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Jaguar S-Type
It's a beauty... if you close your eyes
Do you know someone whose natural talents are being held back by an outside
force beyond their control? A bright, vivacious person full of good ideas,
destined never to be properly appreciated because of something intangible
that restrains them? If that person were a car manufacturer, it would be
Jaguar.
Having spent their recent past selling under-engineered cars on the strength
that they were beautiful, they’ve now managed to turn the tables. Today’s
Jaguars are impressively engineered, more reliable than Mercedes cars, and
usually pretty good to drive. Yet all, save the aged XK coupé, are to some
extent held back by their appearance.
It’s not that they’re ugly, merely that they’re inappropriate to Jaguar’s
21st-century aspirations and likely to lose potential sales in exactly the
same way that GQ magazine would if sold with Country Life’s front cover. The
X-type and S-type saloons look odd and old respectively, while the
technologically groundbreaking and otherwise convincing XJ looks designed to
appeal to those with ambitions no greater than mounting a bloodless coup for
the chair of the local golf club.
It may look old, but in fact the car in the picture is the brand new V6 diesel
model. By S-type standards it’s sure to sell by the barrowload, but you can
say as much about any diesel executive relative to its petrol siblings, so
significant are the extra travelling range, fuel economy and reduced tax
burden these cars afford. But is that enough to place the newest S-type on
the shopping list of those who have hitherto thought of BMW, Mercedes and
Audi as the only serious players of the executive game?
This is the best engine yet to find its way into an S-type; indeed, if fitness
for purpose is your guide, I will argue that it’s the best engine to be used
by any Jaguar since the V12 of the E-type in 1971 (and possibly the classic
twin-cam six first seen under the bonnet of the XK120 in 1948).
This twin-turbo diesel V6 develops 206bhp and a thumping 320 lb ft of torque
at under 2000rpm, and offers highly competitive economy and emissions. In
these regards it compares well with the best engines offered by its rivals,
but where it exceeds even their lofty standards is in its refinement. Even
the best diesel engines become distinctly vocal in the upper reaches of
their rev ranges . . . but not this one. Although I haven’t tried them side
by side, I doubt that even Audi ’s 4 litre V8 diesel in the A8 could beat
the Jag motor’s eerily smooth and silent running. This engine will see the
S-type past 60mph in 8.2sec and on to the far side of 140mph, its six-speed
automatic gearbox proving the perfect partner. And it will do 36mpg in
normal running.
It is hard to find any fault with this S-type, as long as you confine your
observations to the manner in which it dispatches all roads, from urban to
rural. Its ride is pleasant, firm enough to imply sportiness yet
sufficiently smooth for Jaguar comfort, while its handling is engaging
enough to make up for the ultimate technical superiority of BMW’s 5-series.
Living with it is a different matter though. A minor restyle — can you spot
it? — has done little to alter the perception that, visually at least, the
S-type shape remains the automotive equivalent of the Blues Brothers 2000
movie — an ill-conceived attempt to plunder an original classic that should
have been left well alone. That swooping body shape is not exactly space
efficient, as anyone who has travelled in the back of one knows.
Given these limitations and the fact that they can only be properly addressed
by an all-new car (still a couple of years away), it is to the S-type’s
considerable credit that it remains so likeable. Indeed it is little short
of astonishing when you consider how easy it was to dislike when new in
1998; unlike wines, cars rarely improve with age, though the S-type
undoubtedly has.
As a company, Jaguar has an interesting future ahead of it. All its current
product was styled under a regime that ended five years ago; now a man
called Ian Callum is in charge and his credits include the Aston Martin DB7,
Vanquish and (some say) no small part of the DB9. The first all-Callum car
will be next year’s XK8, followed in 2006 by the new S-type.
If Callum can make Jaguars as good to look at as they now are to drive, the
company clearly faces a very distinguished future.
VITAL STATISTICS
Model: Jaguar S-type 2.7D
Engine type: V6, 2720cc
Power/Torque: 207bhp @ 4000rpm / 320 lb ft @ 1900rpm
Transmission: Six-speed automatic
Fuel/CO2: 36.0mpg (combined) / 208g/km
Performance 0-60mph: 8.2sec / top speed 141mph
Price: £31,670
Verdict: The best S-type, even if looks are dated
THE OPPOSITION
Model: BMW 530d, £31,900
For: Formidably better, in almost every way, than petrol version
Against: Looks likely to split opinion, avoid silly variable-speed
steering option
Model: Mercedes E270 CDI Elegance, £30,925
For: Refined, frugal, comfortable and spacious
Against: Lacks punch of some rivals, hit-and-miss dealer service
I was curious........... Some 'numpty' smashed into the back of my car (RS6) and since it was a 'non fault' insurance claim, I figured I was entitled to something mildly entertaining as a replacement.
After much haggling with the insurers I bagged the new XK conv. I was quite looking forward to spending a day driving it, for work of course! Then looking forward to the weekend.......!!
After day one, i thought I'd check on the spec then see what Clarkson made of it by comparisson.
Amusingly, one of the biggest things that offended me too was that bloody retractable aeriel. At £65K, you are entitled to expect a little more.
I estimated the output at 320bhp. Decidedly less than my Porsche baiting 450bhp family estate. It reminded me of an American SUV that I was unlucky enough to drive last Xmas; the accelerator makes a huge noise, but not much else! I'm running out of space already. In summary, the car was underwhelming. Soft and comfortable, like a pair of slippers!
Ade, London, UK