart that really counts.This one is an out-and-out sweetie.For those cold-hearted techos who measure worth by numbers: let the AJD-V6 2.7-litre twin-turbo diesel speak for itself.The four-cam, 24-valve, twin-turbo V6 features second-generation, common-rail direct injection and super-fast piezo-electric injector operation. Maximum power is 153kW with peak torque touching 433Nm with 80 per cent of this urge on tap from just 1500rpm through to 4000rpm when it all takes a holiday.By more aesthetic measures, the Jaguar diesel is an even more worthy piece of work.It is quiet – eerily so. The isolation of engine noise, in fact, any external noise from the cabin, is class leading by any measure. Again, for those who must know why, the hush comes from a raft of engineering tricks and tweaks. Jaguar says graphite iron engine construction; dual isolated engine mounts; elastic cam-cover gaskets; double-skinned sump and a variable swirl intake system all play their part in making the Jaguar's growl a purr. A very slight lag – despite the use of a pair of small variable-geometry turbos in a bid to eliminate it entirely – at the very bottom of the rev range is more than compensated for by the 2.7's willingness to urge on through the mid-range like some lunatic traction engine.On England's expansive motorways, when they are not jammed to walking pace, the 2.7's long, long legs eat up the distances. A mere 2500rpm converts to a comfortable 140km/h through the six-speed ZF auto as the Jag sits poised to leap further up the scale with any application of the right foot. Around town, the enormous spread of the torque curve equates to minimal gearshifts as the S-Type happily crawls along.All this comes with a fuel consumption guaranteed to make a V8 driver green with envy. A solid mix of enthusiastic B-road blasting, high-speed motorways and city crawling returned 8.2L/100km.Jaguar Australia boss David Blackhall has had his eye on this package for some time and it now looks almost certain that a few discerning Aussies will be able to get behind the wheel by early next year."We are still going through the process but it is ready to go to the highest echelon and I am hoping for January production and March introduction for the car," Blackhall said this week. "It is not certain yet but we would like to be able to offer price parity on the car. It would be great to be able to offer the diesel and petrol cars to buyers and let them make a choice not based on price."That would see the diesel in showrooms at $99,900 in a luxury trim.Blackall accepts there is likely to be a degree of substitution purchase from the V8 petrol to the diesel, but still believes there is good value in having the car on fleet."We may be being a little conservative, but if I can get 40 to 60 sales a year for the diesel then it makes business sense. It is going to take a little while for the idea to seep down but I am confident it will happen," he says.There is also a little lateral thinking going on in regard to how the aluminium-bodied XJ6 would be accepted with the twin-turbo diesel. "We will have to have a think about whether that would suit the car here ... but it is certainly food for thought," Blackhall says.

But all this isn't new. My father had a friend who probably should not have been a friend, because in earlier lives they fought on opposite sides in the second European war.But my father's friend was successful in the construction industry in Adelaide and bought a Daimler. Actually, it was a Jaguar but nobody told him it wasn't the German Daimler.But I digress. The car was the first with the V12 engine. It was so silent my father later reported he could hear the dashboard clock ticking even when the car was cruising at 80km/h.Silence remains Jaguar's forte. Even though the ride is a well-insulated leather-lined cocoon, Jaguar hasn't forgotten its past.For even though the new – and that word will become more important later – S-Type gets quieter, it will still let you hear its growl when you squeeze its electronic throttle.For 2005, Jaguar retains the retro-styling of the S-Type – a machine styled on the lines of the 1960s oval-grilled S-series – but hones the car to make it live better in a changing world.Initial criticisms of the first-generation S-Type included a smallish cabin.That's gone in the new model thanks to more deeply scalloped front seats that give the driver more lateral movement.The rear seats appear to have more room – in fact the car will take two 1.8m rear passengers quite easily – though the complex suspension and rear-wheel-drive layout continues to crimp boot space.The S-Type was always a lovely ride and, in the 3-litre V6 version at least, that hasn't changed.The blend of ride comfort and handling is close to perfect though in comparison to other European rivals, the Jag does it differently.Though it will hold its line beautifully through a corner to make it a superb winding road cruiser, the steering is nervously light.You slowly get used to it but the feedback is close to zero, especially compared with the BMW 5-series.But there is an upside. In the suburbs the steering is light and the wheel easy to twirl.The engine may appear smallish for this type of vehicle, but the saloon gets along very quickly.That's attributed to a nice balance of power and torque plus the silky ratios of the six-speed auto box.Jaguar updated the S-Type for 2005 with a prettier tail and less fussy body panel details.It also gets an aluminium bonnet to cut weight and balance the car out a bit.The price has also been improved with this test car now selling under $100,000.

The S-type R is a splendid mix of elegance, sportiness and power.It gains the bolder more aggressive look of refreshed S-types, yet maintains its classic feel.The bigger grille, bolder eyes, 18-inch alloys and subtle R badges that dot the exterior add to the sporty but graceful feel of the cat the marque is named for.The S-Type R's rear enjoys the biggest make-over. The sharp, more stubby rear replaces the old droopy looking one.The squarer profile, cut-down rear window line and reworked tail lights give the S-Type R more character.As you walk towards the S-Type R you can feel that there is something special before even getting inside.A quick run of the hand over the beautifully finished paintwork is the first giveaway of a Jaguar.The brakes peek through the huge rims, an indication that there is something special under the bonnet to need those to stop the car.At a turn of the key your ears are treated to the sweet rumble of the supercharged 4.2-litre V8 engine.The muscular idle is just a hint of what is to come.So to is the launch from the lights. It is only when the rev counter hits 3000rpm and the soft scream of the supercharger kicks in you become aware of just how much urge the S-Type R is capable of.The engine produces 281kW of power and a very useful 553Nm of torque.The latest six-speed Jaguar automatic is near to seamless and according to Jaguar, does the 0-100km/h dash in just 5.6 seconds, a seriously quick sprint when matched to an automatic box and 1800kg.As you would expect, the S-Type R has superb handling and ride.The suspension is supple and soaks irregularities with ease but holds the car tenaciously to the road. It is built around Jaguar's adaptive suspension system – CATS. The suspension has been lowered and tightened, but without compromising the ride comfort. Handling is sports sedan category and aided by the multi-piston Brembo brakes and huge 18-inch rubber.While steering at first feels a little floaty it was surprising just how hard the Jaguar would corner yet still remain agile and graceful.Inside, the S-Type R's sports bucket seats are finished in the same soft-touch leather that wraps around the door trim and various parts of the interior.The bucket seating position can be moved in 16 positions and the steering wheel can be adjusted for rake and reach.The memory setting makes light work of different drivers so once found, your perfect seating position is saved forever. The dash has a sporty aluminium finish that complements the elegant feel.While housing every technological marvel in the centre dash computer, the Jaguar designers have done well to remove the need for hundreds of buttons to work it.The touch-screen display controls pretty much everything including the climate control, TV, radio and satellite navigation system.The Jaguar also has steering wheel controls, just to make life even easier. The rear is roomy but still really only a two-seater, however, there is a good amount of luggage room in the boot.At about $60,000 less than the Mercedes-Benz E55 AMG and on a par with Audi's S6, the Jaguar S-Type is sure to convince buyers to shop around.