Let’s put the new XJ into context by looking at its dimensions (long wheelbase model numbers in parentheses) and capacities:
- Overall length: 201.7-in (206.6)
- Overall width: 74.7-in
- Overall height: 57.0-in
- Wheelbase: 119.4-in (124.4)
- Weight: 4,045-lb (4,131)
- Cd: 0.29
The long wheelbase model is approximately the same size as the Mercedes S-Class and new BMW 7 Series, while the short wheelbase model is similar in size to the standard Lexus LS460 and Audi A8. Thus the new XJ is aimed at the heart of the market, where its $72,500 base price also compares well against the competition.
The standard 5.0-liter V8 is available in either naturally aspirated (385 hp/380 lb-ft of torque), supercharged (470 hp/424 lb-ft) or custom-order Supersport (510 hp/461 lb-ft) form, with the only transmission choice being a six-speed automatic. (European buyers get the choice of a 2.7-liter turbo diesel, a 3.0-liter V6, and 3.5- and 4.2-liter V8s, with the last available with or without supercharging.) This compares quite favorably to the competition, which ranges from a high of 400 hp for the BMW to a low of 357 hp for the Lexus. In addition, the naturally aspirated Jaguar XJ’s weight of 4,045 lbs (4,131 lbs for the long wheelbase model) is a stunning 305 lbs less than the short wheelbase Lexus. Even more amazing, it is 364 lbs lighter than a short wheelbase Audi A8 that, like the Jaguar and unlike the rest of the competitors in this class, is made from aluminum. As a result, the naturally aspirated XJ scoots from 0-60 mph in 5.4 seconds, faster than all but the 7 Series. The supercharged versions do it in 4.9 seconds, with the Supersport cutting a further 0.2 seconds from that time. In short, the new XJ is seriously quick.
The fully independent suspension features air suspension, shock absorbers with continuously variable damping, and – on supercharged models – an electronically controlled rear differential. Quick-ratio rack-and-pinion power steering, claims Jaguar, is used to bring the vehicle’s responsiveness in line with the suspension’s dynamic capabilities. All this effort would be wasted without a stout structure behind it. Thus, Jaguar engineers took the lessons learned on the previous XJ6 – which also used an aluminum body structure – and added magnesium and composite alloys to further lower weight while increasing rigidity. The previous joining method – self-piercing rivets and adhesive bonding – is carried over, but refined to increase body rigidity and take best advantage of the new materials.
The exterior styling continues the large nearly square grille opening first used on the mid-size Jaguar XF – itself a modern interpretation of the grille used on the original XJ when it debuted in 1968 – but frames it with small cat’s eye headlights, and combines that with a nose that is at once both sleek and imposing. This flows into a low coupe-like roof and across to a high rear deck that is topped by LED taillights designed to mimic the gouges made by a big cat’s claws. By drawing the front and rear fenders close to the body, the designers were able to accentuate the size of the passenger compartment
while shrinking the car’s visual bulk. Pinching the sloping roof in at the rear makes the rear deck look longer and more flowing than its short length would suggest, and this is accentuated by a rising window line that gives the XJ a distinctive wedge shape.
The real story, however, is on the inside. For years the upper luxury sedan market has been engaged in a game of one-upmanship where each new entry had more – stuff, technology, luxury, etc. – than its older competition. This began to get out of hand when the number of buttons, knobs, and controls began to rival the numbers used to track the Gross Domestic Product of some developing nations. Keeping the functionality while lessening clutter led to the creation of so-called human-machine interfaces, like BMW’s iDrive, that concentrated functions in one controller. And in this, Jaguar’s latest XJ is no different. However, it moves ahead of its competition by being the first luxury sedan to replace its instruments with a 12.3-in. high-definition video screen. Physical gauges are replaced by electronic representations that “build” upon entry into the car, and feature a “spotlight” capability that highlights the areas displaying the most important information. The speedometer is flanked by a tachometer and an information window that contains fuel and temperature readouts. When a radio station is selected or it is necessary to display a warning message, the tachometer fades and is temporarily replaced by the message or menu. In Dynamic Mode, the virtual gauges take on a red hue and the gear position indicator stands out to the point of glowing red when the rev limit is reached.
The move to video display technology began under Ford’s ownership, is found in more mundane vehicles like the Fusion Hybrid, and will soon make its way into more Ford, Lincoln and Mercury vehicles in the near future. However, Jaguar is the first automaker to offer this technology on a volume-produced vehicle, and combines it with an eight-inch touchscreen display to control the audio and communications system, navigation system, and climate control. Or the driver can use an interactive voice control system that displays a number of prompts on the gauge screen so the driver doesn’t have to fumble for the right words to activate the system. These prompts can be used to activate the top-of-the-line 1200-Watt Bowers and Wilkins audio system that is part of a “Media Hub” that includes two USB ports, Bluetooth audio streaming and an AUX port. Even though the standard audio unit includes HD audio, a Sirius satellite radio receiver and a CD/DVD player, it also has an integrated hard disc that allows passengers to download music directly from their CDs.
Almost as if to compensate, the design team made certain the interior used clean, simple forms that welcome the driver and passengers. Thus, the instrument panel has a simple, leather-covered shape that appears to float in front of the windshield thanks to its contrasting color and a wood strip that sweeps along the doors and around it. (Nissan used a similar design in the last generation Altima, but it is much more successful on the Jaguar.) The standard panoramic sunroof slides its opening section up and over the roof, to keep headroom intact. To keep heat in check, the roof has a dark tint, reflective coating, and twin electric blinds. Buyers can choose from a list of colors, veneers and leathers they’d never have seen on the outgoing model, and those opting for the custom-ordered Supersport model can specify semi-aniline leather seats complemented by a leather roof lining, and wood or carbon fiber veneers with laser-cut inlays.
With any luck, the new car will improve on the dismal showing of the old XJ, which saw its worldwide sales drop from a high of 38,000 in 1998 to less than 10,000 last year. Not only has the global financial crisis slammed sales in this segment of the market, new high-end competition from Porsche (Panamera) and Aston Martin (Rapide) promise to draw a number of the more well-heeled buyers to their ranks. In addition, years of staid styling* and “Old World” personality made the XJ – and Jaguar itself – something of an anachronism in the luxury segment. No matter how good the new XJ may be, it is questionable if buyers who have defected to Audi, BMW, Lexus and Mercedes will be willing to give up those known quantities in order to take a chance on Jaguar’s handsome new XJ.
(* Don’t blame Jaguar for its past styling efforts. The company was encouraged to reach back to its past in order to reconnect with its brand heritage. However, sources inside Jaguar say they were unable to move beyond this due to the objections of octogenarian William Ford, Sr., who often vetoed more progressive design proposals with the admonition: “I just can’t see that sitting in my driveway.” Unfortunately, his steadfast refusal to change meant Jaguars disappeared from the driveways of formerly loyal buyers the world over as it fell behind the competition.)
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