I'd been trying to get my father to check out the Maserati Quattroporte for months. And when we did drive it, he loved the car. Interested in learning how well others would measure up, we drove the Audi A8 L and Jaguar XJR the same day. When thinking of what else we should drive, I selected the Jaguar because in terms of style and power it is probably the next closest thing to the Italian supersedan, for about two-thirds as much money. Also, my father has always had a soft spot for Jags.

Styling

I reviewed the standard XJ8 soon after its introduction in the fall of 2003. At the time I was let down by the new car's styling compared to the one it replaced. I still am. Though there is definitely a resemblance between the current XJ and older ones, a body enlarged to provide a roomier interior has robbed the car of its former slender sleekness. The new car looks stiffer. It has lost a good deal of the fluidity that made earlier XJs seem so alive. The smaller, less expensive S-Type is a much more appealing car in this regard.

The interior has changed much the same way, but without any obvious cause. Last time around I focused on the armrests. The current sedan's lack the complex organic shape of those in the previous car.

I have my suspicions about what has happened. Once upon a time Jaguars were the product of an individual vision. They were designed from the heart. These days, however, they are being methodically designed to resemble those older designs while also satisfying many other criteria, like cabin space. It's as if you hired an artist to do something based on a masterpieces, but to fit into a certain space within your living room and work with other colors in the room. You can't expect the end product to have a soul. It's simply too contrived, with no personal vision expected of the artist.

The problem isn't necessarily Ford. Ford also owns Aston, yet those cars are brilliantly designed. But then much more was at stake with Jaguar. The XJ looks like the result of fear, a strong desire to not mess anything up. What Jaguar needs is a chief designer who both loves what the brand has been, such that the traditional cues aren't pure artifice, and has a personal vision for what the brand should be. And for Ford to let this person work.

Before moving on, I should note that even in black the XJ's interior appears less rich than those in competing luxury sedans. The top of the instrument panel looks like hard plastic, even though it is not.

Accommodations

The XJR is the supercharged version of the regular length XJ sedan. So while rear seat room and comfort is a great improvement over older XJs, it's still far from class-leading. For a roomy rear seat you want the extended-length car.

The front seat is similarly roomy enough, but certainly less roomy than most in this class. Compared to that of the A8, the Jag's cabin felt downright narrow. The styling of the instrument panel contributes to this perception, which is not necessarily a weakness. The relatively narrow interior contributes to the sportier feel of the big Jag.

Similarly, comfort front and rear is very good, but not up to the lofty class average. You'll find much more impressive seats in a large Lexus, Audi, or BMW. And in the Maserati for that matter.

The trunk gained useful volume with the 2004 redesign, such that it is now about average in size for the class. As in other large luxury sedans, the rear seat does not fold.

On the Road

Like the Audi A8, the Jaguar XJR has an aluminum unibody. Unlike with the A8, this has resulted in (relative to other large luxury sedans) a very light car. While the Audi tips the scales at about 4,300 pounds and other large luxury sedans weigh even more, the XJR checks in at about 3,800.

As a result of this low weight, the Jaguar feels quick even with the base engine, a 294-horsepower 4.2-liter V8. A six-speed automatic, tyical of the class, means that the engine can be kept in its sweet spot. Slap a supercharger on this powertrain to boost it to 390 horsepower, and the car moves very quickly. Jaguar claims five seconds to sixty, and while the car doesn't feel quite that fast it comes close.

And yet driving the XJR isn't nearly as thrilling as driving the Quattroporte. The supercharged V8 doesn't come on cam with the same verve as the high-strung Italian V8. It responds more slowly--doesn't feel as crisp--and when it does respond simply pulls, effortlessly. You hear the blower more than anything else, and a blower simply doesn't sound nearly as sweet as a cammy normally-aspirated engine. Especially not when the latter is Italian.

The transmission deserved some of the blame. It doesn't downshift readily. Its forte is smooth shifts. (Something difficult to achieve in the Maserati.)

And so my father's interest in the big Maser emerged from our Jaguar test drive unscathed. He liked the XJR more than I did, but was not passionate about it.

The Jaguar's relatively light weight also has a positive impact on its handling. Add in the relatively tight interior, and the Jaguar feels much more manageable than the big, relatively boat-like Audi. Excellent steering, with much better feedback than most in this class, helps.

Despite this advantage in the steering department, in terms of overall handling the XJR didn't impress as much as the Maserati. It might be sportier than other large luxury sedans, but the Maserati feels sportier still. The Italian car cuts cleanly through corners, while the Jag must be powered through them in a somewhat muscle car-ish fashion.

Most damaging, the Jaguar simply doesn't feel as solid and composed as its competition. While I have no doubt that the unibody is every bit as stiff as Jaguar claims, the bits attached to this unibody move about much more than they should when the car is driven hard through patchily paved curves. In hard turns I could feel the door panel yielding under my elbow--not reassuring.

Similarly, the chassis doesn't move magically across the rough bits the way a BMW does. While the ride is far from harsh, an unexpected amount of imprecise busyness can be felt through the seat of the pants. While this in some ways enhances the sportiness of the driving experience--driving this car is more fun and involving than driving a big Audi or BMW--I've come to expect more refinement from pricey sedans. What's good in a Miata or my own Protege5 isn't so good in an $80,000 Jaguar.

On the highway the Jaguar is very quiet, even with the XJR's performance rubber. The engine turns much more slowly than that of the Maserati when cruising, good for both noise levels and fuel economy. The Quattroporte's 12/16 EPA ratings earn a $3,700 gas guzzler tax, the XJR is rated 17 city, 24 highway.

Jaguar XJR Price Comparisons and Pricing

Because it sells in low volume, I have not entered the XJ into the TrueDelta pricing database. (Though the latest S-Class and 7-Series are in there.) But a quick glance will find that the XJ is priced significantly lower than its German rivals. At $76,000, the XJR costs far less than a Maserati, which runs about $110,000 lightly optioned. If you like the big Jaguar, the price won't turn you off.

Last Words

Driving the Maserati Quattroporte before driving the XJR made it all the more apparent how much of Jaguar's traditional spirit has been lost. The brand's basic character has been retained, but without feeling. At the same time, the XJR doesn't not quite match its German rivals in terms of roomy, comfort, and (compared to BMW) chassis composure.

To truly realize the potential in the Jaguar brand Ford must both boost the car's refinement and rediscover some of its old aesthetic and dynamic spirit. To do this, they need people who both love what the marque has been, that live and breathe Jaguar's rich history, but who are also passionate about a personal vision for the marque's future. With the S-Type Jaguar seemed to be moving in this direction; I personally prefer the S-Type R to the XJR, largely for aesthetic reasons. However, the company then regressed sharply with the X-Type and XJ. Someone got scared and decided to play it safe. Problem is, it's not safe to play it safe.

A Note on Jaguar XJR Reliability

It's impossible to drive a Jaguar with my father without having him throw the brand's legendarily bad reliability in the salesperson's face. At which point the salesperson invariably mentions the high marks the marque earns these days from J.D. Power. While Jaguars clearly aren't the nightmares they once were, it should be noted that the J.D. Power studies cited involve sales satisfaction and initial quality. Problem is, initial quality can be boosted a great deal through rigorous inspection at the factory. J.D. Power also collects data on three-year-old cars, but Jaguar isn't touting whatever its score is on that one: 268, which is better than Mercedes and Audi but below the average and double that of Lexus.

I'm personally dissatisfied with all existing reliability information. Through my website, www.truedelta.com, I will be collecting more useful information: how many trips does a model take to the shop, and for how many days?

Before I can report results, I need data on all cars--not just the XJR--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.

For the details, and to sign up, visit www.truedelta.com.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

Some of my reviews of related vehicles:
BMW 7-Series review
Cadillac STS review
Jaguar S-Type R review
Jaguar XJ8 review (last year's review)
Lexus LS 430 review
Lexus LS 460 review
Maserati Quattroporte review
2001 Mercedes S-Class review
2007 Mercedes S550 review
Amount Paid (US$): 70000
Model Year: 2005
Model and Options: XJR, navigation system