Jaguar XJ 2013 Review

Jaguar has introduced two new downsized petrol engines as part of an upgraded 13MY XF and XJ line-up – a 3.0-litre supercharged V6 to replace its naturally aspirated 5.0-litre V8 and a Ford-sourced 2.0-litre turbocharged four-cylinder to replace the 3.0-litre naturally aspirated petrol AJ-V6.

The engines will power Australia’s updated XF model range from November, delivering to buyers of the large Jaguar sedan a new sub-$80,000 option. At this stage, however, the new turbo four (which also powers Ford’s EcoBoost Falcon) is not destined for the XJ in markets outside Europe and China.

Matched with a new eight-speed automatic transmission, the new engines will see Jaguar’s entire XF and XJ model ranges – which continue to include 2.2-litre and 3.0-litre turbodiesel and 5.0-litre supercharged petrol V8 engines – powered exclusively by forced-induction engines.

An extensive day’s drive west of London in both the new 3.0 V6 S/C and 2.0 i4 Ti versions of the 13MY XJ (which also features minor rear suspension tweaks aimed at improving ride quality) revealed that both new engines deliver lower fuel consumption while still offering the performance and refinement befitting of Jaguar’s four-door flagship.

Our first taste of Jaguar’s new all-alloy DOHC direct-injection supercharged V6 – expected to become the brand’s most popular engine in Australia – was in a long-wheelbase XJ L fitted with big 20-inch alloy wheels.

As expected, the blown V6 lacks the aural rewards of Jaguar’s sonorous V8, but it does offer a hairy-chested engine burble at idle and a unique, characterful engine note at all points of its rev range. That said, it does sound a little forced at its 6500rpm redline.

Refinement takes a huge step up compared to the outgoing naturally-aspirated AJ V6, however, and the force-fed V6 feels as muscular and responsive as the V8 it replaces. This is thanks in part to the new eight-speed auto that shifts quickly and seamlessly – either on its own or via the steering wheel paddle shifters.

Power delivery isn’t as linear as the V8, but with a long-stroke 84.5 x 89mm (bore x stroke) design and peak outputs of 250kW at 6500rpm and 450Nm anywhere between 3500-5000rpm, there is no shortage of urge available at any speed.

Icing on the cake of the 3.0 V6 S/C is a price that will undercut the non-supercharged V8 variant in both the XF and XJ, and fuel consumption and CO2 emissions that fall to 9.4L/100km and 224g/km.

We consumed fuel at the rate of 11.1L/100km during our stint in the XJ 3.0 S/C, which retains a 0-100km/h acceleration figure of just 5.9 seconds and an electronically limited top speed of 250km/h. These stats augur well for Jaguar’s upcoming F-TYPE roadster, which will be powered by a higher-output 280kW/460Nm version of the blown six, matched with a dual-clutch automated manual transmission.

While we only sampled the new blown V6 in the 13MY XJ, which also features new infotainment and Meridian sound systems, these figures also apply to the 13MY XF (which weighs almost the same as the larger but alloy-bodied XJ).

If anything, the second global rear-wheel drive application of the same turbocharged 2.0-litre four-cylinder petrol engine that now powers Ford’s EcoBoost Falcon was even more impressive in the 13MY XJ.

Although Australians are unlikely to have access to the first ever four-cylinder XJ, the silky-smooth but distinctive sounding turbo four should deliver the same lusty in-gear acceleration in the XF as it did in Jaguar’s top-shelf sedan.

No, throttle response isn’t as instant as it is with the supercharged V6, but anywhere above 3000rpm even the smallest right foot input is met with enthusiastic acceleration. The 2.0-litre is also happier and more willing to rev to its near-6500rpm cut-out.

Jaguar says a lack of engineering resources prevented it from fitting a fuel-saving idle-stop system to the Ford engine in either the XF or XJ, and consequently official fuel consumption is 9.3L/100km (8.9L/100km in the XF) -- just 0.1L/100km less than the supercharged 3.0-litre XJ.

We recorded a significantly better real world figure of 10.0L/100km, however, in a short-wheelbase XJ with 19-inch alloys. (FYI: the higher profile tyres offered marginally improved ride quality than the XJ L on 20s).

Jaguar says it used the opportunity presented by what is effectively a midlife makeover for the new XJ (first launched in the UK in 2009) to improve ride quality, by softening off the rear suspension spring and damping rates. The changes may benefit rear-seat passengers, but it doesn’t eliminate the body resonance that emanates from the front wheels when they strike large road bumps and holes. Ride comfort is improved but still nowhere near class-leading.

For the record, the 2.0-litre turbo engine weighs just 138kg and delivers 177kW at 5500rpm and 340Nm between 2000-4000rpm. Officially, Jaguar claims the 2.0-litre turbo-four accelerates the XF to 100km/h in a respectable 7.9 seconds and on to a top speed of 209km/h, while the XJ 2.0 i4 Ti is claimed to be both quicker and faster with 100km/h acceleration in 7.5 seconds and a 241km/h top speed.

On the road, however, the first 2.0-litre XJ feels much quicker than that, which makes it more of a shame it won’t be available Down Under.

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