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Jaguar XJ
By Kim Reynolds
Published: September 01, 2010
Several months ago, while on a comparison test drive for my day job at Motor Trend, we happened to come across another group of journalists sampling Jaguar’s latest XJ on the curves of Mulholland Drive during its formal press introduction. Small world.
For a while we even followed one of the Jags, though that particular example wasn’t being driven by our Motor Trend representative. From the rear, I thought the car looked fantastic, and the glimpses I got of its flanks in the corners left me blinking.
I finally wrapped my hands around the steering wheel and, to be honest, I’ll confess to being utterly stumped. As I write this, my fingers are (figuratively) paralyzed above the keyboard. It’s rare that I’m this discombobulated by a car.
I’ve just been reading over the various XJ reviews that are starting to appear from my colleagues in the business. And I have to honestly tell you: I don’t agree with any of them, except that it’s a terrific sedan. It really is. Same evidence, and almost a completely different conclusion. Which leaves me feeling almost like an outcast.
What’s reassuring is that we’ve all observed pretty much the same attributes in the XJ: It’s big (particularly in its long-wheelbase version), the ride has lost the butteriness of previous XJs (it handles better, though), and the interior is like sitting within a wooden boat’s hull. All of which makes it the cat’s meow to my contemporaries, though to me, it’s not quite so purrrrfect.
Let’s review its stats: As I indicated, the new XJ comes in two sizes: the (lengthy) 16.8-foot, normal-wheelbase car, and the (really lengthy) 17.2-foot-long XJL. Power for both begins with a 5-liter, 385 horsepower V8; the Supercharged version bumps it to 470 horses, while the low-volume and super-expensive ($109,000 to $112,000) Supersport tweaks the output to a lofty 510 ponies. The transmission shared by all of them is a pleasant, paddle-shiftable 6-speed automatic, while its suspension (which is heavily informed by the XFs) now employs conventional steel springs up front, though retaining the previous XJ’s air springing in the rear.
Although the car’s aluminum structure is largely recycled, what’s all new is the car’s exterior and interior design. Gone is Jaguar’s flat wood-paneled interior ambience; arrived is, frankly, a Buick-esque dash (though magnificently leather-wrapped) featuring an electronic virtual instrument cluster. (Picture videos of gauges instead of actual instruments.) Actually, I like its New Age polished-crystal external styling. That’s not what has me troubled here.
My hesitation is that this isn’t so much a Jaguar as some other, more powerful (and muscle-bound) feline. Look at its numbers: 510 horsepower? Four thousand pounds? Seventeen feet long? Cue MGM’s roaring Oscar the Lion.
Thirty-five years ago, my father handed over to me a well-used (some said used up) 1966 E-Type roadster, in part because it was too fast for him. It had 265 horsepower, 120 less than this new XJ’s least-powerful offering – yet it was considered too fast. Of course it was about 1,200 pounds lighter, too, for a myriad of reasons. But nevertheless, I don’t think a Jaguar XJ really needs to reach 60 mph in 4.7 seconds to be a proper XJ. What it needs is slinkiness, agility, beauty, yes quickness and, most importantly, gracefulness. Wrapped in a ball – that’s Jaguarness.
Look, this is a fine sedan. And maybe this all sounds to you like counting angels on a needle’s head. Except in this case, those tiny angels are little Jaguars. So it’s personal.
Kim Reynolds is technical editor of Motor Trend magazine.
STAT SHEET
Who should drive this car: In the market for a big German sports sedan but don’t want a big German sports sedan? The new XJ is that rare, legitimate alternative, with ultramodern styling to match your ultramodern lifestyle.
How it drives: The XJ is very agile for a car of this scale and weight, and quick, too, no matter which engine resides under the hood. On the other hand, that excellent handling perhaps coarsens the car’s ride quality, and its svelte styling definitely challenges
outward vision.
MPG (city/highway): est. 16/23 (XJ); est. 15/21 XJL Supersport
Cost (base price): $71,650 – $112,150; requires an $850 destination charge
Comparable: Audi A8, BMW 750i, Mercedes-Benz S550
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For a while we even followed one of the Jags, though that particular example wasn’t being driven by our Motor Trend representative. From the rear, I thought the car looked fantastic, and the glimpses I got of its flanks in the corners left me blinking. I finally wrapped my hands around the steering wheel and, to be honest, I’ll confess to being utterly stumped. As I write this, my fingers are (figuratively) paralyzed above the keyboard. It’s rare that I’m this discombobulated by a car. I’ve just been reading over the various XJ reviews that are starting to appear from my colleagues in the business. And I have to honestly tell you: I don’t agree with any of them, except that it’s a terrific sedan. It really is. Same evidence, and almost a completely different conclusion. Which leaves me feeling almost like an outcast. What’s reassuring is that we’ve all observed pretty much the same attributes in the XJ: It’s big (particularly in its long-wheelbase version), the ride has lost the butteriness of previous XJs (it handles better, though), and the interior is like sitting within a wooden boat’s hull. All of which makes it the cat’s meow to my contemporaries, though to me, it’s not quite so purrrrfect. Let’s review its stats: As I indicated, the new XJ comes in two sizes: the (lengthy) 16.8-foot, normal-wheelbase car, and the (really lengthy) 17.2-foot-long XJL. Power for both begins with a 5-liter, 385 horsepower V8; the Supercharged version bumps it to 470 horses, while the low-volume and super-expensive ($109,000 to $112,000) Supersport tweaks the output to a lofty 510 ponies. The transmission shared by all of them is a pleasant, paddle-shiftable 6-speed automatic, while its suspension (which is heavily informed by the XFs) now employs conventional steel springs up front, though retaining the previous XJ’s air springing in the rear. Although the car’s aluminum structure is largely recycled, what’s all new is the car’s exterior and interior design. Gone is Jaguar’s flat wood-paneled interior ambience; arrived is, frankly, a Buick-esque dash (though magnificently leather-wrapped) featuring an electronic virtual instrument cluster. (Picture videos of gauges instead of actual instruments.) Actually, I like its New Age polished-crystal external styling. That’s not what has me troubled here. My hesitation is that this isn’t so much a Jaguar as some other, more powerful (and muscle-bound) feline. Look at its numbers: 510 horsepower? Four thousand pounds? Seventeen feet long? Cue MGM’s roaring Oscar the Lion. Thirty-five years ago, my father handed over to me a well-used (some said used up) 1966 E-Type roadster, in part because it was too fast for him. It had 265 horsepower, 120 less than this new XJ’s least-powerful offering – yet it was considered too fast. Of course it was about 1,200 pounds lighter, too, for a myriad of reasons. But nevertheless, I don’t think a Jaguar XJ really needs to reach 60 mph in 4.7 seconds to be a proper XJ. What it needs is slinkiness, agility, beauty, yes quickness and, most importantly, gracefulness. Wrapped in a ball – that’s Jaguarness. Look, this is a fine sedan. And maybe this all sounds to you like counting angels on a needle’s head. Except in this case, those tiny angels are little Jaguars. So it’s personal. Kim Reynolds is technical editor of Motor Trend magazine. STAT SHEET Who should drive this car: In the market for a big German sports sedan but don’t want a big German sports sedan? The new XJ is that rare, legitimate alternative, with ultramodern styling to match your ultramodern lifestyle. How it drives: The XJ is very agile for a car of this scale and weight, and quick, too, no matter which engine resides under the hood. On the other hand, that excellent handling perhaps coarsens the car’s ride quality, and its svelte styling definitely challenges outward vision. MPG (city/highway): est. 16/23 (XJ); est. 15/21 XJL Supersport Cost (base price): $71,650 – $112,150; requires an $850 destination charge Comparable: Audi A8, BMW 750i, Mercedes-Benz S550 Get headlines in your hand at OCMETRO.com/apps |
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