1965 Jaguar S Type Reviews

There’s always a risk when revisiting the past that you won’t be able to recreate what you once adored. When it comes to cars the risk is even greater, and when you’re Jaguar and you’re trying to evoke memories of a great 1960s classic the risk is beyond imagination.That was the way it was when Jaguar launched the S-Type in 1999 with much ado about the great Mark II that helped forge Jaguar’s great sporting tradition in the 1960s.The Mark II is one of the great Jaguars. It was the model that really transported the company from a maker of great sports cars to one capable of going beyond the mould and making great sedans.With Jaguar’s lusty double overhead camshaft six-cylinder engine purring under its sleek bonnet, a racy four-speed manual gearbox, independent suspension and disc brakes, the Mark II stood head and shoulders above the ’60s crowd.The S-Type had a much tougher task to shine against great cars from Europe and Japan. It wasn’t possible for the S-Type to stand out like its legendary predecessor, and yet by recalling the Mark II Jaguar created an expectation that it would.Its reception was luke warm, particularly when compared to great cars like BMW’s 5-Series or Benz’s E-Class, and there were lots of scribes ready to put it down if it showed even the most minor weakness.A major part of the problem was the decline of the British motor industry since the great days of the 1950s and ‘60s when it was a world leader in automotive technology. By the 1990s it was a mere shadow of its former self, barely existing, and Jaguar was by then owned by Ford.With all of that baggage the S-Type faced an uphill battle to convince the sceptics it was worthy of considering alongside the new prestige heavyweights.MODEL WATCHThe S-Type was clearly an attempt to snare more of the prestige market than Jaguar then had with the bigger XJ sedan. It was designed to compete with the likes of the BMW 5-Series and Mercedes-Benz E-Class in the compact prestige segment.Its styling recalled the Mark II and the later S-Type of the 1960s. It was classic Jaguar from tip to toe with an athletic profile that flowed smoothly from its retro grille to its truncated rump.The headlamps, and adjacent driving lamps, screamed Mark II, the only thing missing was the famous ‘leaper’ bonnet mascot.If there was a criticism it was that the styling made the S-Type appear heavy. The large panels, and the relatively small glass area combined to make it look heavy when compared to the likes of its BMW and Benz rivals.Inside, it felt a little claustrophobic and sombre. The dash, with an appropriate dash of woodgrain, was tall and bluff, which made the Jaguar’s cockpit feel confined.Leather was used on the seats, which were supportive and comfortable, there were all the appropriate features like air-conditioning, CD sound, cruise along with a full array of instruments.It looked the part, but the real test for the S-Type was in the driving experience. While it was nice to think it might be a reincarnation of the old timer, the modern S-Type had to be a very competent road car to hold its own with the other great cars that were then in the market.Power was provided by a choice of V6 or V8 engines. The V6 was a double overhead camshaft 3.0-litre unit pumping out 179 kW at 6800 revs and 300 Nm at 4100 revs.The alternative V8 was a smooth and zesty 4.0-litre double overhead cam unit with 209 kW at 6100 revs and 380 Nm at 4100 revs.Jaguar offered a choice of transmissions. There was a five-speed auto available with both the V6 and V8 and this featured Jaguar’s unique, but rather clunky ‘J-gate’ shift that was basically a second gate that ran parallel with the main shift gate and allowed you to shift manually.While the shift was reasonably effective, it really couldn’t compare with the simpler and more efficient manual shift functions offered by its rivals.There was also a five-speed manual gearbox, but that was only offered on the Sport models.Like all great sporting cars the S-Type drive was directed to the rear wheels.The suspension was independent front and rear, and the handling was nicely balanced and secure when pressed on a challenging road.It’s times like that you also appreciate the presence of four-wheel disc brakes should your exuberance outstrip your ability. Of course the addition of ABS added to the S-Type’s dynamic safety.As a prestige car should the S-Type was packed with plenty of features. Apart from the air-conditioning and sound system already mentioned the V6 came standard with alarm, immobiliser, adjustable steering column, power windows and mirrors, and trip computer.Step up to the V6 SE and you also got power steering adjustment, sunroof, sports steering wheel, power seats with memory, and front fog lamps.Take another step up to the Sport V6 and you lost the SE’s sunroof, but you got adjustable shocks for a sportier driving experience.IN THE SHOPEarly cars had troubles with the power steering hoses blowing, but this was supposedly fixed soon after the S-Type was launched here. V8s were more prone to the problem than was the V6.Jaguars tend to be bought by Jaguar enthusiasts who are prepared to look after them and have them serviced according to factory recommendations. Still, it’s important to check the service record to confirm a caring owner as some cars are bought purely for the prestige and are moved on before problems develop.Check carefully for the telltale signs of crash damage, from ill-fitting panels, variable door gaps, mismatching paint.IN A CRASHWith dual airbags and side impact bags the S-Type has a full array of crash protection systems and you would expect them to perform well in a crash.The S-Type is too new to feature in the recent used car safety survey, too few were on the road, and involved in crashes, but they should be good in a crash.OWNERS SAYAnne Tootell always admired the classic Jags of the 1960s, the Mark I and II saloons and the E-Type sports car, but wasn’t a fan of the XJ6, so she was a natural candidate for the S-Type when it was launched. She owns a 1999 3.0-litre V6 and loves the ease of driving, dual climate control air-conditioning and exceptional economy when touring on the open road (less than 10 L/100 km). Her only criticism is that the BRG paintwork demands constant attention.LOOK FOR• retro styling evoking memories of past greats• Confined interior a little claustrophobic• Ford fittings a let down• powerful V6 and smooth V8 engines• clumsy manual shift ‘J-gate’ clumsyTHE BOTTOM LINESmooth classy prestige sedan a little too stuck in the past.RATING70/100

"There's something wrong with the engine, it sounds sick," she says.When told it is a diesel, there is a puzzled look followed by the question: "A diesel in a Jaguar?"Yes, Jaguar has released a diesel-powered car.It is the latest move from a company that has continued to challenge its brand image since Ford bought it in 1990.First there was a front-wheel-drive and even a wagon.The only thing left is a hulking Jaguar four-wheel-drive designed for Americans -- we hope that never comes.The switch to diesel is logical. It is the fuel of choice in much of Europe and more refined turbodiesel engines are now available.The first diesel Jaguar in Australia is the S-Type, a rival to the BMW 5-Series and Mercedes-Benz E-Class that both have diesel offerings.With a price of $101,490, the diesel Jag slips into the S-Type range above the petrol V6 at $89,990 and below the $124,990 V8 and $169,990 supercharged V8.When you take into account the gear that comes standard with the diesel S-Type, it most closely matches the $99,990 petrol V6 Luxury model. So the diesel engine adds about $1500 to the price.Jaguar says owners can expect to recoup the extra cash within three years thanks to its economy, but expects many customers will be attracted to the diesel because of the way it drives.It is a sweet diesel engine. The twin-turbo V6 is the same hi-tech powerplant used in the Peugeot 407. The motor was developed as a joint project between the French carmaker and Ford's Premier Automotive Group.It pumps out 153kW, which is impressive, but it is the figure of 435Nm that really stands out.The torque tally is higher than the petrol V8 and yet the official fuel consumption figures suggest the diesel uses 47 per cent less fuel than the eight-pot engine.Still, the V8 is faster -- able to dash from 0-100km/h 2.1 seconds quicker than the diesel, which takes 8.6 seconds.The S-Type is a fairly heavy beast at 1790kg, which doesn't help when it comes to performance.The diesel is at its best low down in the rev range, with 80 per cent of its torque available from 1500-4000 revs.You can tell it is a diesel when idling and sometimes at low revs, though it is a very quiet diesel. When it revs higher, it doesn't sound like a diesel and even emits a sporty note.But it is still noisy from outside the car or inside with the window down.The official fuel economy figure for the S-Type diesel is 7.8 litres/100km for the combined city and highway cycle.It can drop to 6.8 litres/100km on the highway and rise to 8.8 litres around town, which is still good.The engine works well with the six-speed ZF automatic (which is also used in the BMW 7-Series and Ford Falcon), though you sometimes miss being able to rev it nicely like a petrol engine.So the diesel engine is a good thing. But what about the rest of the car? A new S-Type is due some time next year and it couldn't come soon enough.There is nothing glaring that stands out with the S-Type. It's just that the whole package is disappointing and feels out of date.It looks big on the outside, but feels much, much smaller on the inside.There is little leg-room for rear passengers and the boot is so shallow that it is hard to carry bulky items that slip into other sedans of this size.It is impossible for a taller driver to really get comfortable because the steering wheel doesn't extend out enough.T HE interior is loaded with wood and sumptuous leather trim, which is a nice touch, but all the work is undone by dated brown dashboard plastic.At least the touch-screen sound system and satellite navigation screen is easy to use.There is more tyre noise and wind noise than you would expect and the ride quality doesn't match its rivals.The standard parking sensors are useful, but those fitted to the test car are temperamental and sometimes beep repeatedly in slow-moving traffic.The nice diesel engine might tempt some into the current S-Type, but most would do better to wait for the new model.

Pioneers Mercedes-Benz and Peugeot are still firmly in the game with quality offerings, but there are a couple of new kids in the sandpit who are about to change the rules.BMW has finally lifted the blinkers with plans to have the brilliant 3.0-litre diesel from the X5 in 5 Series sedans by the end of the year. Then there is Jaguar.Tucked away in select garages across Britain is one of the big cat's best kept secrets, a stunning V6 2.7-litre twin-turbo diesel wrapped in S-Type metal.The engine is as good as it gets but does nothing to address the inherent packaging problems in the S-Type. However it does make it so much easier to forgive.A couple of thousand kilometres spent in the company of the 2.7D Sport in England recently reaffirmed a oft-forgotten truism – it's what is in the heart that really counts.This one is an out-and-out sweetie.For those cold-hearted techos who measure worth by numbers: let the AJD-V6 2.7-litre twin-turbo diesel speak for itself.The four-cam, 24-valve, twin-turbo V6 features second-generation, common-rail direct injection and super-fast piezo-electric injector operation. Maximum power is 153kW with peak torque touching 433Nm with 80 per cent of this urge on tap from just 1500rpm through to 4000rpm when it all takes a holiday.By more aesthetic measures, the Jaguar diesel is an even more worthy piece of work.It is quiet – eerily so. The isolation of engine noise, in fact, any external noise from the cabin, is class leading by any measure. Again, for those who must know why, the hush comes from a raft of engineering tricks and tweaks. Jaguar says graphite iron engine construction; dual isolated engine mounts; elastic cam-cover gaskets; double-skinned sump and a variable swirl intake system all play their part in making the Jaguar's growl a purr. A very slight lag – despite the use of a pair of small variable-geometry turbos in a bid to eliminate it entirely – at the very bottom of the rev range is more than compensated for by the 2.7's willingness to urge on through the mid-range like some lunatic traction engine.On England's expansive motorways, when they are not jammed to walking pace, the 2.7's long, long legs eat up the distances. A mere 2500rpm converts to a comfortable 140km/h through the six-speed ZF auto as the Jag sits poised to leap further up the scale with any application of the right foot. Around town, the enormous spread of the torque curve equates to minimal gearshifts as the S-Type happily crawls along.All this comes with a fuel consumption guaranteed to make a V8 driver green with envy. A solid mix of enthusiastic B-road blasting, high-speed motorways and city crawling returned 8.2L/100km.Jaguar Australia boss David Blackhall has had his eye on this package for some time and it now looks almost certain that a few discerning Aussies will be able to get behind the wheel by early next year."We are still going through the process but it is ready to go to the highest echelon and I am hoping for January production and March introduction for the car," Blackhall said this week. "It is not certain yet but we would like to be able to offer price parity on the car. It would be great to be able to offer the diesel and petrol cars to buyers and let them make a choice not based on price."That would see the diesel in showrooms at $99,900 in a luxury trim.Blackall accepts there is likely to be a degree of substitution purchase from the V8 petrol to the diesel, but still believes there is good value in having the car on fleet."We may be being a little conservative, but if I can get 40 to 60 sales a year for the diesel then it makes business sense. It is going to take a little while for the idea to seep down but I am confident it will happen," he says.There is also a little lateral thinking going on in regard to how the aluminium-bodied XJ6 would be accepted with the twin-turbo diesel. "We will have to have a think about whether that would suit the car here ... but it is certainly food for thought," Blackhall says.

But all this isn't new. My father had a friend who probably should not have been a friend, because in earlier lives they fought on opposite sides in the second European war.But my father's friend was successful in the construction industry in Adelaide and bought a Daimler. Actually, it was a Jaguar but nobody told him it wasn't the German Daimler.But I digress. The car was the first with the V12 engine. It was so silent my father later reported he could hear the dashboard clock ticking even when the car was cruising at 80km/h.Silence remains Jaguar's forte. Even though the ride is a well-insulated leather-lined cocoon, Jaguar hasn't forgotten its past.For even though the new – and that word will become more important later – S-Type gets quieter, it will still let you hear its growl when you squeeze its electronic throttle.For 2005, Jaguar retains the retro-styling of the S-Type – a machine styled on the lines of the 1960s oval-grilled S-series – but hones the car to make it live better in a changing world.Initial criticisms of the first-generation S-Type included a smallish cabin.That's gone in the new model thanks to more deeply scalloped front seats that give the driver more lateral movement.The rear seats appear to have more room – in fact the car will take two 1.8m rear passengers quite easily – though the complex suspension and rear-wheel-drive layout continues to crimp boot space.The S-Type was always a lovely ride and, in the 3-litre V6 version at least, that hasn't changed.The blend of ride comfort and handling is close to perfect though in comparison to other European rivals, the Jag does it differently.Though it will hold its line beautifully through a corner to make it a superb winding road cruiser, the steering is nervously light.You slowly get used to it but the feedback is close to zero, especially compared with the BMW 5-series.But there is an upside. In the suburbs the steering is light and the wheel easy to twirl.The engine may appear smallish for this type of vehicle, but the saloon gets along very quickly.That's attributed to a nice balance of power and torque plus the silky ratios of the six-speed auto box.Jaguar updated the S-Type for 2005 with a prettier tail and less fussy body panel details.It also gets an aluminium bonnet to cut weight and balance the car out a bit.The price has also been improved with this test car now selling under $100,000.

The S-type R is a splendid mix of elegance, sportiness and power.It gains the bolder more aggressive look of refreshed S-types, yet maintains its classic feel.The bigger grille, bolder eyes, 18-inch alloys and subtle R badges that dot the exterior add to the sporty but graceful feel of the cat the marque is named for.The S-Type R's rear enjoys the biggest make-over. The sharp, more stubby rear replaces the old droopy looking one.The squarer profile, cut-down rear window line and reworked tail lights give the S-Type R more character.As you walk towards the S-Type R you can feel that there is something special before even getting inside.A quick run of the hand over the beautifully finished paintwork is the first giveaway of a Jaguar.The brakes peek through the huge rims, an indication that there is something special under the bonnet to need those to stop the car.At a turn of the key your ears are treated to the sweet rumble of the supercharged 4.2-litre V8 engine.The muscular idle is just a hint of what is to come.So to is the launch from the lights. It is only when the rev counter hits 3000rpm and the soft scream of the supercharger kicks in you become aware of just how much urge the S-Type R is capable of.The engine produces 281kW of power and a very useful 553Nm of torque.The latest six-speed Jaguar automatic is near to seamless and according to Jaguar, does the 0-100km/h dash in just 5.6 seconds, a seriously quick sprint when matched to an automatic box and 1800kg.As you would expect, the S-Type R has superb handling and ride.The suspension is supple and soaks irregularities with ease but holds the car tenaciously to the road. It is built around Jaguar's adaptive suspension system – CATS. The suspension has been lowered and tightened, but without compromising the ride comfort. Handling is sports sedan category and aided by the multi-piston Brembo brakes and huge 18-inch rubber.While steering at first feels a little floaty it was surprising just how hard the Jaguar would corner yet still remain agile and graceful.Inside, the S-Type R's sports bucket seats are finished in the same soft-touch leather that wraps around the door trim and various parts of the interior.The bucket seating position can be moved in 16 positions and the steering wheel can be adjusted for rake and reach.The memory setting makes light work of different drivers so once found, your perfect seating position is saved forever. The dash has a sporty aluminium finish that complements the elegant feel.While housing every technological marvel in the centre dash computer, the Jaguar designers have done well to remove the need for hundreds of buttons to work it.The touch-screen display controls pretty much everything including the climate control, TV, radio and satellite navigation system.The Jaguar also has steering wheel controls, just to make life even easier. The rear is roomy but still really only a two-seater, however, there is a good amount of luggage room in the boot.At about $60,000 less than the Mercedes-Benz E55 AMG and on a par with Audi's S6, the Jaguar S-Type is sure to convince buyers to shop around.

There's always a risk when revisiting the past that you won't be able to recreate what you once adored.  That was the way it was when Jaguar launched the S-Type in 1999 with much ado about the great Mark II that helped forge Jaguar's great sporting tradition in the 1960s.The S-Type had a much tougher task to shine against great cars from Europe and Japan. It wasn't possible for the S-Type to stand out like its legendary predecessor, and yet by recalling the Mark II, Jaguar created an expectation that it would.MODEL WATCHThe S-Type was a classic Jaguar from tip to toe with an athletic profile that flowed smoothly from its retro grille to its truncated rump. The headlamps and adjacent driving lamps screamed "Mark II", the only thing missing being the famous leaper bonnet mascot. If there was a criticism it was that the large panels and the relatively small glass area combined to make it look heavy when compared with the likes of its BMW and Benz rivals. Inside it felt a little claustrophobic and sombre. The dash, with an appropriate finish of woodgrain, was tall and bluff, which made the Jaguar's cockpit feel confined.Leather was used on the seats, which were supportive and comfortable, and there were all the appropriate features like air-conditioning, CD sound and cruise, along with a full array of instruments.It looked the part, but the real test for the S-Type was in the driving experience. Power was provided by a choice of V6 or V8 plants. The V6 was a double overhead camshaft 3.0-litre unit pumping out 179kW at 6800 revs and 300Nm at 4100 revs.The V8 was a smooth and zesty four-litre double overhead cam unit with 209kW at 6100 revs and 380Nm at 4100 revs.  Jaguar offered a choice of transmissions. There was a five-speed auto available with both the V6 and V8 and a five-speed manual gearbox, but that was only offered on the Sport models. As with all great sporting cars, the drive was directed to the rear wheels.Suspension was independent front and rear, and the handling was nicely balanced when pressed on a challenging road. It's times like that you also appreciate the presence of four-wheel disc brakes should your exuberance outstrip your ability.Of course the addition of ABS added to the S-Type's dynamic safety.  The S-Type was packed with plenty of features including alarm, immobiliser, adjustable steering column, power windows and mirrors and a trip computer.IN THE SHOPEarly cars had troubles with the power steering hoses blowing. V8s were more prone to the problem than the V6.  Jaguars tend to be bought by enthusiasts who are prepared to look after them and have them serviced according to factory recommendations. Check carefully for signs of crash damage, such as ill-fitting panels, variable door gaps or mismatching paint.OWNER'S VIEWAnne Tootell owns a 1999 3.0-litre V6 and loves the ease of driving, the dual climate control airconditioning and exceptional economy when touring on the open road (less than 10L/100 km). Her only criticism is that the British Racing Green paintwork demands constant attention.Jaguar S-Type 99-02* Ford fittings are a let down* Confined interior a little claustrophobic* Powerful V6 and smooth V8 engines* Clumsy manual shift using J-gate* Retro styling evokes memories of past greatsRating14/20 Smooth classy prestige sedan a little too stuck in the past.

"There are three keys to getting this right and, like the legs on a three-legged stool, each has to be just right or the whole thing falls over," Blackhall explains. "The first is to keep the messages simple, the second to get specification right and the third to have superior engine strategy. In the case of the S-Type I am confident we have done that."Since taking over the reins at Jaguar Australia in March Blackhall has been working away at getting sales and organisation back on track."Our 90-day, 180-day, 12 month targets have cleaned up pretty nicely. We are in a much better place than we were with the legacy issues festering under the surface dealt with," Blackhall says.One of those issues was the degree of neglect, which had befallen the S-Type in the search for volume sales with the entry-level X-Type. "S-Type has been repriced, respecified and repositioned," Blackhall says. "We want people to look again at the value of the S-Type. The struggle in Australia is to convert the affection Jaguar has with people into action (in sales)."To simplify the message, the S-Type range has been trimmed from seven models to four with the Sport deleted from both V6 and V8 along with the base V6 model.The range now starts with the 3.0-litre V6 SE at $89,900, moves to the 3.0-litre V6 Luxury at $99,900 – right in the heart of what Blackhall believes is the "sweet spot" of the segment, then to the $124,900 4.2-litre V8 Luxury. At the top of the tree is the wicked 4.2-litre supercharged S-Type R which, at $169,950, is aimed at the performance stars of the BMW and Mercedes ranges, the M5 and E55.While more than a few kiloWatts shy of its target rivals, the S-Type R's $50,000 price advantage and still respectable performance figures (298kW and 553Nm) give buyers a reason to choose."We know we are not the biggest gorilla on the block but with 298kW in that body it really does get out of its own road," Blackhall says.Styling changes on the S-Type are subtle, rather than revolutionary, with the spirit of Geoff Lawson's original design still well in control. The somewhat droopy rear of the car has been lifted and firmed with stronger lines and a new LED tail-light treatment.The bonnet is now aluminium with more defined creasing while the grille has been pushed forward and more upright.The interior treatment is more ergonomic yet retains the original feel of Jaguar. Changes to the instrument display make information gathering easier and there is a neat brushed aluminium option for the dash trim.Adaptive cruise control has been added to the options list along with front-park assist.As an aside, word is out that the J-gate automatic is not long for the range as Jaguar finally moves with the times to adopt a more sensible tiptronic-style sports shifter.Not surprisingly the pick of the drives at launch was the Type R with a nice degree of supercharger whine dialled in for your aural pleasure.While the S-Type is still heavier than its all-aluminium big brother, the XJ, the boot of the force-fed 4.2-litre V8 is impressive.Riding on CATS (computer active) suspension the Type R has a ride/handling capability balance that is right off the top shelf.The V6 is a bit less of everything except ride quality which if anything is more compliant than on the R. Handling is still comfortable, turn-in and feedback is good and despite a degree of early roll the 3.0-litre settles nicely into its work without complaint.

Actually it's probably not even such a great place to visit two days after the federal election; it's like being in Melbourne the week after the Cup.Unless, of course, you've been invited to town by Jaguar for the unveiling of their new S-Type sedans.Canberra's circular road system might be about as exciting as a Democrats' policy meeting, but the highways and byways of the surrounding district are anything but boring.Head out west towards Cotter Dam, and you'll find some of the most challenging roads anywhere; cutting through rolling hills and farmland with sweeping curves, exhilarating hill climbs and some tight, choppy corners.We drove the new S-Type in two forms: a 4.2-litre V8 and the more sedate 3-litre V6. Both are accomplished cruisers, the kinds of cars you could drive all day and still emerge feeling fresh.If you're looking for something more sporty, there's also the S-Type R with its 298kW supercharged V8.That's what I call executive power. Jag has made some significant technical changes to the S-Type: engine and suspension refinements, better interior and some clever new gadgets.But most important, the model has undergone a much-needed aesthetic overhaul, giving it a fresher, cleaner look.While few panels have escaped this tidy-up, the S-Type's previously sad, droopy-looking tail enjoys the biggest makeover, replaced by a more shapely, contemporary rear end with squarer profile and reworked tail-lights. It brings the S-Type closer in appearance to its big brother XJ.Jaguar expects to sell about 250 S-Types a year, a sensible figure considering it is competing against those Godzillas of the executive prestige market, the mighty Mercedes-Benz E-Class and BMW's impeccable 5-Series.Jaguar's new Australian general manager, David Blackhall, says his plan to increase Jaguar's toehold in this segment involves simplified model strategy, better specifications and a power advantage over its model rivals.Jag has pared back the S-Type line-up to four models: a choice of two V6s (SE and Luxury), a Luxury V8 plus the S-Type R. The V6 SE ($89,900, 179kW) enjoys a big power advantage over rivals like the Mercedes E240 ($92,500, 130kW) and BMW 525i ($92,600, 141kW). The V6 Luxury model, which Blackhall claims hits this market's ¿sweet spot¿ at just under $100,000, is pitched against the E320 ($128,500) and 530i ($110,200).It's pretty good value at this price – even if it lacks the punch of the V8s or the responsiveness the same engine produces in the bigger, all-aluminium XJ6, which is about 150kg lighter.Each has the same, smooth 6-Speed ZF auto transmission. Opting for the V8 adds some welcome performance and a lovely engine note which seeps into the S-Type's cabin courtesy of twin exhausts.The S-Type V8 ($124,900) is at least $30,000 cheaper than a bent eight Benz or Beemer; while S-Type R ($169,950) even further undercuts the $200,000-plus Benz E55 AMG and BMW M5.Of course, that doesn't necessarily make the Jag better buying than either.While the allure and old world romance of the marque continues to attract buyers, others will feel that the Jaguar continues to be a touch too close to its parent company, Ford.But the new S-Type certainly merits a second look by anyone with $100,000 to spend on a luxury sedan. It's tremendously comfortable, enjoys first-rate driving dynamics and is a more attractive machine than its predecessor.Perhaps the Jag's interior falls a little short of the E-Class for sheer quality and feel. But the S-Type is well laid out, well-finished, and reasonably spacious.Its touch-screen cabin command system gives it a smart point-of-difference against the Germans: funkier than Benz's Command set-up and definitely more user-friendly than BMW's i-Drive.Fuss-free gadgets include rain-sensing wipers, auto headlights and a one-touch electronic park brake.There's no doubt Jaguar is in a transitional phase. A major corporate restructure was announced recently and design guru Ian Callum is yet to bring his first new models to the market place.

Launched in 1999, the S-Type was the car to put the once-proud British badge back in the world spotlight and prove that Ford's vision of a crossover between American technology and European style and history was the way to success.With strong overtones of the classic Mk I and Mk II of the '60s, the new car was a carrier worthy of Ford's vision. As one of designer Geoff Lawson's final projects before his untimely death, it was a sports saloon in the grand tradition: smooth, flowing lines, rear-wheel drive and the best of understated British luxury in the cabin.There was a fair degree of old-school resentment that such a famous British marque should have to rely on American underpinnings. Resentment also that many of the interior bits and pieces were obvious job lots from a variety of Ford-DNA vehicles.Petty though the complaints seemed, they did form a basis for an "I told you so" swell when more substantive engineering and build-quality teething problems emerged.None of those were terminal and under almost any other badge would have been accepted as minor – but the Jaguar heritage was long, it was British and it was proud ... and the "new" Jaguar's detractors had an almost magical ability to forget the "original" Jaguar's well-deserved reputation for poor reliability and questionable build quality.In the end, the S-Type did give Jaguar/Ford an entry back into the world market. It was never as strong or prolonged as hoped, though – within a couple of years, Ford's push to make Jaguar a volume player led to the smaller, cheaper, more compromised X-Type range. First front-wheel drive, then all-wheel-drive from Ford Mondeo platforms, X-Types took Jaguar further from its traditional rear-wheel-drive sports sedan heritage.In the rush for numbers, the S-Type took a marketing back seat and was left to its own devices, a situation repeated now with the very good next-generation XJ cars. And it's a shame, as the S-Type has evolved closer to its original vision than many suspected.A recent week spent with the 4.2-litre V8 Sport simply underscored how much this car has to offer. First and foremost, the S-Type looks good. The proportions are neat, the lines clean and the overall impression is that this is a car worth being seen in.The cabin remains one of the delights of the car. Even though I'm not a fan of the grey-stained birdseye maple wood treatment in the Sport, it is still done with style and restraint. Coupled with the charcoal tones on the rest of the trim, however, it does darken the interior a little too much for my liking.Jaguar's persistence with the quirky J-gate automatic shifter is simply silly. The six-speed auto in the Sport is a quality unit with well sorted ratios that deserves better. Coupled to a tiptronic-style shifter, it would alleviate any need for a manual option.Quality sports bolstering lifts the seats out of the ordinary and with ample adjustment on the driver seat and steering wheel, finding a suitable driving position is a given. Rear seat space isn't expansive but it is suitable for a range of sizes, although tall passengers could find head and leg room lacking.Equipment levels are reasonably high, as you would expect from a car well into six figures. Navigation, optional with or without television, might be expected to be standard.Dynamically, the S-Type is a nice mix of fun and function. The Sport pack comes with a stiffer spring setting than the SE models and also wins the impressive Jaguar Computer Active Technology Suspension system, which adjusts damper settings to match drive enthusiasm. Dynamic stability control and traction control (switchable) also come standard to calm excessive driver input.Even with the electronic aids switched off, the cat's 224kW and 420Nm of urge can be confidently tamed, thanks to the balance of the car and the impressive feedback from the nicely weighted speed-sensitive steering.A refresh due this year involves little more than minor mechanical tweaks and a facelift to body panels to freshen the car without detracting from its essence. That is good news. As long as the S-Type survives, Jaguar has a reference point for what its cars can be.

The quick Cat has a just-right combination of elegance, history and restrained menace.It's not the quickest sports sedan in the world, but if Sean Connery were coming back as a car, he'd look good as an S-Type R.The mid-sized Jaguar has taken over as the car of choice for driving enthusiasts who have to have a Cat.It's the latest product to wear an R badge, the equivalent of an M car from BMW or a Benz AMG or an S-type Audi, and has taken over from the bigger and costlier XK and XJ coupe and sedan.The S-Type R has the advantages of a newer and more nimble body, a cheaper bottom line – not that $162,500 is truly cheap – and a look that could only be a Jaguar.We thoroughly enjoyed our time with the S-Type R – let's make it the STR to save space and complication – and it erased the less-than-best memories of the starting-price X-Type we tested last year.The STR is bigger, bolder and a lot better.It is built up from the S-Type body that joined the Jaguar fleet as a way of luring younger buyers. Jaguar being Jaguar, and using Ford funding, the car has a look that flips back to the '60s with four round headlamps in front of a sculpted bonnet, and a stubby tail with cut-down rear window line.The R treatment goes well beyond the basic S-Type mechanical package, starting with a gutsy supercharged 4.2-litre V8 engine. It has 281kW of power, close to double the basic V6, and 553Nm of torque.The engine does its business through the latest six-speed Jaguar automatic, complete with the signature `J-gate' shift.There's 18-inch alloy wheels, sports suspension, bigger brakes, dynamic stability control and R sports bucket seats.The mechanical changes are highlighted by a threatening new look that comes from the lowered body, a deeper front spoiler and a small aero blade across the boot, and traditional meshing inside the radiator intake.It's a good look that has more personality than a BMW M5 or Mercedes E55, suggesting something special even to people who don't know much about cars. On the roadJAGUAR says the STR is a real rival for the Merc E55 and the BMW M5. But it doesn't have the thump of the Benz or the manual gearbox and sweet chassis of the M5.Still, you always know the STR is special, whether you're sitting at the wheel or just walking towards it in a car park. And we like that.Turn the key and you know the engine room is filled with menace, though the supercharged V8 doesn't go all rowdy. It has a muscular idle and solid bottom-end thrust from the lights, but it's not until you hear the subdued scream from the supercharger – and feel it kick from 3000 revs – that you know just how fast the STR can go.The shift response in the latest six-speeder is crisp and enjoyable, and the J-gate feels more precise and usable than earlier Jaguars we've driven.The engine pulls hard all the way to the top end, and by then most people will have given up to protect their licence . . . even in second and third. It's a classic case of a big motor in a small car – and that means it will take something special to keep up.Jaguar says it will get to 100km/h in just 5.6 seconds, and any car of any type that can run the benchmark sprint in better than six seconds is seriously quick. Particularly with an automatic gearbox and 1800kg to motivate. If you're interested, the top speed is limited at 250km/h.The STR really gets going when you point it into the twisties, and Jaguar's engineers have made it drive like a sports car without turning it into a bucking bronco. The suspension is lowered and tightened, but the work has been done without compromising the ride comfort.So you can hussle through corners without worrying about the car bouncing over the sort of bitumen acne that's splattered across most Australian roads. The handling balance is a little nose-heavy at first, but once you get it turning you can adjust the feel and attitude with the throttle.It's not as brutally quick and challenging as an E55 or as refined and fast as an M5 but, once again, you'd only see the difference if you had all three cars in the same place at the same time. And that probably won't ever happen in the real world.We liked the way the S-Type R isn't always on, always urging you to get into the action. It will go, and go hard, but you can also take things easy without feeling short-changed.The R's cabin is still a real Jaguar, even with the latest touch-screen satnav in the centre of the dash. The leather, wood and deep-pile carpet are just what you'd expect from the British brand, and it also has new-age CD sound and seats which do a top job on support and comfort.But the back seat is definitely only a two-place space, a shortcoming against its German rivals, and the headroom isn't great for anyone over about 170cm. Legroom can also get tight with big people in the front seats.Still, Jaguar has done a good job on luggage space.We really enjoyed our time with Jaguar's S-Type R. It has more space than a Maserati Coupe and more personality than the Audi S6 and is close enough to the benchmark Germans to make it a serious threat.