Jaguar Reviews

The self-levelling sedan also drops its skirts 15mm at 160km/h-plus. The XJR version's supercharger spins 5 per cent faster than before.When you lock the doors, the door mirrors fold themselves away. And there's now room for adults in the back seat.For this, the seventh-generation of a car which has showcased both the best and worst of British engineering since 1968, is the XJ for the 21st century; lighter, smarter and faster than ever.The aluminium-bodied Jaguar XJ boasts much diligence to detail.The style is familiar but fresh and clever, allowing for extra rear-seat room and boot space without compromising that original grace of the late 1960s. A Jaguar XJ still stands out in the pack.Jaguar designer Ian Callum says this longer, wider and taller XJ is more dynamic and modern-looking in terms of its proportions, helped by slimmer glass-to-door ratios."When you position it alongside major competitors, it is also clearly a very elegant car," Callum says."It's much more robust-looking than the previous model, creating a real presence on the road."There are four XJs in the new range, from $169,000 for the XJ8 3.5-litre through to $229,000 for the Super V8.The 3.5-litre car produces 196kW, the 4.2-litre V8 pumps out 224kW and the supercharged 4.2 in the XJR and Super V8 has 298kW – all very handy in a car that's 200kg lighter than the last XJ series.All use a six-speed automatic transmission, shifted through Jaguar's familiar J-gate arrangement. All are claimed to be faster and more economical than before.Air suspension, controlled by a new generation of Jaguar's Computer Active Technology Suspension, is standard across all cars.The cabin – with more room for both front and rear occupants – is finished in the traditional mix of leather and timber trims plus the latest in comfort and convenience technology, including voice-activated controls for telephone, navigation systems and airconditioning.Callum says the interior is classic Jaguar."It epitomises what a Jaguar interior should be – warm, inviting and not imposing," he says. "I always say that you should get out of a Jaguar feeling better than you did when you got in."Inside, there is a multitude of airbags, with claims of outstanding crash protection from the rivet-bonded, aluminium monocoque body.The light weight and extra stiffness to the chassis, new front and rear suspensions plus the new family of engines are claimed to enhance the Jaguar XJ's reputation as a sporting sedan.

The quick Cat has a just-right combination of elegance, history and restrained menace.It's not the quickest sports sedan in the world, but if Sean Connery were coming back as a car, he'd look good as an S-Type R.The mid-sized Jaguar has taken over as the car of choice for driving enthusiasts who have to have a Cat.It's the latest product to wear an R badge, the equivalent of an M car from BMW or a Benz AMG or an S-type Audi, and has taken over from the bigger and costlier XK and XJ coupe and sedan.The S-Type R has the advantages of a newer and more nimble body, a cheaper bottom line – not that $162,500 is truly cheap – and a look that could only be a Jaguar.We thoroughly enjoyed our time with the S-Type R – let's make it the STR to save space and complication – and it erased the less-than-best memories of the starting-price X-Type we tested last year.The STR is bigger, bolder and a lot better.It is built up from the S-Type body that joined the Jaguar fleet as a way of luring younger buyers. Jaguar being Jaguar, and using Ford funding, the car has a look that flips back to the '60s with four round headlamps in front of a sculpted bonnet, and a stubby tail with cut-down rear window line.The R treatment goes well beyond the basic S-Type mechanical package, starting with a gutsy supercharged 4.2-litre V8 engine. It has 281kW of power, close to double the basic V6, and 553Nm of torque.The engine does its business through the latest six-speed Jaguar automatic, complete with the signature `J-gate' shift.There's 18-inch alloy wheels, sports suspension, bigger brakes, dynamic stability control and R sports bucket seats.The mechanical changes are highlighted by a threatening new look that comes from the lowered body, a deeper front spoiler and a small aero blade across the boot, and traditional meshing inside the radiator intake.It's a good look that has more personality than a BMW M5 or Mercedes E55, suggesting something special even to people who don't know much about cars. On the roadJAGUAR says the STR is a real rival for the Merc E55 and the BMW M5. But it doesn't have the thump of the Benz or the manual gearbox and sweet chassis of the M5.Still, you always know the STR is special, whether you're sitting at the wheel or just walking towards it in a car park. And we like that.Turn the key and you know the engine room is filled with menace, though the supercharged V8 doesn't go all rowdy. It has a muscular idle and solid bottom-end thrust from the lights, but it's not until you hear the subdued scream from the supercharger – and feel it kick from 3000 revs – that you know just how fast the STR can go.The shift response in the latest six-speeder is crisp and enjoyable, and the J-gate feels more precise and usable than earlier Jaguars we've driven.The engine pulls hard all the way to the top end, and by then most people will have given up to protect their licence . . . even in second and third. It's a classic case of a big motor in a small car – and that means it will take something special to keep up.Jaguar says it will get to 100km/h in just 5.6 seconds, and any car of any type that can run the benchmark sprint in better than six seconds is seriously quick. Particularly with an automatic gearbox and 1800kg to motivate. If you're interested, the top speed is limited at 250km/h.The STR really gets going when you point it into the twisties, and Jaguar's engineers have made it drive like a sports car without turning it into a bucking bronco. The suspension is lowered and tightened, but the work has been done without compromising the ride comfort.So you can hussle through corners without worrying about the car bouncing over the sort of bitumen acne that's splattered across most Australian roads. The handling balance is a little nose-heavy at first, but once you get it turning you can adjust the feel and attitude with the throttle.It's not as brutally quick and challenging as an E55 or as refined and fast as an M5 but, once again, you'd only see the difference if you had all three cars in the same place at the same time. And that probably won't ever happen in the real world.We liked the way the S-Type R isn't always on, always urging you to get into the action. It will go, and go hard, but you can also take things easy without feeling short-changed.The R's cabin is still a real Jaguar, even with the latest touch-screen satnav in the centre of the dash. The leather, wood and deep-pile carpet are just what you'd expect from the British brand, and it also has new-age CD sound and seats which do a top job on support and comfort.But the back seat is definitely only a two-place space, a shortcoming against its German rivals, and the headroom isn't great for anyone over about 170cm. Legroom can also get tight with big people in the front seats.Still, Jaguar has done a good job on luggage space.We really enjoyed our time with Jaguar's S-Type R. It has more space than a Maserati Coupe and more personality than the Audi S6 and is close enough to the benchmark Germans to make it a serious threat.

This is one of the most important cars in Jaguar's history, the all-new X-type sedan. It is the first compact prestige contender from the leaping cat.  It is also the first all-new model since Ford took total control of the brand several years ago.The X-type is aimed at attracting younger buyers to the Jaguar brand. Even the X in its name should strike a chord with cashed-up, computer-bred Generation Xers.  Jaguar hopes the baby cat will woo buyers away from German rivals such as BMW, Mercedes-Benz and Audi, then keep them as Jaguar owners as it re-invents the rest of its model range.The X-type is just one ingredient in Ford's plan to resurrect Jaguar as a serious luxury brand across the globe. It comes hot on the heels of Jaguar entering Formula One racing and the successful retro-styled S-type mid-sized sedan.AppearanceLike the S-type, the X-type is instantly recognisable as a Jaguar.  The front end borrows heavily from the range-topping XJS with its four headlights and large, horizontal grille. The back end also has design links with other Jags, including its twin tail pipes and classy tail lights.PlatformUnder its skin, however, the X-type shares most of its basic architecture with the all-new Mondeo, which has been scrapped from the blue oval's Aussie line-up.The two cars were engineered together from the beginning of the project, but the Jag is clearly a Jag and the Ford is clearly a Ford -- there is no visible common link between the two.DrivetrainsTo further separate the pair, the X-type comes standard with a four-wheel-drive transmission and its own 2.5-litre and 3.0-litre V6 engines.  Both engines produce a fair amount of power, with the 2.5-litre pumping out 145Kw and the 3.0-litre delivering 172Kw.The base engine is beaten in the power stakes only by the turbo-charged Volvo S60 2.4T, while the bigger V6 matches the class-leading BMW 330 as the most powerful naturally aspirated 3.0-litre engines on offer.Fit-out and equipmentJaguar Australia has two spec levels available for the X-type, Sport and SE. Both are available with either the 2.5-litre or 3.0-litre engines.  The Sport comes standard with a five-speed manual transmission but has an optional five-speed automatic, which is standard on the SE.The Sport models have 17-inch alloy wheels, sport-tuned suspension, cloth/leather interior trim, CD sound, full electrics, auto air-con and grey-stained woodgrain dash inserts.  The more luxurious SE comes with more comfortable touring suspension, 16-inch alloy wheels, cruise control, leather trim and conventional woodgrain dash inserts.Safety-wise, all X-types come with anti-skid brakes and dual front, side and curtain airbags.  The extensive options list is highlighted by a voice-activated and touch-screen satellite navigation, audio, telephone and air-conditioning system.DrivingJaguar has needed a baby car for so long and now it's finally here. The new kitten is compact but not cramped; affordable but not cheap; youthful but not childish.  The X-Type is a sporty sedan that is really enjoyable to drive, with the cushy luxury you expect in a Cat car.It's good enough to make a strong case with $60,000-something prestige buyers, though it's not the Gen-X breakthrough that many people expected. It's too reserved.  The best news is that it is a real Jaguar, something you feel in the floating-cloud ride and the smell when you slide into the leather-wrapped cabin.But the X-Type has a secret. It's really a Ford.  The American carmaker has been providing the cash and technology for new-car projects since it took control of Jaguar, with results from the impressive retro-styled S-Type to the radical F-type concept car.But this time it's more. The basics for the X-Type are shared with the all-new Mondeo, which Ford Australia foolishly rejected as a contender for local showrooms.  The Mondeo has cleaned up as the best mid-sized sedan in Europe this year, so the Ford connection isn't nearly as negative for the X-Type as it could have been in the past.Actually, it's a bonus, because sharing the core engineering has allowed Jaguar engineers and designers to spend more on bits that really count for their customers.  They've given the car a unique all-wheel-drive system to step it well away from Mondeo motoring, as well as the luxury stuff you expect in a Cat car with a $68,150 base price.That means auto air-con, electric seats (as well as windows and mirrors), a funky sound system and satellite navigation.  After a week with the X-Type, including a Sydney-Bathurst run, we're converts.  The test car was the 2.5-litre Sport model with automatic transmission, alloy wheels and a spoiler.The leather-wrapped front buckets had surprisingly good side support and qualify as some of the best we've travelled in lately.  It got along nicely enough, handled crisply, was comfortable and quiet, and did well at the pumps with a thirst of just 9.7 litres/100km.  The engine is probably the letdown in the package. It's missing the bottom-end urge that usually makes Jaguar motoring so effortless.You have to stir the V6, using the J-gate shift to get it revving, and it doesn't have much of an exhaust note when it's working.  The J-gate is another disappointment, with a vague shift and an outdated concept. Today's touch-change autos are much more responsive, particularly in the latest Benz.  The test car was also hard to move in and out of park.The X-Type has a very crisp chassis, with good cornering bite and incredible grip. The ride is great, but Jaguar has missed one thing: impact control. The test car's big wheels really thumped into potholes.The rest of the X-Type package is impressive and refined. The cabin takes four adults and the boot is the biggest in the Jaguar family.Against its rivals, the X-Type is not the cheapest, and it has a few annoying foibles, but after all it is a Jaguar. For many, including a new generation just discovering the brand, that will be good enough.JAGUAR X-TYPE 2.5 SportPrice as tested: $75,750Engine: 2.5-litre V6 with overhead camshafts and fuel injectionPower: 145kW at 6800revsTorque: 231Nm at 3000revsTransmission: Five-speed automatic, Four-wheel driveBody: Four-door sedanDimensions: Length: 4672mm, width: 2002mm, height: 1392mm, wheelbase: 2710mm, tracks: 1522mm/1537mm front/rearWeight: 1595kgFuel tank: 61 litresFuel consumption: 9.7 litres/100km average on testSteering: Power-assisted rack-and-pinionSuspension: Fully independent with front MacPherson struts and multi-link rearBrakes: Four-wheel anti-skid discsWheels: 17x7 alloysTyres: 245/45 R17Warranty: Three years/100,000kmRIVALSBMW 325i **** (from $67,405)Lexus ES300 *** (from $79,950)Mercedes C240 **** (from $75,000)Volvo S60 T *** (from $66,950)The bottom line ****+ It's a Jag- Suspension thump; vague auto shifter. Good news for Jag -- and younger customers.