Jaguar S-Type Diesel 2006 Review

7-day Test

At the launch of the Jaguar S-Type back in 1999, a well-known retired automotive designer standing next to me described it as a Korean interpretation of what a Jaguar should look like. His comments crystallized what many were thinking.  Following its clever 2004 styling update, S-Type styling gained enough authentic British Jaguar character to warrant another look. The key to this test was to assess whether it could still be a Jaguar with a diesel under the bonnet.

The S-Type's latest front and rear details including the finer more Jaguar-like grille, the leaper bonnet mascot and rounded side profile along with the exquisite fine-spoked 'Mercury' alloy wheels were essential to hold the Jaguar line while something as fundamental as a high performance petrol engine was removed from the equation. Many Jaguar-philes have already rejected a diesel Jaguar in the same breath as the base X-Type's front drive as another corruption of the proud Jaguar tradition. It was fascinating to observe Jaguar-owning friends entrenched in this view end up as convinced by this amazing new model as I was.

The diesel was first launched elsewhere with the 2004 styling changes. Because Australians were forced to wait for better quality fuel, we went straight to the improved 2006 version with higher injection pressures, different injector spray patterns, recalibrated turbocharger activation and a host of other refinements.

Weighing 202kg or just 22kg more than Holden's basic pushrod all aluminium V8, the S-Type's amazing 2.7-litre diesel features twin turbochargers, twin overhead cam alloy heads, four valves per cylinder and a unique compacted graphite iron block stiffened by an aluminium frame. It doesn't weigh down the nose nor does it sound like a diesel with its petrol engine growl. Both are essential to preserve Jaguar agility and authenticity.

A lower compression ratio exploits the turbocharging for better emissions and quieter combustion. A special oil-cooled piston design also silences some of the piston clatter characteristic of a diesel engine. In practice, it is one of the more successful attempts to make a diesel sound like a high performance petrol engine.

It uses ink jet printer technology for its injectors using piezo ceramic stacks to open and shut each injector four times faster than the usual solenoids generating a throttle response worthy of a Jaguar. Each injector sprays through orifices as fine as a human hair. The package is topped by a six-speed auto similar to the superb ZF unit that has transformed upper level BF Falcons.

While German car fans value the stark low profile dash designs and sanitized diesel sounds of Jaguar rivals, the S-Type diesel keeps a stiff British upper lip with its imposing old-fashioned dash, lavish wood trim on everything from steering wheel to dash, muted engine growl and velvety low-speed ride. It is a different approach to other diesel packages and represents a painless transition for those who feel they couldn't give up a powerful V8 luxury car.

It was one of the few cars on test recently where I looked for any excuse to go for a drive hence the 540km test tally. Thanks to its striking Indigo blue presence, there was always a passenger waiting to join me from all age groups. Inner city and urban freeway testing produced an average of just 7litres/100km and a deliberately hard drive up and down a mountain road over a controlled 175km couldn't lift fuel consumption much over 9.5 litres/100km. Over the same route in near enough the same time, I have averaged 18.5-20litres/100km in local V8 muscle cars. 

Its 153kW/4000rpm and 435Nm/1900rpm explains why it delivers its best in a sweet spot between 1500 and 4000rpm. Pushing beyond that is a waste of time and fuel. Letting it drop below 1500rpm is to invite lag which can be minimised if you engage the manual shift.

The S-Type diesel features Jaguar's J-handle manual select system which I liked when it operates in the right direction. Driving this diesel for optimum performance is the same as any high performance engine except the rev band is much lower. It will reward you with the same satisfying growl and astonishingly quick point to point progress. A back seat test revealed that all occupants can talk at loungeroom levels over Australia's coarse surfaced rural roads, something increasingly difficult in some of Jaguar's premium rivals.

Despite extra stiffening in 2004, the body structure still doesn't feel as rigid as the best of its German rivals probably because it offers a full fold-down back seat which, by the way, can only be folded from inside the boot for added security.  It also feels more compliant with a superb ride that doesn't generate sway in corners or during changes in road camber.  Front and rear parking sensors along with a reasonable turning circle make it easy to place in urban conditions but those beautiful alloys are really vulnerable. The full-size spare inspired confidence and the self-releasing electronic parking brake makes more sense than expected.

Compared to a recent drive in the Lexus GS450h hybrid, the Jaguar, which is $20,000 cheaper, offers more practical cabin accommodation and boot plus a friendlier ride with better steering weighting and feel but it's not quite as sporty during directional changes. It is also at least 100kg lighter at 1790kg and feels it. While it can't match the ultimate performance and finer quality of the Lexus, the S-Type is no slouch with a claimed zero to 100km/h time of 8.6 seconds and is not as clinical.

Just as these prestige cars flood their drivers with even more technology that can't always be accessed safely while on the move, the Jaguar provides a huge centre touch screen that operates everything from the sound system to the satnav as well as the dual zone climate control. It generates huge letters and symbols for each function at an eye level much higher than usual. They can be identified and touched with minimal distraction. Technophobes need not fear when the Jaguar achieves a reasonable balance between the new and old.

If you are in the situation where you need to lease a company car to buy out  later for a shift into long term self-employment or retirement, this would have to be on the short list. Its traditional cabin and style have dated as much as they ever will, diesel resale prospects are brighter than ever and its fuel costs are near enough to a Corolla or smaller. Go on Jeeves, you deserve it.