What We Drove
The Frost Blue 2008 Jaguar XKR we drove had a base price of $86,500 including a $665 destination charge. For that you get the supercharged 4.2-liter V8 engine and excellent six-speed automatic, an active exhaust system that keeps things quiet at cruise but lets it roar at full throttle, a navigation system, Bluetooth phone synching, dual climate control, bi-xenon headlights and most note we said most of the luxury equipment youd expect of a car in this price range. The only option noted on the sticker was the $2,200 active cruise control system, however, our test car was also fitted with the $5,000 20-inch wheel package, which means our car stickered for $93,700.

Performance
If you see an R in a Jags nomenclature, youre in for a good time. Under the long louvered hood of the XKR rests a supercharged 4.2-liter V8 engine that produces 420 horsepower and 413 lb.-ft. of torque. Routing that power to the rear wheels is a six-speed automatic transmission with manual control through paddles mounted on the steering wheel. The thrust is prodigious, pinning you in your seat as the automatic shifts effortlessly. Use the paddles and it matches revs on downshifts, blipping the throttle with the expertise of a Formula 1 driver. Shifts are harsher in manual mode, and the transmission upshifts redline in either mode, but otherwise this is an excellent powertrain that also netted us 15.6 mpg.

Handling
A grand tourer like the XKR errs on the side of ride comfort more than a sports car like the Porsche 911. So the ride is firm without being harsh, but a stiffer chassis would eliminate shudders over really rough stuff. At its handling limits the Jag understeers uncomfortably, and the too-light steering is devoid of feedback. But keep it at about 8/10 and the steerings quick ratio, the big tires and the cars roll resistance and sharp responses combine for an enjoyable mountain road run. The traction control comes on subtly but early; shutting it off increases understeer, but with so much power you can kick the tail out with a little creative effort.

Visibility
This is a close-coupled two-door, so visibility is limited in every direction except for directly in front of you. The long hood is visible from the drivers seat, but not the nose, which can make parking the XKR an equal combination of skill and crossed fingers. Look out back and things are tougher. The sloping rear glass creates huge blind spots and turns lane changes into a memory game what happened to that motorcycle anyhow The rear glass didnt help much. We dont know if it was the glass, the severe angle, or a combination of both, but warps and waves in the glass turned the world behind us into a funhouse mirror.

Fun to Drive
Fun is flooring the XKR at a stoplight and watching the plebes in lesser cars disappear. The active exhaust opens up and the XKR sounds like a vintage Chris Craft boat. The transmission is so good it left us wondering if the days of traditional manuals really are numbered. Despite its drawbacks its still fun to throw around a curve, and if you dont get a thrill each time you look upon the XKR, well, we feel sorry for you. Being seen in the XKR is half the fun; during our week with it we got countless thumbs up by other drivers, queries about how we liked it, and were sometimes simply followed by dreamers.

Front Comfort
Its amazing what a modern chassis can do for comfort. While dimensionally similar to the old XKR which boasted a chassis dating to the Nixon era this cars modern aluminum structure offers plenty of foot, leg and head room, despite its low stance and tight-looking cockpit. Though you sit low, the seat is supportive and comfortable both for regular driving and hard cornering. Even tall drivers will find plenty of head room in the XKR, and the steering column adjusts electrically for angle and reach. Both seats are adjustable 10 ways, and heated for those cold mornings (although the heater controls are annoyingly located on the touch screen). The low stance makes getting in and out difficult.

Rear Comfort
We received no protest whatsoever from the various gym bags and briefcases we stowed on the rear seats. While they slid around quite a lot on the leather, they didnt seem to mind the tight quarters. We refused to put an actual human being back there, however, for fear of triggering a Gitmo-sized torture scandal. These arent really seats, theyre beautifully upholstered package shelves. One editor laughed out loud when he noticed that there were LATCH points for child seats; there is no child seat in existence that would fit back there. These seats are an unfunny joke; Jaguar should just make the XKR a two-seater.

Interior Noise
The XKR is not without its flaws, and interior noise is near the top of the list. Supercharger whine has been virtually eliminated, but the 20-inch tires are a constant companion, rumbling over rough pavement, howling at speed, and generally making a nuisance of themselves (although we loved the grip they provided). But theres a lot of other noise coming through as well, such as wind noise at the top of the windshield, and the rumble of the engines exhaust note. At least one source of irritating noise can be shut off: the lousy stereo.

Loading Cargo
The XKRs hatch can swallow enough cargo for two people on a long weekend, as long as nobody packs anything very tall. Since the car itself is so low, the liftover is low as well. Your golf clubs will appreciate the soft full carpeting and the handsome metal cargo rails on the floor. We were able to stuff a family-sized load of groceries in back without smashing any eggs or bread, not bad for a car whose shape is the very essence of anti-utility. In a pinch, those alleged rear seats can be used as additional cargo space.

Build Quality
Our Jaguar XKR was a pre-production car (built for evaluation purposes and not public sale) so much of the build quality issues we saw on our test vehicle should be remedied in a production version, including the panel below the gauges that was literally coming off, and rattles from the dash and drivers door. Exterior panel gaps were large, the hood and drivers door were misaligned, and the passengers side front fender was loose where it met the A-pillar. While these problems were experienced in a pre-production car, buyers should scrutinize their cars before signing on the bottom line.

Materials Quality
The poor assembly quality is an insult to the high quality materials used inside the XKR. Thick carpet is on the floors, transmission tunnel and lower part of the door panels. The white leather in our test car was already showing some dirt, but it was as soft and supple as any weve ever felt. The wood trim was beautiful, and the stitched dash cover was elegant and classy. We did notice a sharp edge on the bottom of the airbag cover on the steering wheel, and a few other places where the poor fit of the wood trim exposed a hard edge, but overall its hard to complain about the materials inside the XKRs cabin.

Styling
The XKR is smooth and elegant, with modern touches blended beautifully with the classic Jaguar shape. It keeps an eye on the past while still moving Jaguars style into the future, avoiding the retro quagmire that has so hurt the rest of the line. The hood louvers are functional, venting heat from the supercharger, and the vents behind the front wheels are purely decorative but a very nice touch. We love the muscularity of the sheetmetal bulging over the rear wheels, and the mesh inserts in the grille and lower fascia bespeak performance in an understated way. Even the small ducktail spoiler fits the car perfectly. We could spend hours just looking at this car.

Storage
As a coupe, and a small one at that, the XKR does the best it can, but doesnt really offer a lot of storage room. There is a covered bin under the center armrest that can hold a few CDs, door pockets that are just big enough for the tri-fold umbrella that came with our test car, and a reasonably sized glove box. Two cupholders are mounted behind the shift lever, and thats about it for storage. Of course, if you decide as we did that the rear seats are useful only for holding stuff and not people, you suddenly find the XKR has tons of room inside for all your junk.

Infotainment Controls
We recently tested a $16,000 Hyundai Elantra. Its base stereo system sounded better than the one in this $88,700 Jaguar. The Jags stereo was muddy no matter what we did, and you have to have it pretty well cranked to drown out the noise from the tires and the rest of the car at speed. Its basic functions are easily accessible, with redundant steering wheel controls, but the secondary functions like setting radio presets are hidden in the navigation systems display. The nav system works well enough, with good graphical feedback and a generally logical layout. But digging through menus just to program our presets is silly.

Climate Controls
The climate control is largely automatic, which is good because things like air flow direction are hidden inside the nav systems screen. The stuff you can see is easy to use: separate temperature buttons for the passenger and driver; a big knob in the middle for fan speed, with its front split into automatic and recirculate buttons; rear and front defrost modes. But even turning on the three-level seat heaters required the navigation systems screen. It also did a poor job of simply generating cold air. Even on a cool day it struggled to keep the cabin comfortable. Wed hate to see how it underperforms in the heat.

Secondary Controls
Jaguar follows an accepted level of ergonomics in the XKR, with its Ford parts bin window switches on the door panel, headlight switch on the turn signal stalk and a minimum of buttons for the various fog lights, traction control and other bells and whistles on the XKR. Those things that werent easily accessible were clearly labeled for the most part. Locking the doors manually means pushing in on the interior door handles, a little counterintuitive, and the door-mounted seat adjustments and electrically adjustable steering column reacted slowly, with a noticeable delay between pushing the button and actual movement. Finding a sweet spot meant constantly under- and over-adjusting; luckily theres a memory setting once you get it right.

Competition
Pigeonholing the XKR is no easy task. On one end of its competition spectrum is the Porsche 911, a true sports car that can run rings around the XKR on the track or a twisty mountain road, but doesnt offer the on-road comfort or luxurious interior of the Jaguar. On the other end are cars like the BMW 650i or the M6 if you want to stretch it which doesnt have nearly the visual appeal of the XKR. For more money theres the Aston Martin V8 Vantage coupe, the Mercedes-Benz CL or the Maserati Gran Turismo.

What's New for 2008
The audio antenna is now hidden inside the rear spoiler on the 2008 Jaguar XK and XKR, replacing the old-school power aerial. There are several cosmetic detail changes to the interior as well. Sadly (and surprisingly), British Racing Green is no longer available as an exterior color choice. A new Jaguar doesn't come along every day, and even when one does, it's usually hard to tell since it looks just like a past Cat. While there are certainly cues here and there to remind of its prestigious genealogy, the 2008 Jaguar XK is clearly a new kitten -- and a sexy one at that. However, there's more to this luxury coupe and convertible than sleek and muscular styling. This is a Jaguar that drives as well as it looks, and although it's not quite a canyon-carving sports car, the XK and the high-performance XKR are sporty enough to please those looking for something more than just a pretty automotive fashion accessory. The XK was fully redesigned last year. One major change over the previous XK8 is the car's all-aluminum body structure and body panels. Sure enough, the XK is a bit lighter than before and significantly less portly than its main competition. Jaguar also claims that the aluminum structure's extra body stiffness has improved handling, ride quality and crashworthiness. While we passed on testing that last assertion, we can say that ride and handling are certainly better than before and certainly competent enough. Just don't expect the XK to keep up with a Porsche 911 in the mountains. Nor can the standard XK coupe and convertible match the straight-line pace of competitors like the BMW 6 Series or Mercedes-Benz CLK-Class -- 300 horsepower just isn't enough these days. The XKR's 420-hp supercharged V8 easily closes the performance gap, but when properly optioned, the coupe and convertible are suddenly six-figure cars and in direct competition with the likes of the BMW M6 and Aston Martin V8 Vantage. In a recent comparison test with the BMW 6 Series, we ranked the XK coupe second due to its higher price and relative lack of performance and practicality. However, if you're one to place high value on style, heritage and prestige, the 2008 Jaguar XK and XKR won't disappoint. Enjoyable to drive and look at, the XK should be a very pleasurable vehicle to own.

Body Styles, Trim Levels, and Options
The 2008 Jaguar XK is a luxury sport coupe and convertible available in standard XK and performance-oriented XKR form. Standard equipment on the XK includes 18-inch wheels, adaptive suspension damping, xenon headlamps, rear parking sensors, leather upholstery, power heated front seats with driver memory, Bluetooth connectivity, a touchscreen navigation system and a six-speaker audio system with in-dash six-CD/MP3 changer. Besides its supercharged V8, the XKR adds 19-inch wheels, a firmer suspension with recalibrated adaptive settings, retuned steering, larger front brakes, adaptive headlamps, an aluminum mesh grille, quad exhaust outlets and more aggressively bolstered front seats. Major options on all XKs include various wheel designs, adaptive lighting (standard on XKR), adaptive cruise control, upgraded front seats with higher-quality leather, satellite radio and a premium Alpine surround-sound system. The Enhanced Luxury Package includes 16-way power seats, leather-trimmed instrument and door inserts, a heated leather steering wheel and power-folding mirrors. The XKR's Portfolio Package adds unique 20-inch wheels, an Alpine sound system, performance brakes and specialized aluminum or walnut interior trim.

Powertrains and Performance
The standard Jaguar XK is powered by a 4.2-liter V8 that generates 300 hp and 310 pound-feet of torque. Power is sent to the rear wheels through a six-speed automatic transmission with manual shift control. In testing, we hustled the coupe up from zero to 60 mph in 5.6 seconds, while the convertible did the sprint in 6.3 seconds. The XKR features a supercharged version of the same engine puffed up to produce 420 hp and 412 lb-ft of torque. Our test of an XKR Convertible revealed a 0-60 time of 4.9 seconds, with the coupe being a few ticks quicker.

Safety
The Jaguar XK comes with front-seat side airbags (that provide both head and chest protection), whiplash-reducing front seats, traction control, antilock brakes and stability control. The standard XK's stability control system has two stages, one of which gives the driver more responsibility for the car's handling before the system activates. The setup is similar on the XKR, though its system gives the driver even more leeway and allows him to disable it completely if desired. All XK convertibles have two aluminum hoops that auto-deploy in the case of a rollover accident.

Interior Design and Special Features
The 2008 Jaguar XK's interior is a pretty dramatic departure from the traditional Jaguar look, with a modern dashboard design and the availability of aluminum trim in place of wood. This serves to bring Jaguar into the 21st century, though some might argue that a Jag without wood is like Tom Selleck without the mustache. Unfortunately, the Jaguar penchant for downmarket plastics continues, which contributes to an overall ambience that doesn't quite match its price tag. Also, the multipurpose touchscreen that controls audio, navigation and climate systems could use a little work. It's simple and intuitive in concept, but we've found it frustrating in practice, with a screen interface that's neither sensitive nor accurate enough. On the other hand, the XK is much more accommodating than the old XK8, though the two-position rear seat is still suitable only for small children or emergency use (and even then, it had better be a pretty big catastrophe). The convertible's soft top does an excellent job of noise insulation when up, and it disappears underneath a hard tonneau cover in only 18 seconds with the push of a button. The XK coupe's trunk can hold about 11 cubic feet of cargo. With the top down, the XK convertible can still hold 8 cubic feet.

Driving Impressions
Accelerating hard through the gears, the standard 2008 Jaguar XK's V8 makes up for its relatively modest punch with an enjoyable intake and exhaust soundtrack. As you'd expect, the supercharged XKR feels much quicker, as the merest tickle of the throttle results in a determined surge of acceleration. In both cars, the six-speed transmission is impressive, delivering quick, firm shifts that keep the engines in the thick of their power bands. Sent through corners, both the standard XK and the XKR display the advantages of aluminum construction, as both versions of the car feel more agile and precise than their predecessors. They're certainly not sports cars, though, and competitors like the BMW 6 Series and Porsche 911 are more fun. But those looking for a more comfortable suspension will be quite pleased with this Jaguar, as even the XKR delivers more of a luxury ride than a sporty one.The 2008 Jaguar XK takes a balanced approach to luxury and performance, and the results are impressive. Although it's certainly not perfect, luxury coupe and convertible shoppers will want to give it serious consideration.

Pros
Pleasing balance of performance and luxury, beautiful styling, relatively light curb weight, quick convertible top operation.

What's New for 2008
Updates to the styling, inspired by the XK sport coupe, are the most notable changes for the 2008 Jaguar XJ. A new grille and bumpers, front fender vents and newly standard 19- and 20-inch wheels highlight the changes outside. Within, increased rear legroom and the availability of HD radio and cooled seats make the big cat current in this premium class. In the rarefied air of the ultraluxury sedan, the 2008 Jaguar XJ takes a slightly different tack than the flagships offered by its peers. Rather than emphasizing that the XJ can accelerate as effortlessly as its feline namesake, Jaguar seems to take equal pride in its stately sedan's often quirky English heritage. The sumptuous cabin that's as elegant as a parlor, the decidedly unconventional layout of some controls and the classic hunkered-down body shape fly in the face of the colder, modernistic design edicts of the Jag's chief rivals. But that's not to say the 2008 XJ is a complete anachronism. There are plenty of high-tech features under that traditional Jaguar skin, such as a lightweight, all-aluminum architecture and a refined 4.2-liter, 32-valve V8 that can be had in either naturally aspirated or supercharged form. This year brings some styling updates inspired by the XK sport coupe, such as side fender vents and a "growler" badge for the grille. The latter replaces the cat frozen in midleap atop the hood, but if you simply can't have your XJ without the "leaper," rest assured that it's still available as an option. A new grille, new mirrors (with signal indicators), new wheel designs and new bumpers, along with a subtle rear spoiler and revised model script further freshen this XJ generation that bowed in 2004. The handsome cabin also gets a few new features for 2008, namely the availability of cooled seats and high-definition radio, as well as redesigned front seatbacks that provide more legroom for those in back.A few of the Jaguar XJ's, um, let's say "charming" idiosyncrasies remain, including ventilation controls that would baffle a cryptologist and the "J-Gate" shifter which, should you choose to change gears manually, operates with all the precision of rebar stuck in half-dried cement. The majority of Jaguar drivers probably won't notice, though, as they're more apt to just leave it in Drive rather than do something as bourgeois as shift their own gears. All in all, the XJ is pleasant to be around, with confident handling, a plush ride and cat-quick performance. No, it's not the most rational car when all is considered, so if cold logic rules your purchase decision, buy German or Japanese. This car is, quite defiantly, not an Audi, BMW, Infiniti, Lexus or Mercedes. And for those looking for something more classically distinguished and unusual than the status-quo picks in the ultraluxury sedan segment, the 2008 Jaguar XJ is a tempting alternative, especially in the supercharged XJR and Super V8 flavors.

Body Styles, Trim Levels, and Options
The 2008 Jaguar XJ series is available in five trim levels: the base XJ8, the XJ8 L (long wheelbase), the supercharged and performance-oriented XJR, the ultra-luxurious Vanden Plas and the Super V8, which combines the plush appointments of the Vanden Plas with the supercharged performance of the XJR. The XJ8 and XJ8 L come with 18-inch wheels, an adaptive suspension (known as Computer Active Technology Suspension, or CATS), xenon headlamps, rear park assist, full power accessories, 16-way front power seats (with three-stage heat and memory settings), Bluetooth, a moonroof, power-adjustable pedals and of course, plenty of leather and burl walnut trim. Many of the features standard on higher trim levels are optional on the XJ8 and XJ8 L. Riding on the same wheelbase as the L sedan, the Vanden Plas adds 19-inch wheels, front park assist, power-folding exterior mirrors, a heated steering wheel, a navigation system, climate-controlled front seats, lambs wool footwell rugs, fold-down picnic trays for the rear-seat passengers, an electric rear sunblind and a premium Alpine audio system. The high-performance XJR is based on the short-wheelbase XJ8 and gets 20-inch wheels, high-performance tires, upgraded brakes, front park assist, power-folding side mirrors, adaptive cruise control, a sport-tuned suspension, navigation system and the Alpine stereo. Topping the line is the Super V8 that marries the XJR's supercharged engine with the long-wheelbase body style. It also has 20-inch wheels, high-performance brakes, adaptive cruise control and everything else an XJR has. It also has the Vanden Plas' fold-down picnic tables and climate-controlled seats along with a rear DVD entertainment system (with twin display screens) and a four-zone climate control system. That quad-zone climate control system is an option on the Vanden Plas and XJR, as is the DVD entertainment system. Optional on all trims are high-definition (HD) and satellite radio service.

Powertrains and Performance
All 2008 Jaguar XJ models employ a 4.2-liter V8. All but the XJR and Super V8 have a naturally aspirated version of this engine that makes 300 horsepower and 310 pound-feet of torque. A supercharger on the XJR and Super V8 trims pumps output up to 400 hp and 413 lb-ft of torque. A six-speed automatic is the sole transmission, and it sends power to the rear wheels. Using the manual-shift mode of the latter is an exercise in frustration, as the lever's action is rather sloppy, making it hard to select gears. Fortunately, the gearbox does fine when left to its own devices, furnishing smooth and quick changes. All XJs are quick, but the supercharged versions are thrilling ? we've timed a Super V8 at just 5.6 seconds for the 0-60-mph sprint. Non-supercharged XJ8s did the same sprint in less than a second more.

Safety
Front-seat side and side curtain airbags are standard, as are antilock brakes and stability control. The XJ features Jaguar's "Adaptive Restraint Technology System" that monitors the positions and weight of the front seat passengers to determine how and when to deploy the various airbags.

Interior Design and Special Features
Chief among the draws of a 2008 Jaguar XJ is its handsome cabin that has all the charm of an old-world parlor. Of course, there is the beautiful wood, soft leather and sparkling chrome accents expected of a Jag. Modern conveniences such as acoustic laminated glass and multiadjustable, climate-controlled front seats do their best to coddle occupants. The cabin is indeed serene at speed, though some larger folks may find that those fancy seats just don't fit them. Also, in contrast to all the plush surroundings, some of the Jag's controls are confusing and have a cheap feel to their operation.

Driving Impressions
Operating in virtual silence, with a suspension system tuned more for grace and dignity than corner-carving, the Jaguar XJ-Series sedans have a personality unique among high-end luxury sedans. But with their lightweight construction, active suspensions and eager V8s, they're also surprisingly rambunctious when you let them run. If you want a Jaguar, there really aren't any substitutes. Stately, elegant and maybe a little stuffy, the 2008 Jaguar XJ is everything a proper English motorcar should be. Boasting modern construction yet traditional in appointments and styling, the XJ covers ground with appropriate dignity and real sporting spirit.

Pros
Ideal ride and handling balance for most luxury sedan buyers, classy cabin, more performance than you might expect in a car this size.

Even in the stark light of the Arizona desert, the skin of the 2009 Jaguar XF shimmers with a life that seems almost liquid. Next to it, any other sport sedan looks as cold and abstract as a lump of coal. It always seems like the typical sport sedan is wagging its finger in your face, lecturing you about some sort of technology. Instead, the Jaguar XF isn't afraid to be simply beautiful, even pretty. And then it backs up its modern good looks with a 420-horsepower supercharged V8 that Jag says will get you to 60 mph in 5.1 seconds. The 2009 Jaguar XF will completely reinvent the way you think about Jaguar. Of course, it does so by going back to the classic values that have always given Jaguar a lasting place in the imagination, the special magic that Audi, BMW, Cadillac and Lexus still shamelessly envy.

Why Not Be Beautiful?
The XF's chief designer Ian Callum first applied for a job in Jaguar design at age 12 as a kid in Dumfries, Scotland, and has longed for an opportunity to remake the brand ever since. And it looks as if he's successfully done so here, combining inspiration from the big book of historic Jaguar design cues (especially the 1959 Jaguar Mk. II) with current enthusiasm for a sedan adapted to a coupe roof line. You can see the Jaguar XF's modernity in its profile, the way the front overhang has been pulled back, the wheelbase lengthened and then the arc of the roof adapted to very fast angles for the windshield and backlight (identical angles to those of the Jaguar XK coupe, in fact). There's something of the Lexus GS in the XF's overall graphic, but the Jaguar's detailing makes the difference between beauty and abstraction, and you can see it in the modeling of the hood, the chrome surround for side windows, and even the use of the traditional Jaguar badges, the Growler and the Leaper. The XF has been a little juiced up for effect, but, really, this has been the Jaguar way since the original 1935 SS sports car. The XF sits on a long 114.5-inch wheelbase, and the track measures 61.4 inches in front and a significantly wider 63.2 inches in the rear. At 195.3 inches long, 80.8 inches wide and 57.5 inches tall, the XF is a little larger than an Audi A6. The use of a wide range of high-strength steels helps deliver a very rigid body shell, and the suspension pieces come from the XK.

Power With Control
A sport sedan usually expresses itself with only its engine and tires, but the Jaguar XF sends us an entirely different message as we hurtle across the spare, high-desert landscape of Arizona. It is the chassis that tells the story here; light-footed and supple in the Jaguar fashion, yet with a greater degree of body control than you might expect from a Jaguar. The thick rim of the steering wheel fills your hands and the XF instinctively vectors down the highway. There are two different versions of the XF, one with the normally aspirated Jaguar V8 and one with the supercharged version of the same power plant. In normally aspirated form, the DOHC 4.2-liter V8 develops 300 horsepower at 6,000 rpm and 310 pound-feet of torque at 4,100 rpm, and it works through a six-speed automatic transmission that Jaguar claims gets you to 60 mph in 6.2 seconds and then does the quarter-mile in 14.9 seconds. Once the V8 is fitted with a Roots-type supercharger, power climbs to 420 hp at 6,250 rpm and 413 lb-ft of torque at 3,500 rpm, and Jaguar says it takes the car to 60 mph in 5.1 seconds and though the quarter-mile in 13.8 seconds. The same ZF-built six-speed transmission that does business in the Jaguar XK also is in place here. There's a mode for normal driving, a mode for sporting driving and a mode for the use of the shift paddles mounted on the steering wheel which blips the throttle on downshifts. The most important thing here is the connection that's apparent between the engine and the transmission, a real change from the days not long ago when every Jaguar was cursed with a sloppy torque converter that seemed designed only to whip hydraulic fluid into a froth.

To Serve Man (and Woman, Too)
Jaguar interior designer Alister Whelan has rejected the cockpit-type conventions of sport sedans for an environment that envelops you in leather, aluminum and wood (more wood than in any other Jaguar ever built, in fact). The driver seat comes up to support you like a fine armchair, right down to the high, softly upholstered armrests. Yet the cowl ahead of you is very low to foster both a sense of interior spaciousness and the kind of down-the-road visibility you need in a car capable of an electronically limited 155 mph. It's the fit between the human software and the machine-made hardware that makes the Jaguar XF so unique. The XF invites you to be a part of the experience. You see this in the much-discussed start button on the center console that pulses red in the lub-dub rhythm of a heartbeat when you enter the car, and then the way the unique rotary dial that controls the transmission rises out of the center console once the engine comes to life. There's a touchscreen interface for the audio, climate and navigation system, so no console mouse is required. The buttons and switches for such things as the glovebox operate with proximity sensors. And despite the low coupe roof line, the rear doors are wide for good access and there's 37.6 inches of rear headroom (though only 36.6 inches of rear legroom). The Jaguar XF has been designed in the spirit of modern product design, with a sense of ergonomic correctness that's enhanced by a sure sense of style. At the same time, there are also flashes of pure wit, like the blue lighting for the instrumentation that is meant to recall some vodka bar (and as the blue light's fuzzy contrast with the silver instrument faces proves, not very many smart decisions have been made in places where vodka is consumed).

Driving in the Jaguar Manner
When you roll out of the driveway in the XF, there's no telling where you'll decide to go. This car has the composure you expect from a Jaguar, the lively refinement that can take you 300 miles and deliver you still feeling fresh after your journey. And yet there's a stronger connection with the mechanical soul of the car than ever before, even compared to the Jaguar XK. When you turn the steering wheel into a corner, the XF commits itself and you can feel the tires nibbling at the pavement. This is particularly true of the 20-inch Pirelli P Zero tires fitted to the supercharged XF, 255/35ZR20s in front and massive 285/30ZR20s in the rear. Yet even the standard XF's 245/40VR19 Dunlop SP Sport 01s offer reassuring steering response. Once you select the transmission's Sport setting, you can rely on the automatic to give you sure throttle control, as it kicks down a gear so swiftly and intuitively that rarely do you feel obligated to use the steering wheel paddles. And when you get into the brakes (the supercharged model has larger front rotors), there's enough anti-dive dialed into the front suspension geometry that the car makes the transition into a corner in a coordinated, intuitive sweep to the apex. Though you might not believe it, this car will carry a slide if that's what you're after. After all, it has been tuned by a team led by the legendary Mike Cross, Jaguar's longtime development chief. Justifiably famous for driving with the enthusiasm his name suggests, Cross recently entered his first drift competition and apparently was a little nonplussed to have finished only 3rd. Perhaps the judges were a little taken aback by Cross' choice for the competition, the luxurious long-wheelbase version of the Jaguar XJ sedan.

Saving Jaguar
The Jaguar XF makes different choices than most sport sedans, balancing response with smoothness, agility with comfort and reward with refinement. The XF has a kind of beautiful modernity, and it makes other sport sedans seem like crude, one-dimensional imitations of the real thing. When the 2009 Jaguar XF appears in dealerships in March 2009, Ford will have concluded the sale of Jaguar to either an automotive company from India or a private equity company. It is the XF's task to save Jaguar, and it seems to be up to the task. In terms of pricing, there's value apparent in the three trim levels: the $49,975 XF Luxury, the $55,975 XF Premium Luxury and the fully equipped $62,975 Supercharged. More important, the 2009 Jaguar XF also has a kind of value in the way it goes about its business. A Jaguar has always meant something more than simple mobility, and the XF is much the same. It is more luxury car than sport sedan, yet it holds all cars in this price range to a higher standard when it comes to dynamic poise and even utility as well as style. It's the kind of Jaguar you can believe in.

What's New for 2008
Some formerly optional higher-end features have been made standard on the 2008 Jaguar X-Type. On the sedan, this includes the 10-way power front seats with driver memory, rain-sensing wipers, the auto-dimming rearview mirror and the rear center headrest. The Sportwagon adds only the headrest, as the other items were already standard on it. The Jaguar X-Type has always seemed like a television spin-off of a popular film. And not in a good, "M*A*S*H" sort of way. Rather, more along the lines of "My Big Fat Greek Life" or "RoboCop: The Series." All the things that made the big-budget versions a success leave something to be desired in a smaller, less expensive medium, especially when it comes to production values. Although the 2008 X-Type tries its best to act the part of a baby Jaguar XJ, it ultimately feels like a lesser car half-heartedly tarted up with wood, chrome and leaping-cat hood ornament. In fact, that's exactly what it is, as the X-Type sedan and wagon (called "Sportwagon") are based on the last-generation Ford Mondeo, a front-wheel-drive family sedan and wagon sold in Europe. Since no self-respecting Jag could have its power shunted through the front wheels, all X-Types come with standard all-wheel drive (AWD). It's certainly a nice attribute, and in years past AWD was one of the car's main advantages. However, AWD has become more common in the entry-luxury segment, and most competing sedans and wagons now offer it as an option. Perhaps realizing this, Jaguar has been trying to increase the X-Type's appeal by making more features part of the car's standard equipment list. This year's sedan, for instance, comes with the formerly optional 10-way power front seats and driver memory. Still, for its price of entry, this Jaguar should offer more quality materials and refinement -- copious amounts of sapele wood trim and leather aren't enough. Overall, we've never thought much of the X-Type, and the fact that it's now in its seventh year of production and still hasn't had a full redesign makes our heart grow even colder. Along with its interior plastics and overall build quality remaining several steps behind competing vehicles, its performance and fuel economy are hardly captivating. The 2008 Jaguar X-Type is quite simply standing still in a segment that's rapidly moving forward with the likes of the BMW 3 Series, Audi A4, Lexus IS and redesigned Mercedes-Benz C-Class. Though, on the bright side, the X-Type is at least more enjoyable than "My Big Fat Greek Life."

Body Styles, Trim Levels, and Options
The 2008 Jaguar X-Type is available in sedan and wagon body styles with only one trim level. Standard equipment is plentiful, with 16-inch alloy wheels (17 inches on the wagon), a sunroof, automatic headlights and wipers, leather upholstery, real wood trim, tilt-telescoping wheel, 10-way power front seats with driver memory, a trip computer and a six-speaker audio system with CD player. The Sportwagon also comes with reverse parking assist and a premium 10-speaker audio system. Other options include 18-inch wheels, heated seats, reverse parking assist on the sedan, a navigation system, Bluetooth connectivity, satellite radio, and for the sedan, the premium stereo. Jaguar brings a touch of the Caribbean to the sedan with the Aruba and Belize luxury packages that add different wheels, seat piping, burl walnut veneers, a wood-and-leather steering wheel and Homelink.

Powertrains and Performance
The only engine offered in the 2008 X-Type Sportwagon and sedan is a 3.0-liter V6 that makes 227 horsepower and 206 pound-feet of torque. A five-speed automatic transmission is standard, as is Jaguar's signature J-gate shifter. All-wheel drive is standard. In our performance testing, a Sportwagon went from zero to 60 mph in a lackluster 8.2 seconds. The car's EPA estimate for 2008 fuel economy (16 mpg city/22 mpg highway) is similarly below average for this segment.

Safety
Standard safety features include front-seat side airbags and side-curtain airbags for both front and rear passengers. There is also a knee bolster airbag for the driver. Stability control and antilock disc brakes are included as well. In testing by the Insurance Institute for Highway Safety (IIHS), the 2008 Jaguar X-Type sedan earned a top score of "Good" for its protection of occupants in frontal-offset crashes. IIHS side-impact tests resulted in a "Marginal" rating, the second-lowest, though the National Highway Traffic Safety Administration gives the car a four-star rating (out of a possible five) for side-impact crashworthiness.

Interior Design and Special Features
In photographs, the Jaguar X-Type's interior looks like an elegant atmosphere evocative of a classic Jaguar. The dashboard look is certainly reminiscent of the XJ and XK8 with its large swath of dashboard wood trim and central pod of controls. Take a seat in the real thing, though, and the X-Type immediately calls to mind that low-budget TV spin-off. Materials quality is unimpressive, particularly the plastic central control pod, which is also not particularly ergonomic. The wagon offers a maximum of 50 cubic feet of space, which is a smaller amount than other entry-level luxury wagons provide.

Driving Impressions
Compared to most other entry-level luxury sedans and wagons, the 2008 Jaguar X-Type comes up short in terms of driving excitement and refinement. Its V6 engine is less powerful than those found in many current family sedans, and the five-speed automatic is not especially quick on the draw. The Jaguar's ride quality is smooth and comfortable on the highway, but it can be harsh over bumps and ruts. Although they might appeal to those who want Jaguar prestige at a lower-than-your-typical-Jag price, the 2008 Jaguar X-Type sedan and wagon are otherwise thoroughly outclassed by a bevy of newer competitors in the entry-level luxury car market.

Pros
Classic Jaguar image, nice highway ride.

What's New for 2008
Jaguar's midlevel sedan enters its final year with several tweaks, all of them cosmetic. V6 and V8 models upgrade to standard 18-inch wheels and adapt the front bumper design of the S-Type R. The R, in turn, upgrades to 19-inch wheels. The Jaguar S-Type has a fairly significant place in automotive history, signifying the first real fruit of the Ford-Jaguar partnership and the first step from either brand into the midsize luxury segment. The 2008 Jaguar S-Type represents the ninth and final year of production for this midsize, rear-wheel-drive luxury sedan. Born as the classier-looking sibling of the Lincoln LS, the S-Type also enjoyed a higher-grade interior and more potent versions of both the V6 and V8 engines. Ride and handling have been praised from the start (braking less so), and whatever was lacking in powertrain performance has been rectified over the years as the automatic transmission became a six-speed, the standard V8 gained power and a supercharged V8 debuted on the S-Type R to blow away nearly every competitor (at least when it arrived in 2003). Regardless of the prodigious power at the top of the lineup, the S-Type as a whole has become known more for walking the middle ground between performance and comfort. Its V6 delivers weak performance for this class, and even decked out in R guise, handling is on the soft side. This midsize luxury sedan is also known for an interior that's a mix of virtues and vices: high comfort in front but skimpy space in back, and old-world British ambience with unfortunate splashes of Ford-grade controls and materials. As all competitors have redesigned their entries during this Jaguar's lifetime, most have surpassed it in performance, comfort, refinement and features. While a 2008 Jaguar S-Type is not an altogether poor choice for a midsize luxury sedan, we think most prospective buyers will be happier with more desirable choices such as an Audi A6/S6, BMW 5 Series, Lexus GS or Mercedes-Benz E-Class. The 2008 model year will be the S-Type's last. Look for a replacement modeled after the C-XF concept car.

Body Styles, Trim Levels, and Options
The 2008 Jaguar S-Type sedan lineup consists of the V6-powered 3.0, the V8-powered 4.2 and the supercharged R. The 3.0 starts off with 18-inch wheels, leather seating, power front seats, dual-zone automatic climate control, a moonroof and rear park assist. The S-Type 4.2 upgrades the 3.0's 140-watt CD stereo to a 320-watt Alpine system with a trunk-mounted six-CD changer and adds a power rear sunshade, premium carpets, a navigation system, Bluetooth connectivity, front parking sensors, xenon HID headlights and bigger brakes. Many of the 4.2's features are available as options on the 3.0. Satellite radio is an option on all models. The range-topping S-Type R comes with 19-inch wheels, bigger brakes and a sport-tuned suspension with Computer Active Suspension Technology (CATS) that automatically switches between two shock absorber settings to benefit both ride and handling. Note that the R reduces the regular 60/40-split fold-down rear seat to a small pass-through porthole and moves some of the 4.2 model's features to the options list. Exclusive to the R's options list are two-tone seats and a Luxury Package containing adaptive cruise control.

Powertrains and Performance
The base Jaguar S-Type 3.0 uses a Jaguar-enriched version of Ford's Duratec 3.0-liter V6. Its 235-horsepower rating is the most this engine has ever made, though keep in mind that it has less torque (216 pound-feet) than the competition's bigger V6s. The engine in the S-Type V8 displaces 4.2 liters and cranks out 300 hp and 310 lb-ft of torque, while the supercharger and variable valve timing on the R boosts that all the way up to 400 hp and 413 lb-ft of torque. If those numbers still sound petty compared to the BMW M5's 500 hp and the Mercedes E63's 507, so should its $65K price compared to their $82K and $87K. Ever since the V6 lost its short-lived stick shift of 2003-'04, a six-speed automatic transmission has transmitted power to the rear wheels on all models.

Safety
All 2008 Jaguar S-Types come standard with the six airbags now expected in most luxury sedans, though many upscale cars have been upgrading to seven or eight. The disc brakes get progressively larger with each model and antilock is standard across the board, as are traction and stability control. While front crash test scores are unavailable, the S-Type scored four out of a possible five stars for front-side impact protection and five stars for rear-side protection in NHTSA testing.

Interior Design and Special Features
The S-Type has been well-received for its supple leather -- standard on all models -- and elegant wood trim. Downsides include a slight perception of confinement at all positions and a J-gate shifter that many drivers find fussy to operate. Some of the plastics and materials also suggest a lower caliber of car.

Driving Impressions
With the exception of this year's unusually aggressive wheel and tire packages, the 2008 Jaguar S-Type follows Jaguar tradition by emphasizing easy steering and an overall relaxed driving experience over serious sporting pretensions. The chassis lacks the liveliness of the German-brand luxury sedans, but the six-speed automatic is smart at picking gears, either V8 should be good enough for most buyers (the V6 is debatable) and the R's electronic CATS suspension pays real dividends, limiting body lean without hurting the ride much. A fairly competitive car back on introduction day, the 2008 Jaguar S-Type's shine has dulled somewhat in the face of competitors' younger, quicker, more luxurious designs.

Pros
Plush ride quality, strong acceleration from V8 versions, style, lack of popularity makes it a relatively rare sight on the road.