Jaguar Reviews

There's always a risk when revisiting the past that you won't be able to recreate what you once adored.  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 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.MODEL WATCHThe S-Type was a 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 being the famous leaper bonnet mascot. If there was a criticism it was that the large panels and the relatively small glass area combined to make it look heavy when compared with the likes of its BMW and Benz rivals. Inside it felt a little claustrophobic and sombre. The dash, with an appropriate finish 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, and there were all the appropriate features like air-conditioning, CD sound and 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. Power was provided by a choice of V6 or V8 plants. The V6 was a double overhead camshaft 3.0-litre unit pumping out 179kW at 6800 revs and 300Nm at 4100 revs.The V8 was a smooth and zesty four-litre double overhead cam unit with 209kW at 6100 revs and 380Nm at 4100 revs.  Jaguar offered a choice of transmissions. There was a five-speed auto available with both the V6 and V8 and a five-speed manual gearbox, but that was only offered on the Sport models. As with all great sporting cars, the drive was directed to the rear wheels.Suspension was independent front and rear, and the handling was nicely balanced 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.  The S-Type was packed with plenty of features including alarm, immobiliser, adjustable steering column, power windows and mirrors and a trip computer.IN THE SHOPEarly cars had troubles with the power steering hoses blowing. V8s were more prone to the problem than the V6.  Jaguars tend to be bought by enthusiasts who are prepared to look after them and have them serviced according to factory recommendations. Check carefully for signs of crash damage, such as ill-fitting panels, variable door gaps or mismatching paint.OWNER'S VIEWAnne Tootell owns a 1999 3.0-litre V6 and loves the ease of driving, the dual climate control airconditioning and exceptional economy when touring on the open road (less than 10L/100 km). Her only criticism is that the British Racing Green paintwork demands constant attention.Jaguar S-Type 99-02* Ford fittings are a let down* Confined interior a little claustrophobic* Powerful V6 and smooth V8 engines* Clumsy manual shift using J-gate* Retro styling evokes memories of past greatsRating14/20 Smooth classy prestige sedan a little too stuck in the past.

"There are three keys to getting this right and, like the legs on a three-legged stool, each has to be just right or the whole thing falls over," Blackhall explains. "The first is to keep the messages simple, the second to get specification right and the third to have superior engine strategy. In the case of the S-Type I am confident we have done that."Since taking over the reins at Jaguar Australia in March Blackhall has been working away at getting sales and organisation back on track."Our 90-day, 180-day, 12 month targets have cleaned up pretty nicely. We are in a much better place than we were with the legacy issues festering under the surface dealt with," Blackhall says.One of those issues was the degree of neglect, which had befallen the S-Type in the search for volume sales with the entry-level X-Type. "S-Type has been repriced, respecified and repositioned," Blackhall says. "We want people to look again at the value of the S-Type. The struggle in Australia is to convert the affection Jaguar has with people into action (in sales)."To simplify the message, the S-Type range has been trimmed from seven models to four with the Sport deleted from both V6 and V8 along with the base V6 model.The range now starts with the 3.0-litre V6 SE at $89,900, moves to the 3.0-litre V6 Luxury at $99,900 – right in the heart of what Blackhall believes is the "sweet spot" of the segment, then to the $124,900 4.2-litre V8 Luxury. At the top of the tree is the wicked 4.2-litre supercharged S-Type R which, at $169,950, is aimed at the performance stars of the BMW and Mercedes ranges, the M5 and E55.While more than a few kiloWatts shy of its target rivals, the S-Type R's $50,000 price advantage and still respectable performance figures (298kW and 553Nm) give buyers a reason to choose."We know we are not the biggest gorilla on the block but with 298kW in that body it really does get out of its own road," Blackhall says.Styling changes on the S-Type are subtle, rather than revolutionary, with the spirit of Geoff Lawson's original design still well in control. The somewhat droopy rear of the car has been lifted and firmed with stronger lines and a new LED tail-light treatment.The bonnet is now aluminium with more defined creasing while the grille has been pushed forward and more upright.The interior treatment is more ergonomic yet retains the original feel of Jaguar. Changes to the instrument display make information gathering easier and there is a neat brushed aluminium option for the dash trim.Adaptive cruise control has been added to the options list along with front-park assist.As an aside, word is out that the J-gate automatic is not long for the range as Jaguar finally moves with the times to adopt a more sensible tiptronic-style sports shifter.Not surprisingly the pick of the drives at launch was the Type R with a nice degree of supercharger whine dialled in for your aural pleasure.While the S-Type is still heavier than its all-aluminium big brother, the XJ, the boot of the force-fed 4.2-litre V8 is impressive.Riding on CATS (computer active) suspension the Type R has a ride/handling capability balance that is right off the top shelf.The V6 is a bit less of everything except ride quality which if anything is more compliant than on the R. Handling is still comfortable, turn-in and feedback is good and despite a degree of early roll the 3.0-litre settles nicely into its work without complaint.

Actually it's probably not even such a great place to visit two days after the federal election; it's like being in Melbourne the week after the Cup.Unless, of course, you've been invited to town by Jaguar for the unveiling of their new S-Type sedans.Canberra's circular road system might be about as exciting as a Democrats' policy meeting, but the highways and byways of the surrounding district are anything but boring.Head out west towards Cotter Dam, and you'll find some of the most challenging roads anywhere; cutting through rolling hills and farmland with sweeping curves, exhilarating hill climbs and some tight, choppy corners.We drove the new S-Type in two forms: a 4.2-litre V8 and the more sedate 3-litre V6. Both are accomplished cruisers, the kinds of cars you could drive all day and still emerge feeling fresh.If you're looking for something more sporty, there's also the S-Type R with its 298kW supercharged V8.That's what I call executive power. Jag has made some significant technical changes to the S-Type: engine and suspension refinements, better interior and some clever new gadgets.But most important, the model has undergone a much-needed aesthetic overhaul, giving it a fresher, cleaner look.While few panels have escaped this tidy-up, the S-Type's previously sad, droopy-looking tail enjoys the biggest makeover, replaced by a more shapely, contemporary rear end with squarer profile and reworked tail-lights. It brings the S-Type closer in appearance to its big brother XJ.Jaguar expects to sell about 250 S-Types a year, a sensible figure considering it is competing against those Godzillas of the executive prestige market, the mighty Mercedes-Benz E-Class and BMW's impeccable 5-Series.Jaguar's new Australian general manager, David Blackhall, says his plan to increase Jaguar's toehold in this segment involves simplified model strategy, better specifications and a power advantage over its model rivals.Jag has pared back the S-Type line-up to four models: a choice of two V6s (SE and Luxury), a Luxury V8 plus the S-Type R. The V6 SE ($89,900, 179kW) enjoys a big power advantage over rivals like the Mercedes E240 ($92,500, 130kW) and BMW 525i ($92,600, 141kW). The V6 Luxury model, which Blackhall claims hits this market's ¿sweet spot¿ at just under $100,000, is pitched against the E320 ($128,500) and 530i ($110,200).It's pretty good value at this price – even if it lacks the punch of the V8s or the responsiveness the same engine produces in the bigger, all-aluminium XJ6, which is about 150kg lighter.Each has the same, smooth 6-Speed ZF auto transmission. Opting for the V8 adds some welcome performance and a lovely engine note which seeps into the S-Type's cabin courtesy of twin exhausts.The S-Type V8 ($124,900) is at least $30,000 cheaper than a bent eight Benz or Beemer; while S-Type R ($169,950) even further undercuts the $200,000-plus Benz E55 AMG and BMW M5.Of course, that doesn't necessarily make the Jag better buying than either.While the allure and old world romance of the marque continues to attract buyers, others will feel that the Jaguar continues to be a touch too close to its parent company, Ford.But the new S-Type certainly merits a second look by anyone with $100,000 to spend on a luxury sedan. It's tremendously comfortable, enjoys first-rate driving dynamics and is a more attractive machine than its predecessor.Perhaps the Jag's interior falls a little short of the E-Class for sheer quality and feel. But the S-Type is well laid out, well-finished, and reasonably spacious.Its touch-screen cabin command system gives it a smart point-of-difference against the Germans: funkier than Benz's Command set-up and definitely more user-friendly than BMW's i-Drive.Fuss-free gadgets include rain-sensing wipers, auto headlights and a one-touch electronic park brake.There's no doubt Jaguar is in a transitional phase. A major corporate restructure was announced recently and design guru Ian Callum is yet to bring his first new models to the market place.

It is now bouncing back from the last of its bad times with some impressive additions to its line-up, while its Ford funding also means we can expect some special updates in coming years.For now, the newest in the Cat family is the XJ6, a six-cylinder model of its flagship saloon that picks up all the advantages of the latest XJ body with a compact 3.0-litre V6 engine and a six-speed automatic gearbox.Owners will also appreciate a bottom line that starts at $149,900.It's still not a cheap car, but the XJ6 is good value when you line it up against its obvious and traditional luxury rivals, the BMW 735i from $178,300 and the Mercedes S350 from $177,900.Even the new and impressive Audi A8, which has gone nowhere near bumping the Jag from third on the sales charts, has a starting price of $173,900.The new Cat fills the space always held in the Jaguar line by some form of six-pack contender, though the latest XJ takes a new direction with a V6 in place of the company's traditional in-line six. It reflects the changing times and the changing direction for a company which, for a long time, relied on a straight six and V12 power combination.Jaguar trumpets this as one of the world's most technically-advanced cars. You would never pick it from the retro styling, which is far too much like the previous model, but the car has a strong, but light, aluminium body and a range of technological tweaks including air suspension, electronic traction control and stability system, and the new six-speed automatic gearbox.Jaguar believes the XJ6 will do well in Australia, banking again on its price and the chance to drive a big luxury car that still comes with 179kW of power and 300Nm of torque to satisfy shoppers."They are getting the ultimate in a luxury saloon, with a class-leading V6 engine and specifications that have not been compromised for a price point," Jaguar Australia general manager David Blackhall says.We still think the top Cat XJ looks too much like the previous model. But that didn't stop us enjoying the XJ6's style, elegance and old-world charm.It has that special look people recognise as a Jaguar and a luxury car, and that's something Audi still hasn't been able to achieve – even with its excellent A8.And the cabin ... as always, it's leather and wood with a unique smell and the feel of a luxury lounge.Some things don't change, and the rest of the XJ package was pretty much as we remembered from our time with an XJ8. That means a soft and compliant ride, great brakes, genuine quietness and more space than most people really need.The XJ6 doesn't have the instant thump of the V8, or its gentle rumbling exhaust, but if you had not driven with the gruntier motor you wouldn't be disappointed by the V6.It takes a little while to get going, which is reflected in a torque peak at 4100 revs, but it is a sweet six with good pulling power and genuine top-end urge for overtaking.It's a good box with well-chosen ratios, but that only highlights the outdated J-gate. It was world-class stuff in the 1980s when Jim Randle – it's nicknamed the "Randle Handle" – developed a semi-manual shift with a separate gate alongside the regular PND-style selector.But these days the Jaguar system is cumbersome and clunky, far outclassed by the touch-change system in the newest Benzes, and needs to go.The shift is offset by the fuel economy, which averaged 11.9 litres/100km during our test and could easily be better than 10 during cruising. That's partly because the XJ6 isn't a car for going quickly.The XJ doesn't match the technology or feel of the S-Class Benz, and the Audi is great but under-appreciated, but it still has plenty of strengths. And a lot of conservative luxury shoppers would prefer its look and feel to the ultra-modern BMW Seven.The XJ6 is a nicely-rounded package, though there will always be people who question the value of a car that's more than twice the price of a luxury Holden Caprice.It's a 21st-century package but it's still a Jaguar. It's a bit special. Nice pussycat.A car that's easy to live with and surprisingly frugal, but still with styling that's too like the previous model.

ISN'T aluminium wonderful: it packages drinks, wraps the lamb roast, insulates roofs, cocoons passengers 13km in the air, helps deodorise armpits and, more recently, styles cars.Yes, in an effort to reduce weight, prevent corrosion and be a big hitter in the recycling programs, carmakers are embracing aluminium.First came Audi with the all-alloy chassis-less car – the A8 – and now it's Jaguar's XJ series.Lightweight aluminium, while not an especially cheap metal, creates a car that is more nimble, more fuel efficient, produces lower emissions and, because it is lighter, can use smaller engines that effectively multiply the benefits already listed in this sentence.That is why the Jaguar XJ6 – a nameplate back after a long absence – uses a 3-litre V6 and loses little driver appeal compared with its visibly identical and $25,000 dearer V8-engined sister.Jaguar found the V6 engine in its X-type and S-type models. Incidentally, because Jaguar is owned by Ford, the engine is used in the Mondeo and is similar to the Ford Escape unit.It's mated to a six-speed automatic that has the optional sequential shift and drives the rear wheels through a well-strung suspension system. On the road, the Jaguar has sparkling acceleration with the smaller engine only showing its size primarily in kick-down situations.The car initially feels big, though the light steering feel and ample curves beautifully hide its size.The more you drive the Jag, the smaller it becomes – the mark of good engineering – and the more confident you become in its delightful handling.It has excellent roadholding and a tenacious grip on even damp roads. On the track, the car displays an ability to maintain its poise and retain an armchair ride comfort despite being flung around the corners.While ride comfort rates along with the world's best, the driving position takes a bit of getting used to. It's different from its contemporaries because the dashboard and steering wheel are close to the driver and the side windows are relatively narrow.This intimacy with the cockpit, reminiscent of earlier Jaguars, initially feels cramped, though an average-sized driver can't complain about a lack of seating room.The Jaguar has a lounge-room feel to its superbly finished interior. It is the only car in its class that contrasts with the clinical decor of the Germans.Cream leather, varnished walnut and white flocked headliner meet satellite navigation, in-car phone, computer and delicate instruments to create an impressive dashboard.Despite some hefty opposition in its price bracket, this is one of my favourites. Who needs a V8?

Launched in 1999, the S-Type was the car to put the once-proud British badge back in the world spotlight and prove that Ford's vision of a crossover between American technology and European style and history was the way to success.With strong overtones of the classic Mk I and Mk II of the '60s, the new car was a carrier worthy of Ford's vision. As one of designer Geoff Lawson's final projects before his untimely death, it was a sports saloon in the grand tradition: smooth, flowing lines, rear-wheel drive and the best of understated British luxury in the cabin.There was a fair degree of old-school resentment that such a famous British marque should have to rely on American underpinnings. Resentment also that many of the interior bits and pieces were obvious job lots from a variety of Ford-DNA vehicles.Petty though the complaints seemed, they did form a basis for an "I told you so" swell when more substantive engineering and build-quality teething problems emerged.None of those were terminal and under almost any other badge would have been accepted as minor – but the Jaguar heritage was long, it was British and it was proud ... and the "new" Jaguar's detractors had an almost magical ability to forget the "original" Jaguar's well-deserved reputation for poor reliability and questionable build quality.In the end, the S-Type did give Jaguar/Ford an entry back into the world market. It was never as strong or prolonged as hoped, though – within a couple of years, Ford's push to make Jaguar a volume player led to the smaller, cheaper, more compromised X-Type range. First front-wheel drive, then all-wheel-drive from Ford Mondeo platforms, X-Types took Jaguar further from its traditional rear-wheel-drive sports sedan heritage.In the rush for numbers, the S-Type took a marketing back seat and was left to its own devices, a situation repeated now with the very good next-generation XJ cars. And it's a shame, as the S-Type has evolved closer to its original vision than many suspected.A recent week spent with the 4.2-litre V8 Sport simply underscored how much this car has to offer. First and foremost, the S-Type looks good. The proportions are neat, the lines clean and the overall impression is that this is a car worth being seen in.The cabin remains one of the delights of the car. Even though I'm not a fan of the grey-stained birdseye maple wood treatment in the Sport, it is still done with style and restraint. Coupled with the charcoal tones on the rest of the trim, however, it does darken the interior a little too much for my liking.Jaguar's persistence with the quirky J-gate automatic shifter is simply silly. The six-speed auto in the Sport is a quality unit with well sorted ratios that deserves better. Coupled to a tiptronic-style shifter, it would alleviate any need for a manual option.Quality sports bolstering lifts the seats out of the ordinary and with ample adjustment on the driver seat and steering wheel, finding a suitable driving position is a given. Rear seat space isn't expansive but it is suitable for a range of sizes, although tall passengers could find head and leg room lacking.Equipment levels are reasonably high, as you would expect from a car well into six figures. Navigation, optional with or without television, might be expected to be standard.Dynamically, the S-Type is a nice mix of fun and function. The Sport pack comes with a stiffer spring setting than the SE models and also wins the impressive Jaguar Computer Active Technology Suspension system, which adjusts damper settings to match drive enthusiasm. Dynamic stability control and traction control (switchable) also come standard to calm excessive driver input.Even with the electronic aids switched off, the cat's 224kW and 420Nm of urge can be confidently tamed, thanks to the balance of the car and the impressive feedback from the nicely weighted speed-sensitive steering.A refresh due this year involves little more than minor mechanical tweaks and a facelift to body panels to freshen the car without detracting from its essence. That is good news. As long as the S-Type survives, Jaguar has a reference point for what its cars can be.

It was not and could not be a real Jag, detractors argued, not with drive transmitted to the road through the front wheels.While the 2.1-litre entry level model remains front wheel drive, all wheel drive is available with the 2.5-litre and 3.0-litre V6s.It has gone a long way to answering many of the jibes and in doing so has elevated the car to an entirely different plain.Front wheel drive is one thing, rear wheel drive is highly prized, but all-wheel drive...well that's something else again.Jaguar has been pushing the sporting and safety aspects of its four-paw "Cats" in recent print and television advertising campaigns.And, late last year, it released a Limited Edition X Type Sport.The Limited Edition carries a small plaque at the bottom right hand corner of the driver's door, with the name of F1 driver Mark Webber on it.It is powered by a 2.5-litre V6 with an output of 145kW and maximum 244Nm of torque at 3000rpm, with 90 per cent of torque is available between 2500 and 6000rpm.In terms of performance it is not going to move your world but as a total package the car has a certain intrinsic appeal.Guess it must be the X factor?Our test vehicle was finished in Jag's new Ultraviolet colour, a finish that looks blue in some light and almost mauve at other times.It's a good looking thing with huge, guard filling 18 inch BBS alloys and low profile rubber.In keeping with tradition twin pipes occupy the space below the rear bumper.The interior of the car is distinguished by a spotted, grey silky oak wood finish, not the kind of wood that you normally associate with Jags and sure not to be to everyone's taste.Leather is standard and the sports seats are trimmed in full leather too.The 2.5-litre engine is an enthusiastic performer and can match it with similar-sized Euros but high powered Japanese performers will leave it in their wake.Standard on the Limited Edition is five-speed automatic transmission which unfortunately reduces acceleration times from 8.3 seconds to 8.9 seconds.The gated shift is okay for normal driving, but does not lend itself to quick, hard changes where it is easy to leapfrog a gear.The full time Traction-4 all wheel drive system is biased towards the rear wheels which take 60 per cent of torque.Sport suspension is standard and handling is above average but the car has a tendency to oversteer on the limit and moves around under hard braking.Fuel economy is rated at 11.0L/100km city cycle and 7.4L/100km on the highway.During the test period we achieved an average of 11.2L/100km from the 61-litre tank.Standard equipment includes front, side and curtain airbags, climate air, eight-way electrically adjustable front seats and a steering wheel with cruise and audio controls.The Limited Edition X-Type Sport is priced from $79,990.

It's a tricky question and the answer depends on where you sit on the fence.The Jag has a certain regal elegance about it especially if its the larger XJ series, and there aren't too many around.But they come at a price. The "entry level" is now the XJ6 at a whisker under 150 grand.That buys a lot of German metal and also quite a lump of the Best of Briddish (1545kg), in this case, aluminium, not steel.The XJ6 name first appeared back in 1968 and then it went away in the late '90s to reappear this year complete with a 3.0-litre, Duratec V6.Shock horror, a V6?Sound familiar, its from the Ford parts bin.The underbonnet of an XJ6 was traditionally filled with a straight six.What's it matter?Not the slightest actually because the V6 might look tiny in that big engine bay but it beats with a smooth strong heart.And coupled with the lightweight aluminium chassis and body, performance is excellent.The engine is good for 179kW –not much less than the previous 3.2-litre V8. Maximum torque is 300Nm.But the big advantage is fuel economy. Not that it will be an issue for someone who buys this car, though it should be.Here is a big Jag that will return around 11 litres/100km average fuel consumption – about the same as a Commodore.It has strong acceleration thanks in part to the silky six speed automatic transmission, variable valve timing and a variable geometry induction system. Drive is to the rear wheels.Naturally, ride quality is almost above reproach. The self levelling air suspension automatically adjusts ride height according to load and boosts high speed stability. The car wafts along like it's on a cloud and is replete with a large luxury inventory right down to "classic" wood grain panel inserts, dual smog sensor and odour filter, electric park brake, leather upholstery, satnav, TV, premium sound.It could do with xenon headlights.The dash is high but is in keeping with the slightly olde-worlde interior of the XJ which is easy and comfortable to drive. Long trips are not a problem in this car but the boot is shallow.There is plenty to like about the XJ6, it handles neatly, sounds pretty good, looks classy and provides plush, luxury and high levels of safety for five.

The XJ6 badge has returned to give buyers a six-cylinder leg-up into the most Jaguar of Jaguar cars, the full-size XJ series.It also sneaks the XJ into the sub-$150,000 bracket – by just $100 but more than $20,000 cheaper than its direct German rivals.The XJ6 has been missing in Australia since 1997.Jaguar Australia general manager David Blackhall says the new base-level XJ will boost sales for the model by nearly 50 per cent."We're expecting to sell 220 XJs this year and we expect about 70 to be the XJ6. We also expect the XJ6's return to stimulate sales of the X and S-Type," he says.The XJ range has soldiered on with only eight-cylinder XJ8 variants, with the previous bottom-end variant – powered by a 3.2-litre V8 – being cut last year.Unlike previous XJ6s, the new car has a V6 instead of the classic in-line six. And the AJ-V6 engine has working-class roots, being a development of a Ford powerplant.Power is a very respectable 179kW, but torque is a relatively modest 300Nm.Thanks to its new aluminium body and the new engine, the XJ6 weighs 1545kg, 195kg less than the Mercedes-Benz S350 and 300kg below the BMW 735i.The aluminium also improves the car's resistance to minor dings.The weight saving means the XJ6's performance is equal or better than that of the previous 3.2-litre XJ8's 179kW V8, according to Jaguar.Equipment levels match those of the naturally aspirated (non-supercharged) XJ8s, including DVD satellite navigation, TV tuner, front car phone, 12-way power-adjustable leather seats, leather trim, cruise control, electronic park brake and 18-inch wheels. Jaguar's air suspension with CATS (Computer Active Technology Suspension) adaptive damping and the touchscreen audio and climate control are also standard.Jaguar has struggled in Austra lia in recent years, sales falling to just 1433 last year, down from 1751 in 2002, and Blackhall admits the brand has not been well managed here."There's been some decisions about some of our vehicle selections that haven't been quite right."We've imported a sport model X-Type in the past, for example, which had cloth trim and no cruise control for around $60,000."It's not the right feel for a prestige brand when a $40,000 Falcon can have leather trim, cruise and other extras."The challenge for Jaguar in Australia has been getting on to people's luxury shopping lists. The XJ6 could be the car that gets a few more thinking about the brand.A price tag of just under $150,000 might not sound like a value winner but, compared to its mainly German rivals, there's a lot of metal and equipment for the money.On paper it stacks up well against the entry-level BMW and Mercedes-Benz limousines, the 7-Series 735i and S-Class S350, although that depends on where you consider the "Big Cat" badge sits in comparison to the three-pointed star or the BMW roundel.For better or worse, everyone will know you're in a Jag. The XJ looks pretty much like the previous model from most angles, despite being a completely new car, and not much different to its predecessors over the past 30 odd years.For the purist it might be wonderful, but there aren't an enormous number of purists left in Australia and we can't help thinking those who may otherwise be seeking a Mercedes-Benz or BMW might think the classic look is too old-fashioned.It's not just the outside that's caught in the XJ time warp. The interior, with woodgrain highlights and small, hard-to-read instrument dials might be a classy touch, but the more technical feel of the Benz or BMW works better.The fact the speedo is too small to have all increments of 10km/h marked is unhelpful.Look past the "grey power" styling and image, and the XJ6 is a technologically advanced car.Thanks to its aluminium panels, the big Jag is lighter than almost anything its size. It's also very well equipped compared to its rivals.The touch-screen audio and climate controls in the centre of the dash are extremely user-friendly, especially when changing CDs.We don't know how well the touch-screen would survive long-term day-to-day use, but it works.Roadholding and handling is impressive and the car seems a lot smaller on the road than it is.It also feels balanced, making it nimble and fun to drive on windy roads. But the steering is light.Power from the 3.0-litre V6 is reasonable, but the engine is not torquey, which means it does its best work at mid to high revs.The result is the car feels sluggish when launched, but is fine once it's going. The engine is also relatively noisy when pushed hard.If people test drive the smooth-handling XJ6, Jaguar may find them keen to upgrade to the 3.5-litre XJ8 for an extra $20,000, if they want the extra pull.The ZF six-speed automatic is popular among other European prestige cars, including BMW and Mercedes-Benz models.In contrast to the Germans, the XJ6 has Jaguar's J-Gate arrangement instead of a tiptronic-style manual mode. Leave it in "D" and it's a regular auto, but shift it to the left and you can select gears two through five manually.I found this easy to use and less hit-and-miss than a tiptronic, but other testers found it slow to react.Another pleasant surprise for such a big car was the fuel economy. Jaguar claims 10.5 l/100km, but we managed 8.8 l/100km without even trying, despite doing most of our driving outside Melbourne.It's ironic then that the car's "Jaguar-ness" could be what puts people off. When prestige is as much about perception as it is about reality, and technology equals prestige, its '60s-inspired lines and dials might be too subtle to stand out against the usual luxury car shopping-list toppers.

Elms in their autumn tones, ivy-covered wrought iron fences, twisty backblock lanes and few other road users in sight.The picture inside the XJ6 was just as quintessentially British with traditional burr walnut veneer and suave leather trim at hand and a long, sloping bonnet to scan over as the thread of hilly blacktop unravelled with consummate ease.Yes, the seventh generation XJ6 is made of much of the "right stuff" for which Jaguar is renowned, but the bonus is a raft of 21st century technology incorporated to make motoring as safe and untroubled as it should be enjoyable.For instance, the XJ6 shares the same specs' as its bigger, naturally aspirated V8 siblings such as satellite navigation, television, telephone, premium sound, reverse park aid, rear multimedia pack and rain-sensing wipers.This is a car comfy and roomy enough in which to hold a boardroom meeting, but don't confuse that with being big and bargy.By replacing the traditional steel body construction with a riveted monocoque, the new XJ6 is longer, taller and wider than its predecessor but – even more significantly – is around 40 per cent lighter with increased rigidity.To emphasise just how strong, Jaguar Australia general manager David Blackhall invited all and sundry to belt the hell out of a spare door with a hammer.We tried to do just that, with just a series of pock marks to show for our efforts.A comforting thought for Cat owners given the jungle that our roads and car parks have become.Then there's the engine. Forget the inline six, this is a 3.0-litre, 24v, V6 with a stated power output of 179kW at 6800rpm and maximum torque of 300Nm at 4100rpm.Driving seamlessly through a ZF 6-speed automatic gearbox, the V6 seems well to be up to Jaguar's claims of an impressive 0-100km/h time of 8.1seconds and top speed of 233km/h. Overall fuel consumption measures 10.5l/100km.An all too brief three hours in the XJ6 – half as driver, half as passenger – confirmed that Jaguar has pretty well got the balance between luxury and performance right.What didn't I like? Having to hand the keys back.The Jaguar XJ6 went on sale May 2. Price is $149,000.