2009 Jaguar XJ8 Reviews

There are few more elegant cars than the big cats, they’re long and lithe and seem poised to pounce the moment you bury your right foot in the shag pile. Even when you delve back in history to the Mark V model of the late-1940s, the Mark VII of the 1950s, or the original XJ6 of the late-1960s you find a fabulous heritage of beautifully elegant saloons, and little has changed in the 60 years that have passed.The company once used the slogan “pace with grace” and that pretty much sums up the big Jaguar saloons. They were sporty, but still oozed charm and elegance. Today’s models are no less elegant than those early classics, even if some think they’re mired in the past.MODEL WATCH The seventh generation Jaguar XJ saloon emerged in 2003, and yet again it looked for all the world like a makeover of the first XJ shown back in the late-1960s. That first car was such a beauty that it seems Jaguar couldn’t let it go, but then why should they. That original XJ6 was perfectly proportioned, with a balance of lines that keep it looking fresh 40 years later.The XJ8 of 2003 boasted a similar balance despite being significantly larger than the model it replaced. It was longer, wider and taller than its earlier cousin, and also had a longer wheelbase and reduced front overhang.If it looked a throwback to the past the X350, as it was known, was no such thing once you dug under the skin and realized the depth of engineering that marked this cat out as a very new beast.If there’s been a constant criticism of the big cats over the years it’s that its exterior size wasn’t translated into interior room and that the interior was cramped, particularly in the rear seat. But the extra length, width and height was put to good use and went a long way to making this XJ competitive in terms of interior space.At the core of the XJ was a rivet-bonded aluminium monocoque construction that slashed the big cat’s weight by 200 kg or more. Remarkably, it weighed just a little over 1500 kg. The lightness clearly comes through in the driving when the XJ feels agile and responsive, with quick, sensitive and precise steering that belies its physical size.While Jaguars have always been a pleasure to drive the dynamics and sheer speed of this model shifted it into an elite class occupied by the likes of BMW M-Series and ’Benz AMG models. Under the XJ’s long, elegant bonnet at launch was a choice of two V8s, which in early 2004 were joined by a V6.The V8 choices were a 3.5-litre unit and a larger 4.2-litre engine, the latter available in normally aspirated and supercharged forms.Both were of a double overhead camshaft configuration with four valves per cylinder. The 3.5-litre version boasted 196 kW at 6300 revs and 345 Nm at 4200 revs, while the normally-aspirated 4.2-litre engine put out 224 kW at 6000 revs with 420 Nm at 4100 revs. The big cracker blown 4.2-litre engine, which powered the awesome XJR, had 298 kW at 6100 revs and 553 Nm at 3500 revs. All that drive was then transferred to the black top through a ZF six-speed automatic with the final drive going through the rear wheels.When it arrived in 2004 the double overhead camshaft 3.0-litre V6 had 179 kW at 6800 revs and 300 Nm at 4100 revs. There was no lack of zip with the XJ; even the V6 was quick. When asked the V6 would race to 100 km/h in just 8.1 seconds, faster than the small V8 in its predecessor, but the smooth short stroke 3.5-litre V8 required half a second less to make the same journey. The larger V8 took around 6.5 seconds to reach 100 km/h, the supercharged version was even less. With a solid, rigid foundation the XJ had a stable platform that could support the sort of handling the Jaguar engineers wanted to achieve, but it was just the start.Add to the aluminium masterpiece self-leveling air springs to adjust the ride height to suit the speed the big cat is being driven at, and Jaguar’s adaptive shock absorbers and you have an awesome package. A stiffer, more sporting setup was optionally available, and there was the XJR for the ultimate ride. Tradition played as big a role in determining the design of the interior as it did the exterior, with lashings of leather and touches of wood, as well as a raft of luxury features, like power seats, adjustable pedals and steering wheel, parking sensors, cruise, air, and a super sound system.IN THE SHOP Build quality plagued earlier XJ Jags. The problems were mostly silly little things that should never have occurred, but did, and were very frustrating for owners. But since Ford took over the quality has improved and there is little for owners to be concerned about. Make sure the service schedule has been adhered to and the oil in particular has been changed. With 18-inch wheels standard, and 19 and 20-inch wheels optional, be prepared to pay dearly when it comes time to replace the tyres.IN A CRASH There’s an awesome array of safety features in the XJ, as there should be on a car that cost around $200,000 when new. The rigid monocoque chassis, its agility, precise and responsive steering, and powerful brakes give it the road holding to escape many crash situations you might encounter. Once the metal begins to crumple there’s also an array of front and side airbags that come into play to protect you.AT THE PUMP A big lump of a car, but surprisingly light for its dimensions means quite reasonable fuel economy. If you can light pedal it you could expect to see average numbers between 10.5 and 12.5 L/100 km.LOOK FOR • Timeless classic styling• Wonderfully balanced chassis• Precise steering• High performanceTHE BOTTOM LINE Classic looks belie a thoroughly modern sporting saloon capable of matching the German bahn-stormers.RATING 80/100

Most carmakers today have a performance model that packs the punch of a sports car, but back in the 1950s sedans that performed were rare. Back then sports cars were stripped bare open top two-seaters and sedans were more sedate affairs aimed at families.That was until Jaguar broke the mould and produced its Mark 1 sedan, arguably the first sports sedan ever. That was followed by the even more sporting Mark 2, which is today a much treasured classic icon.If Jaguar boasted the only performance sedan in the late-1950s it certainly doesn’t now. Today’s Jaguar has to compete against similar models from BMW, Benz, Lexus and many others.It’s a tough world out there in the dog-eat-dog car world and Jaguar has struggled to maintain a place in the market in the last 20 or 30 years when it came close to extinction before being rescued by Ford.At the depths of its troubles in the 1980s the cars it produced were plagued with problems. A shortage of funds meant they were often underdeveloped and not ready for the market when they were launched, and buyers were left to do their own problem solving.They were also poorly built, partly again because of a lack of funds, but also because of a workforce that didn’t care.The XJ6 – code named X-300 – launched in 1994 was the start of the comeback of the great old brand with an injection of some $500 million by Ford.MODEL WATCHThe X-300 arrived after eight years of strife with the previous XJ40, which suffered badly with niggling production problems that should have been sorted before it was unleashed on the public.Such were Jaguar’s troubles that it was launched and the public became the company’s de facto development team.As a result the X-300 had plenty of ground to make up if it was to win back disaffected Jaguar buyers and restore some much needed credibility to the once proud company.While it was an all-new model the X-300 used the same platform as its much maligned predecessor. That aside every other external panel was new, the result being a much more modern and definitely more athletic shape than the XJ40.At once it looked elegant, yet sporty, and recalled the great old Jaguar sporting saloons.Like all XJ6s the X-300 was a large car, but its interior was rather cramped, particularly for rear seat passengers. If some suffered they could draw comfort from the sumptuous Connolly hide that covered the seats and the classic burr walnut trim that contributed to its olde worlde charm.Under the deeply sculpted bonnet lay one of four engines: a 3.2-litre double overhead camshaft straight six which churned out a smooth 161 kW at 5100 revs and 315 Nm at 4500 revs; a 4.0-litre version which boasted 183 kW at 4800 revs and 392 Nm at 4000 revs; a supercharged 4.0-litre six which pumped out 240 kW at 5000 revs and 512 Nm at 3050 revs; or a 6.0-litre V12 with 234 kW at 5350 revs and 478 Nm at 2850 revs.A four-speed auto processed the punch on its way to the rear wheels. Drivers had the choice of letting the transmission take care of the shifting or they could engage the ‘J-Gate’ manual shift option and do the shifting themselves.Underneath the X-300 rode on independent suspension at both ends, the front made up of unequal length wishbones, coil springs and an anti-roll bar, the rear using double wishbones and coil springs.If the suspension was familiar Jaguar the speed sensitive ZF rack and pinion steering was new and much welcomed for its precision when compared to the older model.Powerful four wheel discs slow the heavyweight cat with ease, and there’s the added safety of ABS.As expected of a car with a price tag approaching $150,000 the X-300 came fully equipped.The base sedan came with air, leather, remote central locking, trip computer, cruise, and dual front airbags, but had wheel trims instead of alloys.If you stepped up to the Sport you got alloys, front fog lamps and sports suspension.Further up the chain there was the Sovereign, which was similar to the Sport, but had touring suspension, power driver’s seat with memory, and a chrome interior mirror.For an exhilarating ride there was the XJR with the supercharged engine, traction control and a limited-slip diff.At the upper end of the tree was the V12, which had the 6.0-litre motor and pretty much everything else on the option list.IN THE SHOPJaguars have a reputation for unreliability, and while it was mostly justified with the models that preceded the X-300 it is no longer fair to label them with the troublesome tag.Ford spent a large amount of money getting the production sorted out so the cars are well built when they leave the factory and not the troublesome ones they once were.It’s important, however, that they are regularly serviced. That goes for any car, but if you want your Jaguar to run smoothly and not breakdown on you keep it well serviced. There are plenty of specialists around who will keep it in fine fettle without going to a Jaguar dealer.The X-300 is a big, heavy car so don’t expect it to be cheap to run. The XJR will guzzle 17 litres or so every 100 km, the V12 even more. Expect it to consume brake pads and tyres as well.Look for signs of crash repairs, oil leaks, suspension clunks and rattles, and definitely look for a service record that can be checked.IN A CRASHThe mass of the XJ6 will help in the crunch, as will dual frontal airbags. Predictable handling with powerful ABS-assisted disc brakes, along with traction control combine for a competent primary safety package.OWNERS SAYDavid Jonas is the proud owner of an 1996 X-300. On the road he says there is no better highway cruiser for the money. Overtaking performance is breathtaking, cruising at the legal highway speed is effortless and you are cosseted in leather and wood. Equally, the Great Ocean Road poses no challenges as this car corners on rails, and in most cases you simply catch up with the traffic. It is at home in city traffic as well, and to put it simply, it’s a great car that is difficult to match with any other band that is on the market today. He also says it hasn’t been expensive to service. During the 100,000 kilometres he’s owned it it’s required a set of spark plugs, two sets of disc pads, one ignition coil, batteries in remote controls, one exhaust manifold, one set of tyres, and oil and filters every 10,000 km.Dr Matthew Starr has had his 1995 X-300 3.2-litre Sport for nearly five years and it's done just over 91,000 km. He says it’s a terrific car, very stable, solid, comfortable, well made, and reliable. The engine is very torquey and the only irritating thing he has had to have redone was the felt internal roof lining that sagged. He would recommend this model to anyone as they are superb value for money nowadays.LOOK FOR• elegant sporty styling• smooth performance from base six cylinder engines• exhilarating punch of supercharged XJR• slightly cramped interior for size• high fuel consumption, particularly the V12• precise handling and smooth rideTHE BOTTOM LINEClassy cat looks good, feels good, goes good, but is a large car and will cost plenty at the pump.RATING65/100

Bugger it, go out and buy a new Jag. They're not as expensive as you might thinkThe Jaguar XJ is for the gentleman (or lady) of a certain age - a sensitive subject at my time of life.He (or she) is probably a company executive who, on the way up, has become accustomed to comfort and the finer things in life.Employing a driver, he probably never gets behind the wheel, spending his time in the back seat doing what captains of industry do in the rear of their company cars.In these taxing economic times, those from the big end of town and others need not feel guilty about travelling in this flash car.This is no million-dollar Maybach or Rolls-Royce. The 3.5 litre Jaguar XJ V8 (the test vehicle) would cost the company $159,990 plus on-road costs.If times are tough there's always the economical 2.7 litre XJ6D diesel at $154,900 or, if shareholders are on side, the 4.2 litre Super V8 long wheelbase at $234,900, still only a quarter the cost of the ultimate limo.The 2008 XJ enjoys significant improvements to its interior thanks to extensively redesigned front seats which are standard across the range and offer even more comfort and support. Rear seat passengers can relax with greater leg and foot room following changes to the backs and lower cushions of the front seats. Wall-to-wall leather, it's all very gentlemen's clubby.On the other hand, business is never far away, an upgraded Bluetooth connectivity system allowing users to hook up to five approved mobile phones to the car's own in-car telephone system.Oh, gawd! You can run, but you can't hide.On the outside the XJ has been given a fresh look with an all-new, distinctive design which includes a new bumper with reshaped upper and lower mesh grilles and a new Jaguar Growler badge, giving the 2008 model a purposeful appearance.Adding to this is the Jaguar Leaper, a bonnet mascot that stands alongside the Rolls-Royce Spirit of Ecstacy and Mercedes-Benz three-pointed star in the automobile lexicon of calling cards.Adding a further touch of attitude, side power vents match those introduced on the XK sports car and there are lower body sills and a subtle rear aero spoiler.New door mirrors maintain the automotive fashion with integrated indicator lights, while upgraded alloy wheels add to the saloon's sporting appearance.The XJ test car rolled on new 19in Polaris alloy wheels — the XJR features 20in Cremona alloys and Super V8 features 20in Calistos.The Germans are sold, so it seems, the Jaguar XJ winning the annual `Autonis' design award - 16,000 readers can't be wrong - for a luxury car from German car magazine Auto Motor und Sport, ahead of home-grown models from BMW, Mercedes and Audi.Under the bonnet was a new engine — a 3.5 litre V8 producing 190kW power and 335Nm of torque.Other power plants on offer are the highly acclaimed economical 2.7 litre V6 twin-turbo diesel and high performance 291kW 4.2 litre supercharged petrol V8.A six-speed automatic transmission provides smooth and slick gear changes while handling the high torque of the engine, meaning higher gearing can be incorporated, helping to cut fuel consumption.When Jaguar's ground-breaking all-aluminium XJ luxury saloon range was launched in 2003, its lightweight body helped the car set new standards in handling, precision and refinement.The latest aluminium monocoque is even better, being 60 per cent stiffer and 40 per cent lighter than that of the model it replaces.Every XJ comes with sophisticated safety features such as computer active technology suspension, automatic speed limiter and tyre pressure monitoring system.An adaptive restraint technology system uses ultrasonic means to calculate appropriate airbag deployment and force, based on passenger weight and position.Side-curtain airbags, front seat thorax airbags and energy absorbent front seat backrests ensure a safe driving experience for all occupants.The cabin is an oasis of calm, extensive sound insulation and sealing seeing to that.It's the perfect ambience for thinking and making decisions . . . even driving.

The Mark V model of the late 1940s, the Mark VII of the 1950s and the original XJ6 of the late-1960s established a fabulous heritage of elegant saloons, and little has changed in the 60 years since.The company's former slogan, Pace With Grace, pretty much sums up the big Jaguar saloons. They were sporty, but still oozed charm and elegance.Today's models are no less elegant than the classics, even if some think they're stuck in the past. Model watchThe seventh-generation Jaguar XJ saloon emerged in 2003, and again it looked for all the world like a makeover of the first XJ shown in the late 1960s.That first car was such a beauty it seems Jaguar couldn't let it go, but why should it? That original XJ6 was perfectly proportioned, its balanced lines looking fresh even after 40 years.The XJ8 of 2003 had a similar balance despite being significantly larger than the model it replaced. It was longer, wider and taller than its cousin, and had a longer wheelbase and reduced front overhang.If it looked like a throwback to the past, the X350, as it was known, was no such thing once you looked under the skin and saw the depth of engineering that marked this cat out as a very new beast.One constant criticism of the big cats over the years is its exterior size was never translated to interior room.At the core of the XJ was a rivet-bonded aluminium monocoque that slashed the big cat's weight by 200kg or more. Remarkably, it weighed little more than 1500kg.The lightness clearly comes through in the driving. The XJ feels agile and responsive, with quick, sensitive, precise steering that helps belie its physical size.Though Jaguars have always been a pleasure to drive, the dynamics and speed of this model shifted it up into an elite class occupied by the BMW M-Series and Benz AMG models.Under the XJ's long, elegant bonnet at launch was a choice of two V8s, which in early 2004 were joined by a V6.The V8 choices were a 3.5-litre unit and a larger 4.2-litre engine, the latter available in normally aspirated and supercharged forms.Both were of a double overhead camshaft configuration with four valves a cylinder. The 3.5-litre version had 196kW at 6300 revs and 345Nm at 4200 revs. The normally aspirated 4.2-litre engine put out 224kW at 6000 revs and 420Nm at 4100 revs.The big cracker-blown 4.2-litre engine, which powered the awesome XJR, had 298kW at 6100 revs and 553Nm at 3500 revs.All that drive was then transferred to the blacktop through a ZF six-speed automatic, the final drive going through the rear wheels.When it arrived in 2004 the double overhead camshaft 3.0-litre V6 had 179kW at 6800 revs and 300Nm at 4100 revs.With a solid, rigid foundation, the XJ had a stable platform that could support the sort of handling the Jaguar engineers wanted to achieve, but that was just the start.Add to the aluminium masterpiece self-levelling air springs to adjust the ride height to suit the speed the big cat is being driven at, and Jaguar's adaptive shock absorbers, and you have an awesome package.A stiffer, more sporting setup was optional, and there was the XJR for the ultimate ride.Tradition also played a big part in determining the design of the interior, which had lashings of leather, touches of wood and many features such as power seats, adjustable pedals and steering wheel, parking sensors, cruise, air and a super sound system. On the lot Jaguar lost ground to its German rivals when it, along with the entire British car industry, went through a meltdown in the 1970s and '80s, caused by poor build quality and engineering integrity.The old marque doesn't have the respect it once had. Most of its buyers have moved on to BMW or Benz, and newer ones never knew it at its best.For the V6 pay $95,000-$105,000; for the small V8 (2003-2005), $98,000-$120,000; for the bigger V8, $110,000-$130,000.If you want to go all the way to the XJR you'll need to pay $115,000-$140,000. In the shopAverage build quality plagued earlier XJ Jags. The problems were mostly silly things that should never have occurred, but did, and they were very frustrating for owners. But since Ford took over the quality has improved and there is little for owners to be concerned about.Make sure the service schedule has been adhered to and the oil in particular has been changed.Eighteen-inch wheels are standard and 19 and 20-inch wheels optional, so be prepared to pay dearly when tyres need replacing. In a crunchThe XJ has an awesome array of safety features — as there should be on a car that costs about $200,000 when new.The monocoque chassis, its agility, precise steering and powerful brakes give it the roadholding to escape possible crash situations.Should the metal begin to crumple, front and side airbags are activated. At the pumpBeing surprisingly light for its size, the XJ is reasonably economic. If you pedal lightly you can expect to achieve 10.5-12.5 litres for 100km. The bottom lineClassic looks belie a modern sporting saloon that matches the bahn-stormers.70/100  All anglesLook forTimeless classic stylingWonderfully balanced chassisPrecise steeringHigh performance RivalsLexus LS430 (2003-2005): $82,000-$110,000BMW 7-Series (2002-2005): $89,000-$220,000Audi A8 (2003-2005): $85,000-$125,000

I remember Jaguar umming and ahhing about whether to stick a diesel in its big limmo. That's to say whether its well-heeled clientele would take to the idea or whether it was a strictly V8-or-nothing market.Fortunately, it decided to take the plunge because with lots of lazy, low down torque, the diesel lends itself perfectly to the role of cruiser.If the words 2.7 litre twin-turbo diesel sounds familiar, that's because they are. The engine developed jointly with PSA Peugeot Citroen debuted in Jag's S-Type and is also found in Peugeot's 407 and Citroen's techno tour de force, the C6.The twin-turbo common rail V6 diesel produces 152kW power at 4000rpm and 435Nm of torque at 1900rpm. Impressively it accelerates from 0-100km/h in 8.2 seconds, with a top speed of 225km/h. Fuel economy is rated at 8.1 litres/100km (we got 8.5) - it means you can have a big car without the penalty.For such a big car it feels surprisingly nimble. That's because the one piece body/chassis is constructed of lightweight aluminium, giving the car a distinct weight advantage. Electronically controlled, self-levelling air suspension is standard that lowers the car as speed increases. Electronically controlled engine mounts designed to reduce vibration at idle.It is still a bit wood-and-leathery for our liking, but then that's the market the big Jag is playing to.Long wheelbase means you have to keep an eye on those rear wheels and make sure you don't cut corners.Physical size makes negotiating winding car park ramps tricky. You can set the computer to fold the external exterior mirrors when the car is parked, but try as we may we couldn't get it to work. Misses out on one touch indicators (one touch/three flashes).Jaguar has done a terrific job. Big, comfortable car that turns heads, particularly those of Mercedes owners. Build quality is excellent, nice and quiet inside and we like the touch screen computer display. Much easier than fiddling with silly little knobs. We love it, except that is for the $154,900 price tag.

The new XJ8 long-wheelbase Jaguar is anything but a small car. With an extra 125mm added to the 3034mm wheelbase, it will barely fit in the standard-sized garage.Parking sensors are not only de rigueur in this style of car – they are vital because, at more than 5200mm long, normal parking spaces don't quite cut it.But at $179,900, it's probably a valet or private car park that will be graced by this car's presence.The aluminium construction means the XJ8 is not a hefty vehicle when considering how much space it takes up on the road – the stretched version adds 24kg to take the total weight up to 1639kg.Rear-seat passengers are the main beneficiaries of the extra length, with more than 900mm of legroom available, as well as good headroom thanks to a slight increase in the height of the roofline.Riding around in the rear might well be the first choice for some, given the rear can be optioned in a number of different configurations to suit the occupant – bench or bucket with a centre console.Twin DVD screens in the back of the front headrests allow rear passengers to watch TV or a DVD, with infra-red headphones on offer.The XJ8 LWB handles with the same aplomb of its shorter sibling, retaining considerable cornering abilities as well as treating irregular road surfaces with a quiet disdain.The lightweight body means the naturally aspirated 4.2-litre V8 can push the XJ8 to the open road speed limit in under six seconds, with the top speed limited to 250km/h.The six-speed auto is a smooth-shifting unit in standard mode, while depressing the Sport button sharpens up the changes, but not uncomfortably.The Ford-owned British car maker claims the V8 can return figures around 16 litres/100km in the city, dropping to half that on the open road. At the end of my time in the Jag, the trip computer was displaying an average of 13.4 litres/100km, despite the indulgence of a heavy right foot.The company might have been criticised for the unadventurous styling of the new XJ8, but to Cat fans – those who love the wood, the leather and the considerable on-road abilities – the styling is unmistakable and no one is left in any doubt they've been passed by a Jag.LUXURY TORQUEBe seatedREAR passengers can relax in a fixed or power-adjustable rear bench seat layout, or opt for the individual powered and heated seats. The two rear buckets are separated by a centre console with additional storage space.Rear luxuryALSO on the rear seat features list are burr walnut-finished business trays that fold down from the front-seat backs, DVD/TV screens and iPod and MP3 player connectivity.Price of powerTHE XJ8 LWB is $179,900 and is powered by a naturally aspirated 4.2-litre V8 that produces 224kW of power at 6000rpm and 420Nm of torque at 4100rpm. If that's not enough, there is also a supercharged V8 available, offering 298kW of power at 6100rpm and 553Nm of torque at 3500rpm, but the price tag steps beyond $200,000.