Jaguar Diesel XF

The big cat is finally out of the bag! Jaguar has released the first pictures and full details of its new XF Diesel S, an oilburning flagship that combines class-leading performance with impressive fuel economy.

Due on sale in March, the newcomer is fitted with a new 3.0-litre V6 engine with 273bhp and a staggering 600nm of torque. Capable of a top speed of 155mph, and a 0-60mph sprint of 5.9 seconds the newcomer also promises to return 42mpg.
Meanwhile, CO2 emissions are 179g/km – that’s 10 percent less than the acclaimed 2.7-litre unit that this new engine replaces.

Power is transmitted to the road via the rear wheels, through an updated six speed automatic gearbox. Drivers can either select a fully automatic mode, or swap ratios via steering wheel mounted paddles.
To complete the package, XF Diesel S also gets 20 inch wheels, an aerodynamic boot lid spoiler and discreet ‘S’ badging.
Inside, the S gets sports seats, and a number of specification upgrades to the car’s satellite navigation and air-conditioning systems.

However, the new Diesel S is not the only XF to benefit from the company’s latest diesel technology.

Jaguar has announced that is also plans to add an entry level 3.0-litre V6 model to the line-up to replace the basic 2.7-litre V6.

Mercedes SL 350 : First Drive

It may have been around since 2002, but few luxury cars are as desirable as Mercedes’ SL. With an elegant shape, slick electric folding roof and cultured road manners, it’s one of the best models the firm has ever produced. However, rivals such as the BMW 6-Series Convertible and Jaguar XK Convertible are giving customers reason to look elsewhere, as will Maser-ati’s GranTurismo Roadster when it arrives in 2009. So the SL has had a host of updates to keep it on the ball. The most obvious change is the nose, which takes cues from Mercedes’’ latest design direction with big headlights and an even bolder radiator grille featuring the famous badge mounted on a large horizontal bar. Bosses claim that the styling harks back to the past, too, with the bonnet power bulge and front wing air intakes inspired by the classic 1954 300 SL. At the rear, there are fresh tail-lights and sleeker bumpers. The result? Well, while the previous version was subtle, this SL is very dramatic – and to our eye, that imposing front end could be a bit too much for traditional Mercedes buyers. Inside, there’s less controversy. In come new materials and revised versions of the COMAND control system and sat-nav. As ever, it’s a sumptuous, comfortable and ergonomically sound place in which to spend time. One thing that improves comfort no end is the AIRSCARF set-up. This was first seen on the SLK, and blows warm air on to the necks of the driver and passengers, making open-top cruising in winter a more realistic experience. Another new option is the Intelligent Lighting – essentially adaptive bi-xenon headlamps with different set-tings for varying driving conditions. No changes have been made to the roof – and none was needed, either. Owners will never tire of the way in which it folds into the boot at the touch of a button. As for the engines, well heeled customers will continue to be satisfied by the SL 500 and SL 600 models, while those with even more cash can stump up for a new SL 63 AMG, com-plete with a 525bhp 6.2-litre V8. The most significant changes have taken place further down the range, though. In comes the SL 280, which gets a new 228bhp V6. It can return 30mpg, yet sprints from 0-62mph in less than eight seconds. Marking the most significant step forward is our car: the new SL 350. Its 3.5-litre V6 is a development of the previous unit, and now offers 312bhp – that’s over 40bhp more than before. Torque is up 10Nm to 360Nm, too, and on the road, it’s very impressive indeed. The 0-62mph dash takes only 6.2 seconds, making it four-tenths-of-a-second faster than the previous SL 350. As you might expect, there’s plenty of overtaking punch, as well as a rasping soundtrack from the creamy V6. The six-speed automatic gearbox is smooth yet responsive, too. Despite its increased performance, the SL 350 is 1mpg more economical than its predecessor, returning nearly 29mpg on the combined cycle. And there’s more good news when it comes to the handling, largely due to the all-new variable-ratio, speed-sensitive steering system. As a result, the car has more feel and responsive-ness. Fitted with air-suspension, the SL also manages to strike a brilliant balance between comfort and driver appeal. It serves up a supple ride that massages bumps away, yet there is very little body roll and lots of agility under hard cornering. It’s still too remote to feel like a Porsche 911, of course, while the Jaguar XK delivers a sharper and more fun driving experience. But the SL is a great all-rounder nevertheless.If there’s controversy over how the new SL looks, there are no doubts about the XK’s lines. It’s one of the most stylish drop-tops in its class. Add in a characterful V8, epic pace and a sporty driving experience and you have a great luxury car.Source

Rival: Jag XK Convertible

• Rating:

Jaguar XKR-S at Geneva Motor Show 2008

It was a Swiss show, but Jaguar was flying the flag for Britain with its sensational new XKR-S high performance range-topper. With a host of body modifications, chassis upgrades and a 174mph top speed, the Jag is aimed squarely at Aston Martin’s N400 and Maserati’s Granturismo Sport.Externally, the newcomer is identified by an aerodynamic bodykit that features a deeper airdam, side skirts, a larger boot-mounted spoiler and race car-style rear splitter below the rear bumper. Special 20-inch ‘Vortex’ alloy wheels hide a powerful Alcon R Performance braking system.Under the bonnet is the firm’s familiar 420bhp supercharged 4.0-litre V8. Connected to the quick-shifting semi-auto gearbox, it lets the XKR-S rocket from standstill to 60mph in 4.9 seconds, while tweaks to the engine management raise the top speed to 174mph. The active exhaust system means that the newcomer will have a sporty soundtrack to match its performance.The Jag will be just as effective in the corners as it is in a straight line. With bespoke springs, recalibrated active dampers and revised steering, the car will be the most involving drive in the manufacturer’s line-up.Inside, there are heavily bolstered leather sports seats embossed with the XKR-S logo, while piano black trim covers the dashboard and door trims. Only 200 examples will be built, and the range-topper is expected to cost £80,000 when it arrives in summer.Source

Jaguar XJ

Driving
The XJ excels on the road, where the brand’s CATS adaptive damping ensures fine long-distance ability. Excellent ride comfort and refinement make for a relaxed cruiser and, while it’s less convincing on coarse surfaces, it’s still an engaging car to drive. The steering is precise – if over-light – and the chassis capable. The big saloon’s advanced aluminium construction also slashes weight, though even with this advantage, the smooth 2.7-litre V6 twin-turbo diesel doesn’t feel genuinely swift. It’s quiet, though, and rightly popular; there is also a 3.0-litre V6 petrol, which is punchier, plus regular and supercharged V8 units which give really impressive performance.

Marketplace
The Big Cat has been in showrooms since 2003 – so, in 2007, Jaguar thought it time to give it a facelift. You can immediately spot the changes. The most obvious revision is at the front, where the deep bumper is more imposing, and features a large central air intake. The XJ has a much more aggressive look. There are also XK-inspired air vents in the front wings, and a tiny rear spoiler on the bootlid. Jaguar has added clarity to the trim line in recent years, offering a choice of Executive, Sovereign and Sport Premium models, with the high-performance XJR topping the range. Breathing down the XJ’s neck are the Audi A8, Mercedes S-Class and BMW 7-Series, while the Bentley Flying Spur offers similarly traditional British elegance, though for a much higher price tag.

Owning
The facelifted XJ was left almost unchanged inside. New front seats were the major news – they’re heated as standard, and come with the option of a cooling function. Apparently, Jaguar slimmed the backrests to improve rear space, but the cabin still feels cramped compared to rivals. It’s looking dated nowadays, too. The boot also remains shallow, though customers who do need extra rear legroom can always opt for the long-wheelbase version. The Jaguar’s showroom trump card, however, is value, courtesy of very competitive list prices and strong fuel economy. And while retained values seem uncompetitive, they’re still more than a match for rivals, with the XJ holding on to more of its list price after three years than pricier machinery from Audi and BMW. Source

• Rating: -
• On the road price: £43,642 - £79,995
• For : Good to drive, light weight, competitive prices
• Against : Ageing looks, cramped cabin, impractical boot

BMW 6-Series

Excellent engine and package prove that diesel GTs can work.

Driving
The 635d has a straight-six twin-turbo 3.0-litre turbodiesel that’s hard to fault. It offers even more torque than the V10 M6, and there’s no arguing with 0-60mph in a mighty 5.7 seconds. On the road, it feels extremely fast, especially in kickdown. However, it’s the effortless nature with which it gains speed that really impresses, while the engine remains unruffled even when pushed hard. Through corners, the BMW continues to impress. There’s lots of grip, the steering has good feedback and it remains composed. However, this involvement does lead to a firm ride and a surprising amount of road noise. It’s not comfortable enough to be a true GT.

Marketplace
The diesel 6-Series is a take on the two-door, 2+2 luxury coupe that BMW expects to account for three-quarters of UK sales. It’s a significant car alright. It was launched in 2007, along with a facelift for the entire 6-Series range. Now the controversy over the car’s styling has worn off, it’s easy to appreciate what an aggressive, distinctive-looking machine it is. This visual impact is likely to appeal to younger buyers. The 635d is available in both coupe and convertible guise, with a choice of two trims – standard and Sport, the latter offering more focused suspension, larger wheels and delectable sports seats. There currently isn’t a premium two-door diesel rival, but Mercedes offers the four-door coupe CLS in diesel guise, and there are also oil-burning versions of the cheaper Audi A5. No Jaguar XK diesel yet, though.

Owning
Like all BMW models, build quality is immaculate, but there are grips. There’s a lack of stowage, and the iDrive control system is fiddly – though eight programmable buttons do make things easier. The 635d is well suited to accommodating two people as well – the cabin is spacious up front and the electrically adjustable, figure-hugging seats of the Sport model offer excellent support and comfort. However, the two-door body means access to the rear is tricky, and the seats themselves are cramped. The BMW is also expensive, as are options – so it’s a good job retained values are rated at well over 50 per cent. It’s also economical, as you would expect from a diesel. Even during testing, it averaged over 30mpg, with 37mpg potential on a cruise. Source

• Rating:
• On the road price: £53,910 - £61,800
• For : Diesel is best engine in 6-series line-up, agility, looks
• Against : Expensive, firm ride

Jaguar XF

Driving
It's hard to find fault with the XF’s driving experience. The ride is tauter than we expected, but this could be due to launch model’s large alloy wheels. The damping, however, is tuned to perfection. It isn’t soft and silent like a Mercedes, but still glides effortlessly over rough surfaces. Steering is also wonderfully precise, allowing the grippy front end to slice into corners with great grip and poise. A BMW 5-Series, by comparison, simply can’t match the finesse and sensitivity of the Jaguar’s handling. The smooth 2.7-litre V6 diesel continues to impress as well; it’s the most impressive all-rounder in the line-up, which also features a 3.0-litre V6 petrol and two V8s. As before, the range-topping supercharged unit provides superb performance. All models feature a six-speed automatic gearbox – with steering wheel paddles that shift faster than the XK sports car!

Marketplace
The XF is the beginning of a new era for Jaguar, despite being based on a modified version of the old S-Type’s platform. The styling fails to betray these underpinnings, though – and despite reservations about the grille, we reckon it's bold, modern and appealing. Strong shoulder lines, a high rear and a shallow rear screen angle give it the stance of a coupe – although the slanted windscreen does restrict visibility and headroom. The Jag’s key rivals are the BMW 5-Series, Audi A6, Mercedes E-Class and, for those after similarly bold styling, the Cadillac CTS. There are three trims – Luxury, Premium Luxury and SV8 – and all are very well-equipped, with standard sat nav, leather, Bluetooth and a host of other goodies.

Owning
Put simply, the cabin is the most striking and beautifully executed we’ve seen in an executive saloon. It’s at its best at night, when a turquoise glow illuminates it. Yet a simple, logical layout proves Jaguar hasn't forgotten the basics. Neat features include touch-sensitive interior lights and glovebox release, but the highlight is the centre console and its JaguarDrive Selector. The gearlever dial pops up when you press the engine start button, and is very logical to use. World-first iPod integration with the touch-screen centre display is also handy.
However, despite the XF's lengthy body, packaging is weak. Rear headroom is only just tolerable, and legroom isn’t great. The 500-litre boot is more impressive, though – and extends to 540 litres if you do without the optional space saver spare wheel. Running costs seem competitive, too: the best aerodynamics of any Jag ever help return real-world economy close to official figures, while servicing costs are low and retained values currently beat both BMW and Mercedes!Source

• On the road price: £33,900 - £54,900
• For : Superbly designed inside and out, fantastic to drive, cost effective
• Against : Packaging could be better