Jaguar‘s shapely new XF sedan seems to be succeeding in reinventing the storied marque, which, according to many, was in dire need of a fresh design theme. Sales of the XF sedan are exceeding expectations – even as economic uncertainty cripples sales of many other high-end luxury cars. Yet just above the XF sits the XJ – an outdated throwback to the past in the eyes of many enthusiasts and motoring journalists – the latest version of a legendary line that dates back to 1968, when fellow Brits, The Beatles, were still reeling from their Magical Mystery Tour.
What is it?
Certainly, the 2008 Jaguar XJ sedans share nothing other than a basic design theme with their now 40-year old predecessor, the Series 1. Launched in mid-2003, the current XJ was refreshed and facelifted for the 2008 model year. Though the front fascia is new, changes are hard to spot. The bumpers are said to be inspired by the design language premiered on the XF, fender vents currently en vogue have shown up and, curiously, the leaping cat hood ornament has vanished.
The XJ Super V8 is, at its core, a super fast luxo-barge. To put it simply, Jaguar combined the high-performance XJR with the high-feature Vanden Plas to create a supercharged, traditionally styled Jaguar with cut-pile carpeting and acres of genuine wood trim.
These days, in an ironic twist of British imperialism, Jaguar is owned by Indian firm Tata Motors.
What’s it up against?
Priced a hair under six figures, the XJ Super V8 sets its sights on the Audi S8 and, to a lesser extent, the Mercedes-Benz S63 and the hybrid-powered Lexus LS 600h L. The Lamborghini -powered Audi features avant-garde styling and overt sportiness, a contrast to Jaguar’s understated, cossetting environment, whereas the Mercedes-Benz and Lexus emphasize often-confounding technology and, especially in the S63, earth-shattering torque.
The re-designed BMW 7-Series must be mentioned, though BMW hasn’t unleashed any motoring journalists on the big sedan just yet.
Any breakthroughs?
The XJ benefits from an exceptionally light and quite advanced aluminum structure that endows it with a particularly svelte curb weight. According to Jaguar, our top-line XJ Super V8 feature car tips the scales at 4,006 lbs, a good 500 lbs less than its rivals despite similar exterior dimensions.
Yet to a casual observer, the XJ will appear to be more of the same from Coventry.
How does it look?
Like it did in 1968. Really. Sir William Lyons, known to marque faithful as Mr. Jaguar, helped pen the basic design that continues today. Quad road headlamps emphasized in the curvaceous hood, a low roof line and a gradually sloping trunk lid cut off aggressively at the tail continue to characterize the XJ 40 years later.
Look closely and it’s obvious that the XJ’s basic theme has been heavily refined. A blocky front bumper differentiates the 2008 from years past and a simulated metal mesh grille insert gives off an aura of sportiness, though that element is now standard across the line rather than being featured on the XJR only. The XJ Super V8 adds a lower grille finished in the same faux aluminum, as well as large 20 inch wheels.
Unlike the Mercedes S-Class and Lexus LS, in particular, the XJ will likely still look good in 15 or 20 years. It’s a classic, iconic design. But for those yearning for something that stands out – or is more overtly ostentatious, the XJ isn’t going to deliver. It’s a staid, conservative design that has, for 2008, been adorned with some gimmicky, trendy features like goofy air inlets in the fenders and the aforementioned mesh grille. A stretched wheelbase doesn’t help the XJ’s cause, either, giving the short wheelbase version’s pleasant proportions an almost comically disproportionate appearance.
Still, with its five-spoke 20 inchers, the XJ sits squat and low to the ground giving it a sporty, menacing presence that gives the S8 a run for the money – nearly six digits of money, that is. It’s a beautiful, timeless automobile that has been unfortunately given a treatment of the latest trendy bits.
And inside?
Again, the Jaguar faithful will find the interior to be comfortably familiar. The ceiling is still low, the dashboard is still close to the windshield, the fascia is still very upright and the wood trim is still as beautiful as ever – and as liberally applied throughout the cabin as it was in 1968.
Simple inset round gauges greet the driver through a thick-rimmed, four-spoke steering wheel. There is no full-color, high resolution display to update you on your radio selection or to let you know how cruise control will keep you from ramming the Kia Spectra that just jammed its brakes in front of you (though adaptive cruise control is standard, it utilizes a basic green and black display).
In the middle of the instrument panel is a large touch-sensitive screen that, frustratingly, controls both the radio and navigation system. Climate control and radio buttons surrounding the display seem haphazardly placed, though they’re easy enough to use. A voice-activated JaguarSense system worked well to change the radio station or program the navigation system by merely pressing a steering-wheel button and barking a command.
The navigation system is easy enough to use even without utilizing JaguarSense, though its display is frustratingly low-resolution. Oddly, the interior’s wood trim extends to the roof, where it surrounds the sunroof and map light switches. Its placement here looks tacked on as though it came with one of those 75-piece “wood-tone” trim sets you can find on eBay. It’s not appropriate for a Jaguar.
Open the vast rear doors (be careful in parking lots) and you’ll find enough room to store as many members of the Beatles’ fan club as you can fit. As if the expansive legroom wasn’t enough, Jaguar’s cut-pile wool floor mats feel like quick sand when you step on them. Following Jaguar tradition, two small wood-veneer picnic tables drop down from the front seat backs, though they don’t fold to a flat surface, significantly limiting their usefulness to those groupies. Where the front seat was lacking in luxo-goods, the rear seat delivers with separate digital automatic climate controls, dual monitors mounted in the headrests, DVD player controls in the fold-down armrest and power headrest and seatback adjustment. The Beatles never rode so well while on tour.
Despite the pretense of luxury, the XJ’s overall interior ambience is let down by mediocre quality materials and a distinct lack of luxury features. A low-buck headliner and smatterings of hard plastic detract from what once set the standard for luxurious motoring. At least the 320-watt Alpine audio system (with optional HD radio) makes The Beatles sound way better than any 45 ever could have.
But does it go?
Stomp on the skinny pedal and your rapid movement away from a stop will be accompanied by a sonorous but refined whine from the XJ Super V8′s supercharger. With an even 400 horsepower on tap mated to a six-speed automatic transmission, the Super V8 rarely struggles. It can’t match the thundering torque of the S63, but the Super V8′s 413 lb-ft., which peaks at just 3,500 RPM, is more than adequate for the substantially lighter Jaguar.
The six-speed automatic transmission by ZF rarely hunts for gears, though it can feel a little confused in light-throttle applications while puttering around town. We don’t find the traditional J-gate unobjectionable, though it’s a marked contrast to the round dial in the XF.
Where the big cat really surprised us was in the twisties. It’s a deft mover, always feeling even lighter than it is when tossed into a corner. Terrific steering feel transmits through the grippy, thick steering wheel, making the Super V8 an ideal tool for carving through corners. It exhibits terrific stability thanks to the wide, 255/35 Z-rated Dunlops. Yet it still manages to retain the suppleness one expects of a Jaguar. Even on rough, pockmarked pavement, the Super V8 maintains its composure, thanks to the exceptionally stiff structure and a compliant air suspension. Large, ventilated disc brakes are lifted directly from the XJR and they stop the Super V8 with precision.
Though it’s likely of little consequence to the average Super V8 driver, that V8 enjoys slurping down premium fuel. We measured less than 12 miles per gallon over a week of admittedly skinny pedal-happy driving.
Why you would buy it:
You’re not enamored with trendy style or techno-gadgets and you want something that’s remarkably adept and tossable in a variety of situations on the road. This is a fun-to-drive vehicle. Or, you’ve got a couple of kids you really want to spoil in the cavernous back seat.
Why you wouldn’t:
You’re a style-seeker who wants something that’ll always be valeted in front, won’t be mistaken for the unsuccessful, entry-level X-Type and will make everyone at every gas station ask you what you’re driving.
2008 Jaguar XJ Super V8, base: $94,085, as tested: $95,200. Options as tested: Sirius Satellite Radio, $450; Destination, $665.
Words and Photos by Andrew Ganz
