A good mix of the old and the new
Jag’s smooth luxury sedan combines the last of the old-school styling with the first taste of industry-leading aluminium construction and lets neither era down, writes Dave Moore.
WHILE its body resembled closely the previous X300 and X308 (LWB) Jaguar XJs first seen in the mid 1990s, the new aluminium-bodied car, introduced for the 2003 model year as the X350 and X358, has so much in the way of new technology and new sixcylinder powertrains that it was arguably the first really new XJ since the model first topped Jaguar’s manifests in the late 60s.
By employing an aluminium monocoque instead of traditional steel, but retaining the same fluted front, six-window style that has been part of XJ history since the beginning, it showed some reticence in terms of making a ‘‘big modern Jag’’ with all-new styling which wouldn’t occur until late 2009.
Sticking with the Arthur Daleystyled XJ probably stalled sales of the largest Jaguar to new customers, but it’s still a magnificent car, even with the slavishly old-fashioned styling. Proof of the new styling pudding came when the all-new car finally appeared, with new customer sales soaring.
As well as an aluminium body the new car also featured the Jaguar XJ’s first V6 petrol engine – based on the tough, Ford Duratec – though the 3.5 and 4.2 litre and supercharged 4.2 litre V8 were all Jaguar’s own work. Jaguar’s 2.7 litre V6 diesel became available, too, and with a new six-speed automatic gearbox with lock-up on all gears the car put out economy figures, particularly for the V6s which were previously unheard of for large Jags. Computercontrolled air suspension was fitted, and traction and dynamic stability control were standard. Two-zone climate control was also standard with four-zone available on long-wheelbase models.
STRENGTHS:
Some still love old-fashioned Jaguar styling, and by the time the newer V8 engines and new Ford and PSA-sourced sixes were put under the XJ’s bonnet, the range’s reliability rating went into a steep improvement curve with the annual JD Power rankings. The car’s refinement, comfort and the general feeling of wellbeing it imparts is well known, and the car has become popular among those who remember the XJ from the seventies and only now can afford one. The XJ floats on air springs, giving you a choice of ‘‘comfort’’ or ‘‘sport’’ settings. The car’s ride is supple and pleasant, while the direct, communicative steering is delightful and with plenty of power from even the smaller engines, the car really can be a treat if you get the right one.
BEST TO BUY:
The V8s are not much cheaper than the V6s and remain tempting, but the 3-litre V6 petrol engine is reliable, well capable of providing good performance and from personal experience, registering serious fuel economy. The diesel 2.7 is fairly rare in New Zealand, but well worth looking for as it’s plenty brisk, even better on fuel than the Duratec petrol unit and provides as much mid-range torque as those lovely V8s. With the base car offering loads of leather and wood and Sovereign and Daimler versions each delivering scads of luxury items and gorgeous materials, there are several layers of desirability to be had with this model on the used car market.
We’d go for the best we could afford, forget about eights to save money both on fuel and sticker price, and be happy to work from a budget rather than try to get everything, regardless of price. The long wheelbase X358 model is the one to grab as its rear legroom is that much better than the shorter car’s.
WEAKNESSES:
There aren’t many, to be fair. The wood and leather trim looks great, but the there were some comments about the low quality of some of the switches and minor trim, while the awkwardly shaped boot doesn’t take as much luggage as its German rivals. Servicing is expensive if you stick with a main dealer, but we’d only go to a nonfranchised specialist if they are recommended, as the V8s in particular are complex devices, especially the high-performance supercharged cars.
YOU’LL HAVE TO LIVE WITH:
The Arthur Daley, old man, pipe and slippers image, with styling that hasn’t really changed much in 46 years, which means your friends may not be aware as to how much things have changed under the skin, and some don’t know that that very skin makes the car one of the most modern of the 2003-2009 era.
WHAT TO PAY:
We found a New Zealand-new 2007 Sovereign 2.7-litre diesel with less than 160,000 on it for $25,000, with a 4.2-litre 75,000km Supercharged version from the same year for an eye-watering $39,990, while we liked the look of a 2005 3.0-litre XJ6, with 85,000 on a sticker of $14,000. Our best naturally aspirated V8 was a 2006 Jaguar XJ 4.2 Executive with 60,000km for $23,900. We understand the attraction of the V8s but feel the unsung V6 can be a spectacularly good buy.
RUNNING COSTS:
According to the UK’s What Car? Reliability Index, these XJs are dependable cars, but some recalls did occur. Some 2004 cars had to be modified to prevent their gearboxes slipping into reverse at inopportune times while some also had problems with airbags puncturing when deployed, best consult the vehicle’s service history to put minds at rest. The 3-litre V6 can manage 10L/100km without much trouble, while even the 4.2 V8 scores in the 12L/100km area. The 2.7-litre V6 can return numbers under the 8L/100km mark.
BUT WAIT:
Mercedes-Benz S-class models from the same era will cost you more and so will Audi A8s and BMW 7-series and all three have better luggage space. Unlike 20 years ago, the Jaguar can now stand up with Germans in terms of reliability, but one car that should be considered is the Lexus LS model, which is rarer than the Benz, Audi and Beemer and is bulletproof when it comes to mechanical and electrical reliability.