2004 Jaguar XJ Series Review

Specifications

Is it a Cat Worthy of the XJ Legacy?

I think that Ive reached a new record in how long between driving a press car and writing a review. I dont know if somehow Ive been intimidated by the new XJ or if it simply had yet to inspire the muse, well maybe a bit of both.

Im an ex-Jaguar owner actually, a 1990 XJ6 Sovereign to be exact. It was a wonderful car that gave me non-stop reliability, tremendous performance for the time, and luxury that knew few limitations. While the squared off lines of this particular model were nowhere near as elegant as the earlier Series III, nor as graceful as the car that replaced it, I still found it prettier than the majority of its contemporaries.

The same should be said about the all-new XJ. I cant say I find it as attractive as the outgoing car, but compared to some of its full-size luxury rivals its quite marvelous. So what could my misgivings be about a car that looks almost identical to its predecessor, despite featuring completely altered dimensions skinned in all-new aluminum bodywork? Glad you asked.

The 2004 XJ is taller, quite a bit actually. Standing at 58 inches high, the new sedan is 4.3 inches taller than the 53.2 inch height of the 2003 car. This wouldnt be so alarming if it had been stretched lengthwise by about twice the amount raised, what it would need to look proportionally similar. As it is, the new XJ is only 2.6 inches longer at the old cars shortest length. When compared to the extended wheelbase 2003, the 2004 is actually 2.3 inches shorter, hence the stubby, slightly less elegant appearance.

Initially, when viewing the new car at last years Detroit auto show, I could hardly tell it apart from the 2003 XJ. While its hard to improve upon perfection, I was expecting the brand that was once synonymous with breathtaking new designs, such as the XK120, E-Type, Mark II sedan and Series I, II and III XJs, just to name a few groundbreakers, to come up with something a little more advanced. After all, the brands engineers had just spent mega-millions developing a sophisticated aluminum spaceframe to hold the body panels in place, why not celebrate with a modern interpretation of Jaguar? Something a little more rakish perhaps, just as elegant but fresher.

As it is, the new XJ looks much like Jaguars entry-level X-Type from the front. The rear end is indistinguishable from the old car except for a few subtle trim details and the profile, well, thats its weakest angle. Its tall stance combined with a more formal C-pillar gives the XJ a mid-80s domestic sedan appearance that doesnt sit well with me.

But it makes for good sitting inside. Now the roofline is raised enough to accommodate taller rear passengers, a big complaint from customers of the outgoing model. The wheelbase is substantially extended too, from 113.0 inches and 117.9 inches in the old models shortest and longest lengths respectively, to 119.4 inches overall. This makes for tons of rear seat legroom, another sore point of the 2003 car. Its taller, more bulbous trunk is also expanded, from 12.7 cu ft to 16.6, a giant size improvement in cargo volume. Funnily enough, what makes the new model lose points in exterior styling is exactly what makes it so much better in every other way.

Its better in quality too. More soft-touch plastics have been added to bring the car in line with its Continental European competitors, while fit, finish and the tactile quality of controls are improved. Again, Jaguar isnt taking any chances with regards to interior décor, most of which appears nearly identical to the old car. An LCD display screen is added to the center stack, true, and the dashboard, one of the only cars that can actually still use this term literally, is slightly altered. The center mounted vents are modified too, as are other small details around the cabin. But general styling theme is identical, including the ovoid shape of the leather clad center stack and lower console. Clearly the design focus was on refinement rather than a wholesale upgrade.

While I especially enjoyed the newfound shoulder and elbow room (Im a bit too height challenged to appreciate the gains in headroom) I wasnt too happy with the drivers seat. Sure it was comfortable as far as lumbar and lower leg support goes, but laterally it flounders worse than anything than I can remember sitting inside in recent years. The entire seatback actually twists disconcertingly, which made me feel less comfortable in the corners. At first I thought it may be specific to my test car, but after spending a week in a second XJ I found the problem is inherent.

And its too bad really, as this cat really wants to prowl. The XJ8s 294-hp 4.2-L V8 is a jewel of an engine, pumping out 303 lb-ft of torque via liquid smooth 32-valve, dual-overhead cam technology. It actually feels quite a bit quicker off the line than its sub-300 horsepower rating infers, most likely because of its svelte 3,765 to 3,803 pound curb weight (depending on model). Not only is it lighter than almost every other full-size luxury competitor, but the 2004 XJ weighs in under its predecessor substantially; the 2003 XJ started at 3,946 pounds and finished off at 4,079 pounds in extended wheelbase guise.

This light overall weight adds to its agility. I took the opportunity to tackle some particularly serpentine stretches of tarmac near my mountainous home, which, other than the lack of control the drivers seat gave me, was the ideal opportunity to test the new Jags athleticism. Its good, very good. Despite its tuxedo appearances, the XJ can charge down a thin ribbon of curving two-lane highway with the best of its rivals. It shifts from side to side with amazing nimbleness, handles jounce and rebound without fuss and tackles long, sweeping corners at high speed with confidence building alacrity; no doubt benefited by the lighter curb weight, increased torsional rigidity, wider track, larger diameter wheel and tire package and improved overall suspension geometry. Braking too was exemplary.

But driving dynamics aside, the new XJ fell down in a few areas where I expected it to excel. Whats the first thing you grab when getting into a car? The door handle of course. In the case of Jaguars new XJ8 they wiggled so loosely it felt as if they would eventually fall off. Again, it wasnt just a problem with the one car, as the second XJ tester I had also had poor fitting, cheap plastic door handles. Since driving the Jag, Ive paid attention to the majority of my loaner cars to see if this is a sin particular to the British marque or something more predominant in the auto industry. Sorry Jaguar, whether Audi, BMW or Mercedes-Benz, or for that matter Toyota, Honda or even Hyundai, your door handles are the least substantial feeling. Not a major issue for some buyers, but something to think about nonetheless.

In most other areas the Jaguar performs at least equally to its top-tier competitors, and does so for thousands less than the Audi, BMW and Mercedes-Benz. Its more expensive than the Lexus LS 430, but not by much. And to many, Jaguars rich heritage and distinctive styling will be worth the extra $5,000 or so.

In top $68,330 Vanden Plas form, that includes more upscale trim and enhanced luxury features, it tops out at $78,030 when options are factored in. These include an electrically adjustable rear bench seat, with power adjustable backrest recline, 4-way lumbar adjustment, 3-position memory for individual outboard passengers, and a few other minor additions.

A warm weather package adds 4-zone auto climate control with rear controls plus side rear manual sunscreens. The XJs competitors offer power rear sunscreens as well.

Youll want a chauffeur if you opt for the multi-media entertainment package, that features individual 6.5-inch video screens integrated into the back of the front seat headrests, plus A/V jacks for game connections, etc. The DVD changer mounts in the trunk, however, which is hardly state-of-the-art with regards to convenience.

While the DVD changer is a minor irritation, it must be fairly obvious Im somewhat disappointed with both XJs I tested. The sloppy door handles shouldnt be allowed to pass stage one of a premium flagship models developmental process let alone make production, and the wiggly seatbacks are far less than ideal, but what bothers me most about the new XJ is the lost opportunity to make it the next classic Jaguar. The new sedans design lacks any semblance of courage, running the risk of offending traditional Jaguar enthusiasts ironically because of its fear of offending them in the first place.

Until Jaguar once again becomes a world leader in design, at the very least it has raised its game significantly in all other aspects of luxury car manufacture. Despite its few foibles, the XJ is easily a worthy contender to cars costing much more, making it quite a good value.