Wheels Magazine 
September, 2002
Now that's more like it. After a somewhat disappointing debut in 1999, Jaguar has put its reborn S-Type through a thorough re-development program, and here is the result - a much more capable and credible attempt at luxury.
Criticisms of the daggy interior, average dynamics, and unconvincing styling failed to dampen the S-Type's sales glory to any huge extent, but in the context of BMW's much lauded 5 Series and Mercedes' all-new E-class, the old S-Type had already become dog-eared. Too flawed to challenge the top brass, and a bit too Reginald Winterbottom-Smyth.
That's not to say Jag's new S-Type has transformed into some kind of David Beckham clone, but it is less stuffy. The big news is a brace of feisty new engines - a 150kW 2.5-litre V6 in a cheap, entry-level model ($85,500), a larger 224kW 4.2-litre V8 (replacing the 209kW 4.0), and a towering 298kW supercharged 4.2 in the S-Type R. But it's the naturally aspirated V8 that I'd trade family for.
With a higher compression ratio (11.0:1 versus 10.5) and several other mechanical revisions, the 4.2 delivers more grunt than the old 4.0, as well as reduced fuel consumption and emissions. It's slower than the blown V8 by a not insubstantial margin (0-100 in 7.1secs versus 5.9), but the 224kW 4.2 in this S-Type SE sounds glorious - richer than the R engine, with a more traditional V8 burble that isn't disguised by supercharger whine. From 3500rpm to redline, it sings like a muted V8 Supercar, and while the AJ-V8 relishes (and rewards) a heavy right foot - with rapid acceleration and blissful noise, but not sparing fuel use - it remains an effortless wafting device.
It's also mated to an all-new ZF six-speed auto, which is superb in operation, and enhances the V8's impression of instant grunt. But the (now electronic) J-gate selector still needs work. In this instance, the 'manual' slot has four gears stacked tightly together on the left, and requires a soft touch to prevent skipping a gear. The S-Type also features an electronic parking brake - via a large, chromed button in the centre console - that automatically engages when the ignition key is removed, and self-releases when you shift out of park. Sounds gimmicky, but it isn't.
Larger-diameter brakes with panic brake assist, and electronic traction and dynamic stability control are standard across the range, and the front suspension is new - forged aluminium control arms, stiffened cast-aluminium front knuckles, and a new front subframe. At the rear, the existing double-A-arm arrangement has been extensively tweaked with a new subframe mounted more rigidly to the body, new control arms and knuckles, and a superior toe-link for improved wheel alignment. The S-Type's body is also 10 per cent stiffer, and the use of aluminium and magnesium in the seats, facia, crossmembers, and suspension has cut overall weight by 50kg.
The S-Type remains a heavy car, though, and you know you're piloting something Gorilla-like. But it has a fine chassis. The new S turns in with surprising eagerness, and balance remains impressively neutral. It strings corners together fluidly, providing you aren't too judicious with the right foot, and is nicely adjustable via the throttle - although the transition from not enough pedal to too much is a bit abrupt. Grip is strong, the steering feels good (although the column judders slightly over ripples), and the S-Type 4.2 can even provide some wicked fun if you ignore sense.
But it's the ride that seals the deal - absorbent, and precisely damped with well judged body control. The Jag lopes between corners without inducing sea-sickness, and only big hits intrude into the cabin. The rest of the time, the Jaguar is a model of civilised tranquility.
The tweaked cabin is a big leap forward, although packaging is still pretty crook, and four-up comfort can be a stretch. But not if you're driving. And you will want to drive the new S-Type. A spectacular engine, a great driving position, an impressive ride/handling mix, and an unburstable feeling of strength more than overcome any styling misgivings. But will all that be enough to challenge Mercedes' new E-class?