Jaguar XJ Series 2004 Review

What we liked
>> Smooth V8 engines
>> More interior room
>> Refined overall package

Not so much
>> Interior still not space-efficient
>> Noisy 18inch tyres
>> Wind noise from wing mirrors

OVERVIEW
Jaguar launched its first top cat XJ sedan in 1968, the name derived from the car's codename: eXperimental Jaguar. The XJ series has traditionally been the core model in the Jaguar lineup, and even with the addition of the S-Type and X-Type models in the last five years, has accounted for more than half the Jaguars ever built.

The XJ sedan is a tour de force of Jaguar technology. Like similarly positioned cars from BMW and Mercedes, the flagship XJ demonstrates the company's breakthroughs -- take this generation's impressive aluminium chassis and body structure for example.

Sedan only, the XJ has previously been available with a range of six and eight cylinder engines in standard and long wheelbase bodies. The seventh generation model launched in Australia in June, 2003, comes initially with three V8 engines, and only in the standard wheelbase - though derivatives may follow after a year or two.

The new model measures 5.02m long by 1.8m wide by 1.3m high. It's longer, wider and taller than the one it replaces, and yet is actually lighter, thanks to substantial use of lightweight aluminium. It's constructed using rivet and epoxy bonding techniques first developed for the aerospace industry, resulting in a body that's 40 per cent lighter and 60 per cent stiffer than before.

Australian demand for the Top Cat is not huge, typically running between 5 and 30 vehicles a month depending on the newness of both the Jaguar and its competition. In comparison BMW and Mercedes sell around 30-40 cars a month in this market. Jaguar pegs the top-end luxury market at around 1300 cars annually.

FEATURES
Four models were offered initially in Australia; a 3.5-litre XJ8, 4.2-litre XJ8, supercharged XJR and a 'Super V8'. In May 2004 Jaguar reintroduced its iconic XJ6 nameplate by adding a 3-litre six cylinder powered XJ to the lineup. Prices at launch range from $149,900 (3.0) to $229,000 for the luxurious Super V8.

All models are exceedingly well equipped; features like electric seats, fast glass, remote central locking, electric mirrors and electrically adjustable steering wheel are taken for granted. Leather interior, plush carpet and high gloss wooden touches permeate the refined cabin.

Climate, audio and DVD satellite navigation are combined in the 7 inch display screen -- with touch-screen capabilities. An in-car TV and front and rear mobile phones can be optioned into the system. Also optional are seatback-mounted DVD players with individual headsets for rear seat passengers.

A premium sound system with six-stack CD player and 12 speakers is standard on all models. Climate control is two-zone adjustable; a four-zone version exists on the options list.

The XJ features a similar electronic park brake to the S-Type, located behind the J-gate, which switches itself on and off depending on the location of the gear lever in the J-gate -- which begs the question; why have it at all?

Alloy wheels are fitted on all models, 18inch diameter on the all bar the XJR, which gets 19-inchers. Massive 20-inch wheels and tyres are optional on all models. The XJR and Super V8 get high-intensity Bi-Xenon headlights, optional on the others.

All XJ models come with cruise control, adaptive on the Super V8 and optional on the rest. Adaptive Cruise Control (ACC) uses microwave radar sensors mounted in the front bumper to adapt vehicle speed to that of the car in front.

Rear park control is standard on all models, front park control is optional. Rain sensing wipers are standard; a glass electric sunroof is optional. If you haven't guessed by now, the standard features list with Jaguar's new XJ is long, but the options list is even longer.

COMFORT
Jaguar has gone to some lengths to improve what was once one of the tighter cabins around. The roofline is higher, and the vehicle is longer and wider than before. That said, legroom and headroom in the rear is comfortable, but not as expansive as the German competition. Jaguar's come a long way, however there's still room for improvement.

The front seats on the XJR and Super V8 are (count 'em) 16-way adjustable, including the headrests, and all come with seat heaters. The accelerator and brake pedal are electrically adjustable via the steering-adjust stalk -- a feature Aussies first saw on the BA Falcon, and standard on all XJs.

Interior colours differ depending on the model. The overtly sporty XJR gets an aggressively dark treatment on the seats, interior and dashboard while the rest have a choice of three more conservative trims. There's plenty of storage cubby-holes front and rear, along with at least four cupholders. At a time when an ashtray is not standard on Commodore, the XJ includes individual ashtrays in each of the four doors.

Boot-space is surprisingly good for such a low, lithe beast. It's even better when you realise there's a full-size spare tyre hiding beneath the floor. The new model's higher bootlid makes a marked improvement to stowage space.

SAFETY
Active safety features on the new XJ begin with the 40 per cent lighter body structure which improves the vehicle's maneuverability and handling. Dynamic Stability Control (DSC) is standard on all models, and uses sensors to detect wheelspin or vehicle slides, which it tries to correct by braking the appropriate wheel.

Four-wheel disc brakes with ABS, and traction control are standard across the range -- the XJR model gets bigger Brembos for added stopping power.

Jaguar XJ features the Adaptive Restraint Technology System (ARTS), which combines a bunch of sensors, three-point pyrotechnic seatbelts and a host of airbags to improve occupant safety. The system can detect the driver's position in relation to the wheel, and whether each occupant is wearing seatbelt. It then controls airbag deployment to suit these conditions and also the direction of impact.

The XJ has two dual-stage front airbags, front seat-mounted side airbags, and side air curtains front and rear. Energy absorbing seat backrests reduce the likeliness of whiplash. All this, and not to mention the aluminium body, which is 60 per cent stronger.

MECHANICAL
The biggest talking point of the new top cat is unarguably its breakthrough aluminium body structure, which shaves an impressive 250kg off the kerb weight. Unlike the spaceframe Audi A8, which was the first aluminium-intensive car launched here, the Jaguar saves even more weight by integrating its chassis and body structure -- known as a monocoque body structure.

"We needed a breakthrough strategy -- which turned out to be the lightweight architecture," says David Scholes, Jaguar's chief engineer. "We chose the lightweight aluminium vehicle architecture for the XJ not because it was new but because it would help us deliver significant benefits for the customer."

The aluminium is treated and bake hardened, making it 40 percent lighter and 60 percent stiffer than the outgoing steel model. He says the key is to treat it as more than just panel swapping.

Savings in weight and improvements in torsional rigidity pay off in spades in other areas of the XJ package, like performance, handling and safety. A lighter car will accelerate faster, handle better, use less fuel and induce less wear on its tyres.

Four engines are available in the XJ sedan; a 3.0-litre 179kW V6, 3.5-litre, 196kW V8; a 4.2-litre, 224kW V8 and a supercharged 4.2-litre V8 with 298kW. The latter two engines are shared with the S-Type range, but the bigger XJ's substantially lighter body makes it the fastest accelerating Jaguar currently on the market. Quicker even, than the 120kg heavier XKR Coupe.

The AJ-V8s and AJ-V6 all feature an aluminium cylinder block, variable camshaft phasing and an electronic throttle arrangement. All are hooked to the ZF six-speed automatic gearbox, with a shorter final drive ratio on the less powerful 3.5-litre V8. It's one of the smoothest we've tested, and is shared with the smaller S-Type and BMW's 5 and 7 Series. The traditional Jaguar J-gate remains with a few subtle tweaks to improve its user-friendliness.

Jaguar has designed the XJ with what it calls a 'Bolt On Front End', designed to allow a 15km/h impact without the vehicle suffering any structural damage.

All XJ models are equipped with Jaguar's air suspension and CATS (Computer Active Technology Suspension), which automatically changes between two drive settings (sport and comfort) to suit the driver's mood. The system is able to adjust the springing rate, ride height and damper control to suit the conditions.

For example, the system stiffens up during sporty driving to maximise the car's handling traits. It will also lower the ride height by 15mm over 160km/h to reduce aerodynamic drag and improve fuel economy -- though that last one's unlikely to ever find use on Aussie roads.

COMPETITORS
Immediate competition comes from the likes of BMW 7 Series, and Mercedes-Benz S-class, though those companies may not think so. Others in the rarefied air include Audi's A8 (new model due this year) and the Lexus LS430.

Perhaps not so obvious, but the long wheelbase locals are competitors on performance and room, though badge envy and an inability to match the incredibly long features lists usually deal them out even with a price tag half the size.

Ask any of these prestige companies who the real competition is and you're as likely to hear "houses, boats, helicopters, and holidays" as you are any of the car companies we've listed.

According to Jaguar's own sums, the XJ holds a substantial price and feature advantage over Benz and BMW (particularly with the XJ6), and there's no doubt the Jaguar badge has plenty of cachet and respect.

ON THE ROAD
Smooth. Unbelievably smooth. It's the one word that best describes everything about the new XJ. Slide into the leather seats and move off, each of the three silky engines delivers its power smoothly and without fuss. The car's ride is smooth and unruffled, even over the rougher roads -- however the smaller 18-inch tyre package seems to produce more road noise than the bigger 19s.

The big cat handles extremely well, with just the right amount of feedback through the wheel and the pedals. It's low, sleek body barely rolls in corners, the air suspension working imperceptibly to keep the chassis calmly balanced.

It's amazing how Jaguar managed to build a car that's more than 200kg lighter, and yet give it the solidity and strength of a much heavier car. It rides the road beautifully, holding direction without getting flustered over bumps or in sharp corners. And yet it's in those same corners where the weight drop is most noticeable as the big cat responds to steering input with a sharpness the previous model could only dream of.

Build quality also seems to have taken a big leap forward, with only one of the three vehicles we drove on launch having even the slightest creak -- and that was from the sunroof. Interior space is still in question. The previous model amazed us; such a big car with such a cramped cabin. Generation seven is indeed lucky, its interior is roomy, comfortable and user friendly. We especially liked the feel of the J-gate which, when shifted manually, clicks into gears more noticeably.

The 3.5-litre V8 has price going for them, but the more powerful 4.2-litre engines is more in keeping with this car's image. Its seamless, effortless power delivery hurls the 1615kg cat down the bitumen at an impressive pace, and never leaves you wishing for more power. Those that do, however, will find it in the supercharged XJR. Talk about a rush. Ballistic and at times brutal -- it's the definitive Saville Row slugger.

Jaguar claims the top supercharged XJR model will accelerate from rest to 100km/h in just 5.3sec, on its way to a limited top speed of 250km/h.The XJ8 3.5-litre version reaches 100km/h in 7.6sec; the more potent 4.2 exactly one second quicker.

For those seeking a more sedate ride the XJ-6, which is expected to knock the 3.5 out of the lineup, is a tamer cat again. It’s not meant to win traffic light grands prix, but its owners won’t want it to. But once on the move, there is plenty of power for effortless open-road cruising and rapid, safe overtaking. Jaguar says the V6 will accelerate from standstill to 100km/h in 8.1sec and has a top speed of 233km/h.

CarPoint was not able to record fuel economy performance at the launch. Jaguar's claims for the various models are 10.5 litres/100km (3.0), 10.7litres/100km (3.5), 10.9litres/100km (4.2) and 12.3litres/100km (supercharged XJR).

BOTTOM LINE: Sell the kids, and mortgage the dog

My grandfather had an interesting rule when buying cars. He'd insist on washing a prospective purchase before he handed over the readies. No better way to really check out the condition of the panels and other items. Effective, but I bet it raised a few vendor's eyebrows over the years... I took a leaf from his book as our time with Jaguar's new XJR drew to a close. What better way to get a handle on the changes the British marque's designers and engineers had wrought than to hand wash the big cat from top to bottom.

You see at first glance the new XJ's lines hardly seem changed from their direct predecessor's. Get up close and personal, however, and you'll appreciate that this is not only a much bigger car, but, one that is much, much better put together. Sure, classic curves remain -- I couldn't help myself, I had to wash that sculpture of a bonnet twice -- but they have been rendered with an eye on the new century. What's more, things like panel match, door fit and brightwork detailing are in a different league to the cars that have emerged from Browns Lane in the past.

Our test car was all but flawless. And in this case the beauty is more than skin deep. Much has been written about the new XJ's all-alloy construction and Jaguar's manic pursuit of mass reduction. At a shade over 1630kg, the supercharged and comprehensively equipped XJR is significantly lighter than its BMW, Audi and Mercedes Benz rivals. Putting things into a perspective closer to home, it's around 100kg lighter than its (very) very distant locally produced sports-luxury cousin, Ford's Fairlane G220.

Suffice to say, the effort's been worth the weight (Sorry, bad pun intended). Not only is this the quickest Jag this side of the racetrack (0-100km/h in just 5.3sec, electronically limited to 250km/h top speed) but it's also arguably the best behaved.

The latest generation of Jaguar's Computer Active Technology Suspension (CATS) is standard across the new XJ range. In the case of the XJR, coupled with a stable, stiff chassis to work from, this air suspension system has been optimized to satisfy more spirited users.

What is delivered is a blend of controlled but subtle ride on the boulevards and an almost roll-free, near-perfectly damped performance package when the pace hots up. Fast direction changes are uncannily accurate and surefooted, and unlike other cars in this segment, the Jaguar doesn't mind providing the driver with real feedback. Brakes too have been upgraded onboard the XJR. Multi-piston Brembo calipers replace the standard fare. They look the business and deliver.

At just shy of 300kW, the XJR's signature supercharged engine has impressive credentials. The power figure does not, however, convey the wonderful flexibility of the blown 4.2-litre V8. Coupled with the ZF six-speed autobox, the engine propels the XJR forward on what feels like a big fat thick wave of torque. Turn off the traction control and your departure may be marked by two thick black lines and an expensive Pirelli-scented cloud. Funny, I don't remember the engine being this addictive in the R-badged S-type.

Take it from us, a car this big has no right to point, turn, stop and burn the way the XJR does. I had to keep reminding myself that I was driving a $220,000 limo -- albeit one rolling on hotrod-wide 19-inch multi-spoke alloy wheels. With equipment befitting a $200K-plus flagship (well, not exactly; the Super V8 tops the XJ range at a cool $229,000), the XJR leaves its occupants wanting for little.

There's power everything, memory options on mirrors and seats, airbags aplenty, a heated front screen (no more scraping the ice off), sunroof and a top-notch stereo, navigation, TV, etc -- the latter equipe all operated by a dash-mounted touch-screen. Comprehensive rear audio controls are standard, though you'll have to pay more for video entertainment in the back.

On the subject of the second row, Jaguar aficionados will note the added rear legroom and headroom. It's certainly on a par with Audi's A8.

A critique on how it compares to the other top of the rangers might have to wait until we get the chance to put the cars side by side.

This tester found the interior offered just the right blend of show and go. Leather shod seats edging towards the sporty end of the spectrum (with none too subtle R monikers) combined with dark timber accents and no obvious computer-age contrivements combine to produce a cockpit that the more sterile Teutons could take a cue or two from. Indeed, it's a great place to spend some time. Way too short a time, if you ask me. Miss Smith, take a letter... Dear Mr Jaguar, I want my car back...

BOTTOM LINE: Understated luxury. Smooth lines, smooth drive.

If you want a luxury car that doesn't scream out; a luxury car that oozes class but isn't pretentious; a luxury car that you can sit in all day and enjoy the ambiance, well this could be it.

The Jaguar XJ6 is not your run-of-the-mill luxury car. It's not as obvious as a Mercedes-Benz, it's not as common-place as a Beemer and it's certainly not as flashy as some of the European sports cars.

But it does have class.

Its lines are classic and timeless with some sensuous curves that typify Jaguar. It's presence on the road is unmistakeable and it certainly won't date. It looks good anywhere - especially at the yacht club.

Inside, the Jag isn't over the top either. It has a nice blend of leather upholstery and traditional woodgrain finishes. As with all the Jaguars I've driven, the car seems to wrap around the occupants. From a driver's perspective, you really sit 'in' the car. The high centre console isn't obtrusive nor is the car's high waistline. It's a feeling of being cocooned in the vehicle; assuredly safe.

In terms of features, this would have to be the most automatic car I've driven. Auto transmission -- naturally -- auto wipers, auto lights with a warning that the master switch isn't on, auto door locks (for the US market), auto memory for the driver's seat, mirrors and steering column; it seems that the driver just needs to get in and steer. And if the traffic's bad, you can watch telly on the central screen. Of course, GPS navigation is standard and the Alpine stereo is activated by the same touch-sensitive screen - easy and impressive.

In the performance stakes, the XJ6 won't win the traffic-light drags in the city, but who needs to? The performance is quite adequate, thank you Sir. And the gearbox is slick and almost imperceptible through some changes, adding to the feeling of sedate motoring.

If there is one thing that stands out on the Jaguar it's the ride. Smooth is not enough to describe it. I was fortunate to get out of a current-model Ford Falcon (which is such a bad-riding car) and straight into the Jag. Chalk and cheese. The Jag is simply streets ahead of most things on the road in terms of ride.

One thing I did notice on the negative side is how it handled the good ol' Aussie pothole. While the Jag has excellent suspension in bumps (upwards) I found that if one paw dropped into a pothole, it would run out of droop travel too quickly and the consequential thump was annoying. Whether this is caused by insufficient damping or the length of the travel, I wasn't able to ascertain. However, I found it curious that such a refined car could act that way.

The only other gripe I found was the room in the rear as pointed out by another tester. Sure, you can fit three or four bags of golf clubs in the boot, but can you get the big Aussie golfers comfortably in the cabin as well? It isn't really that bad, but a bit more leg room might be worthwhile in such a limo-like conveyance.

Overall, I loved my time in the Jaguar. It's a classy, understated suggestion that yes, you've made it - and you don't need to scream about it.