Personal Luxury Cars | 2011 Honda CR-Z

Let's get this out of the way right now: the 2011 Honda CR-Z is not a CRX redux. To compare the two – no matter how much Honda may want to – is to misunderstand the former and besmirch the latter.

No, the hybrid CR-Z is an entirely different beast. Despite its three-door shape and two-seat configuration, it has about as much in common with the O.G. hatch as a big-screen remake of your favorite childhood TV show. The basic components are there, but the whole concept has been throttled to within an inch of its life with high-tech gadgetry, odd casting decisions and a questionable demographic.

But to Honda's credit, its rhetorical comparisons to the CRX have died down considerably since the CR-Z debuted in concept form and then progressed into a production model. Honda may have recognized after a lukewarm introduction outside the U.S. that glomming onto nostalgia will only get you so far (see: Dodge Challenger and Chevrolet Camaro). And to make something special – a vehicle that transcends the emotional baggage of its predecessor – you've got to evolve the concept and avoid relying on rose-tinted sentimentality.

To an extent, that's exactly what Honda has created. It hasn't built another hot hatch – the lightweight, K20-powered three-door enthusiasts crave – and instead it has attempted to meld the technology of the moment into a greenified competitor to the Mini Cooper. Think of it as the rogue lovechild of the original and current Insight, with a few sporting genes spliced into its DNA. But can a hybrid hatch be an entertaining steer? We took to California's twisties and clipped a few cones to find out.


If you were completely smitten by the CR-Z concept from the 2007 Tokyo Motor Show, the retail model may leave you a bit cold. Viewed side-by-side, the basic elements are there – high hatch, wedge shape, massive snout – but as with so many designs rotating on pedestals, everything's been watered down in the production process.

The deeply recessed grille and its center mounted "H" have been dispatched for a more pedestrian-friendly nose, while the blistered fenders, glass roof and aggressive haunches have all been relegated to the designer's trash bin. We won't call it neutered, nor will we result to the roller-skate cliche, but the CR-Z's 16-inch wheels (the only hoops available) and higher ride height have laid to waste the concept's edgy aggressiveness. And the first time a state-mandated front license plate is fitted, crouching Bugs Bunny references won't be far behind.

On the positive side, the blacked-out A- and B-pillars combined with the highly contoured windshield and greenhouse provide a pleasant wrap-around effect, while the high, split-glass hatch and triangular taillamps lend the CR-Z a more purposeful stance. The visibility afforded by the thinner A-pillars – something that's largely absent on modern vehicles – is a breath of fresh air, but on the flip side, the tall hatch and massive C-pillars make lane-changes a double- then triple-check affair.

Viewed as a whole (and if you hadn't seen the concept), it's a smart, youthful design with dozens of subtle stylistic elements that catch your eye over time. The only thing that's obviously missing is a visible exhaust outlet – something akin to the integrated exhaust tips on the Euro-market Civic would've been a nice touch.

The interior does a better job of tipping you off to the CR-Z's sporting pretenses, beginning with a pair of sufficiently bolstered seats and a small diameter steering wheel. All the controls are canted towards the driver, including the optional sat-nav, standard climate controls and drive mode selectors. The dash doesn't extend as far forward as we would have expected given the steeply raked windshield, nor does it completely encompass the occupants (note the odd cliff-face on the passenger side of the dash).

Mercifully, Honda has decided to ditch the Civic's two-tiered instrument panel for a center-mounted pseudo-3D tach with a technicolor digital speedo mounted in the middle. Battery and charge status, shift indicator, fuel level and real-time consumption flank the sides and look both futuristic and slightly half-baked. If you must, think of it as a low-rent version of the Ferrari 458 Italia's driver command center, complete with a user-customizable Multi-Information Display for standard trip readings, along with an Integrated Motor Assist (IMA) flow indicator, "Eco Guide and Eco Scoring" and exterior temperature reading.

Fit and finish is on par with anything from Honda in the $20,000-25,000 segment, with soft-touch materials lining the major touch points and an interesting vacuum-formed metal coating the door handles (an industry first). The rear cargo area was obviously designed with kid seats in mind for the European and Japanese market, but in the U.S. we get a pair of recessed, carpeted plastic trays in their stead. The upright panel can be folded down to expand the standard 25.1 cubic feet of cargo space, although the only way to fold or snap it into place is to move the front seat forward and reach through the door opening. Thankfully, it's a single-handed affair.

With all the techno-tidbits available inside (along with standard USB audio and a 12V power source), oddly, our favorite interior feature came in the form of a configurable cargo cover. You can mount the vinyl overlay in three different ways to either completely obscure the cargo area or leave it open for luggage, golf bags or small bodies. But the third setup – humorously dubbed "Secret Mode" – creates a small parcel area at the very end of the hatch to hold smaller items (grocery bags, laptop and camera cases) so they won't shuffle around during spirited sprints. Speaking of which...

If you're not already aware, the CR-Z's roots are based on the new-for-2010 Insight hatch. You can groan now if you wish, but take solace in the fact that Honda has managed to shorten the wheelbase to 95.8 inches, widen the track to 59.6 inches in front and 59.1 inches in the rear, with a total length of 160.6 inches. MacPherson struts work in concert with 18-mm front and rear stabilizer bars, and the whole setup has been fitted to a suitably taut chassis. The bad news: We're stuck with a torsion-beam suspension in the rear. The worse news: the curb weight comes in between 2,637 and 2,707 pounds depending on the transmission and equipment levels. For reference, the four-passenger, five-door Insight tips the scales at 2,734 pounds, which isn't much difference at all.

As you'd expect, Honda's focus lies on the CR-Z's Integrated Motor Assist hybrid system and its 1.5-liter i-VTEC four-cylinder pulled from the Fit. In the five-door runabout, the four-pot is good for 117 horsepower and 106 pound-feet of torque, but combined with the IMA system's Ni-Mh battery and brushless DC motor, Honda rates the CR-Z with the six-speed manual at 122 hp at 6,000 RPM and 128 lb-ft of torque from a deceivingly shallow 1,000 to 1,750 RPM. Honda says the electric motor is good for 13 hp and 58 lb-ft of twist on its own, so we're not entirely sure how the maths work out on that. We've left it to our engineering-savvy Mr. Abuelsamid to parse out the details, so let's get to the driving.

Judged by the stats alone, we started up the CR-Z with more than mild trepidation. In the Fit, the 1.5-liter isn't exactly an inspired engine and sadly, that hasn't changed in this application. The engine note is more hotel-grade Oreck than the manic, high-revving Hondas of yore, and as you move up through the rev-range, the wasps under the hood get angrier but fail to deliver a sting.

With the traction control switched off, the IMA delivers just enough torque to spin the tires when you launch around 3,000 RPM. Acceleration through the first two gears is on the high-side of acceptable as the four-pot strains towards its 6,500 RPM redline, but by the time you reach third, most of the steam has escaped the engine bay. Our best guesstimate on a 0-60 mph time is somewhere in the 10-second range. Hardly stirring, but not unexpected.

However, off-the-line performance isn't the CR-Z's forte. If Honda's "Hybrid Cafe Racer" line is to be believed, this hatch's true calling is in the canyons. And here, a faint light shines through.

In Normal and Eco mode, the CR-Z trundles along as you'd expect; a lazy commuter focused on efficiency. However, press the Sport button and the steering and throttle tighten. Inputs are more direct as you crank the quick ratio steering (2.5 turns lock-to-lock) and the shifter effortlessly slips through the gears. The six-speed manual tranny is slightly notchier than other Honda 'boxes, but it inspires you to row up and down the ratios to find the meat of the powerband. Lay into the throttle in third or fourth and there's more noise than motivation, but when the first corner appears, the brakes haul down the CR-Z at a decent clip. On the road, brake fade remained absent, but during a few hot laps around a makeshift autocross course, pedal feel got progressively mushier as we pushed harder and braked later, particularly when attempting to stop in a cordoned-off cone box.

Steering is typical Honda: direct, if slightly overboosted. Initial turn-in and mild mid-corner corrections were encouraging, as is the additional weight of the rear-mounted battery pack, allowing the CR-Z to rotate quicker than other short-wheelbase three-doors we've sampled. That additional pounds and 60:40 weight split inspired confidence through high-speed sweepers, but the downside is a fair amount of body roll through trickier, twistier bits and a penchant for understeer without a good flick of the wheel or a fair amount of trail-braking.

We only had a brief stint in a CVT-equipped model, and the seamlessness of the start-stop system in the manual version was replaced with a more abrupt shudder when switching back on from a stop – exactly as we've experienced on the Insight. As with most CVTs, the "elastic band" sensation is there, albeit slightly more refined, holding the revs at around 6,000 rpm when matting the throttle and allowing you to shift through seven faux ratios when the mood strikes you. As you'd expect, the manual is easily the more sporting setup, but Honda estimates somewhere between 70 and 75 percent of all CR-Z's will be equipped with the quasi-automatic. Which brings up the obvious question: Who's the CR-Z for?

If we were a cynical bunch, we'd assume it's yet another vehicle designed to improve overall CAFE ratings. And with fuel economy ratings of 36/39 mpg city/highway with the CVT and 31/37 on the manual model, it's certainly going to help. But that's too easy. If you believe Honda, it's estimating that the average buyer will be a style and eco-conscious consumer between 25 and 35, smitten by the small size and blue Hybrid badge on the boot. That we can almost buy, particularly given that Honda will be pricing the base model under $20,000 and the fully-kitted EX with Navi will slide in under $24,000 when it goes on sale August 24. But is it an enthusiast's vehicle? Hardly. With more power, bigger brakes and a more sophisticated suspension (we're sure Hasport is working on a engine mount kit as you read this), this could've been the CRX for the 21st century. Instead, it's a capable fuel miser that can muster some sport when summoned. Unsurprising, but disappointing nonetheless.

Review: 2010 Jaguar XFR is still the Papa Bear

When our man Lieberman drove the 2010 Jaguar XF Supercharged earlier this year, he came to the conclusion that of all the models in the XF range, the mid-grade Supercharged with its 470-horsepower V8 was the one to have, if you're buying. After all, at a relatively modest $68,000, it's a sexy sleeper with enough high-powered thrills to keep you happy while still being everyday-drivable and easily tamed. We wholeheartedly agree with our dear Jonny in this conclusion, and if we had never experienced this top-rung XFR, we'd be perfectly thrilled with our purchase.

But we have driven the XFR – once in France and now again in America – and asking us to overlook either experience when considering the XF range simply isn't going to happen. The R makes too much of an impression.

Yes, the Supercharged may be the "just right" Goldilocks model in the XF lineup, but the XFR is Papa Bear. That 'R' badge will cost you an extra $12,000, which is undoubtedly a hefty sum to pay when you consider that it only produces 40 more horsepower than the Supercharged. Thus, it's easy to write off the XFR as unnecessary or overzealous, but its sharper set of chops are able to handle so much more than lukewarm porridge. This car is a real honey, finances be damned!

Before you even begin to think about the 510 raging stallions under the hood, the XFR will impress with its top-notch styling. Jaguar has really come into its own again over the past few years, and its full range is one of the most attractive on the market. The XF design, introduced in 2008, is aging quite nicely, and the subtle tweaks given to the R further enhance the strong emphasis on sex appeal.

Sure, the XF Supercharged is more of a sleeper, but the XFR has a more powerful stance and looks the part of a high-caliber sport sedan. We're very fond of the large air intakes that flank either side of the front fascia, and who can resist drooling over the XFR-only air intakes on the hood lined with "supercharged" text. The other visual upgrades like handsome 20-inch wheels, bespoke side skirts and a sharp lip spoiler blend well with the XF's design, and if you had never seen the base car before, you'd think that all XFs looked this way. It's that natural, and not nearly as brash as a BMW M5 or Mercedes-Benz E63 AMG, both of which simply scream, "No, officer, I don't know how fast I was going."



A similar theme of elegance has graced the cabin, which is quite stunning, especially in our test car's London Tan and Graphite two-tone attire. The sport buckets up front are incredibly comfortable, and because they can be adjusted 18 different ways, they can be contoured to mold just about any driver's shape. Overall fit and finish is good, if predictable for an $80,000 chariot, and the simplistic, understated appearance of the dash and controls goes a long way in not over-complicating the cockpit. The XF's funny turnstyle gear selector and air vents that open and close when the car is turned on and off are a neat parlor trick and never fail to impress passengers, but we still can't help but wonder what sort of problems could arise down the road. Motors do malfunction, after all.

All XFRs come standard with dual-zone climate control, heated and cooled seats, a premium Bowers & Wilkins audio system with HD radio, satellite navigation and an in-dash six-disc CD changer, among other luxurious staples. The touch-screen interface is relatively intuitive to use, but the response time for changing between screens and functions takes longer than we'd like. The same goes for the CD mechanism and shuttling between satellite radio stations. It might seem like a nitpicky quaff, but we just can't help but feel annoyed when it takes a few minutes just to empty the changer. (We're journalists – we had to find something to complain about.)



One area where we have no complaint, however, is the powertrain. Jaguar's latest 5.0-liter V8 with direct injection and supercharged boost is, in a word, brilliant, especially when it's free to crank out all 510 horsepower and 461 pound-feet of torque in XFR guise. The overall acceleration feels more urgent than in the high-revving BMW M5, and the fat torque curve complimented by the faint whine of the supercharger makes you eager to stomp on the go-pedal. But while some cars with 500-plus horsepower can often be tedious to drive around town, this kitty can be easily tamed when slumming through heavy traffic. This isn't to say that the throttle is lazy at initial tip-in, though. The accelerator is easy to modulate, and if we're honest, we really enjoy the feeling of putting more weight down on our right foot when the tap really starts to open up.

Even in standard Drive mode, the six-speed automatic transmission swaps cogs quickly and is willing to immediately downshift when asked, but moving the shift knob over to Sport heightens the experience. In its more enthusiastic drive setting, the transmission is more willing to hold gears all the way up to redline, and if you opt to use the steering wheel-mounted paddles (and you most certainly should), you'll be pleasantly surprised with how quick the response time is from paddle tap to gear change. In most instances, it's dual-clutch quick, and that's deeply impressive.



Out on the open road, the XFR is extremely sure-footed and nimble for tight cornering. JaguarDrive Control, which monitors the steering, brake and throttle inputs, adjusts the dampening 100 times per second, allowing the R to remain composed at all times. Turn off the traction control, and the rear wheels can bite you back when pushed cavalierly, but it's all in good fun. You can really work the XFR harder than you'd think, and it doesn't whine or feel sloppy as you inch closer to its limits. The steering inspires even more driver confidence – it's neither numb nor heavy, but provides enough feedback to ensure that sudden inputs are properly managed without issue.

Serious track day enthusiasts will still probably prefer an M5, but there's no doubt that the Jaguar can most certainly keep pace. Our only want is for a more audible exhaust note, though the uncanny cabin quietness is mostly attributed to the design of lesser, naturally aspirated XF models that need to serve the purpose of a luxury car first and a driver's machine second.




In all, the XFR's dynamics are seriously competitive against its German rivals. Comparisons to America's Cadillac CTS-V are warranted, especially if you consider that the Caddy is both cheaper and quicker, and will more than likely pull off better lap times around a track. But when it comes time to drive home at the end of the day, the Jaguar gets our pick each and every time. It's more refined than the offerings from Benz and BMW, and feels substantially more luxurious and higher-quality than the CTS-V.

In all of this praise, though, the one fact we can't forget about is the price. $80,000 honestly isn't that big of a purse for a car like this, considering that it houses one of the best V8s in the world and will do the same work as your Bimmer or Merc in a more chic package. But then there's that XF Supercharged again, with nearly the same amount of refinement and high-power thrills that will keep you happy all day long, all for $12K less. Don't get us wrong, we absolutely adore the XFR, and have no doubt that Papa Bear could have easily ripped Goldilocks to shreds if she had been caught during her breaking and entering escapade; but the safer XF Supercharged isn't too hot, isn't too cold, and is indeed, "just right." Ah, hell. Who cares if we burn our tongues?

Review: 2010 Ford Shelby GT500

We know what you're thinking. Isn't it a little late to be reviewing the 2010 Shelby GT500? After all, Ford introduced the 2011 version with the new aluminum block at last month's Chicago Auto Show. It's not that we didn't want to get our hands on the 2010 GT500 before now. In fact, we were champing at the bit to review one a few days after our First Drive, but apparently the universe didn't want us to have one until now.

Last summer, a few issues delayed our chance at driving Ford's hottest 'Stang, beginning with Ford running out of tires for the GT500s in the press fleet (we can't imagine why). When Fall rolled around, the transmission in our tester was damaged the week before we were scheduled to take delivery. We were ready to give up hope when the call came in that it would be available in March. Better late than never, right? Besides, who's going to turn down a week with a 540-horsepower muscle car? Al Gore? Definitely not us.

To be honest, our expectations couldn't have been higher. Our last encounter with the 2010 GT500 at Infineon Raceway allowed us to let loose on the 1/4-mile drag strip and smooth pavement of the road course, the perfect playgrounds for a high-horsepower Mustang laden with its infamous solid rear axle. It was essentially on par with the $80,000 GT500KR, but cost $30,000 less and came without Shelby's controversial carbon fiber hood, which we could do without anyway. After a day's worth of fruitful flogging, we were ready to sign the check. But would the GT500 be a less likable character off-track? Could a 540-horsepower Mustang suit our daily requirements of equal parts grocery-getting and canyon-carving?

Visually, the GT500 benefits from the 2010 redesign more so than the standard Mustang V6 and GT models. The rear end, especially the taillights, doesn't look quite as awkward thanks to the subtle spoiler, and the front end takes on a slightly more aggressive appearance with its protruding snout. We're also particularly fond of the new 19-inch wheels, which appear more upscale compared to the previous 18-inch rollers. The plastic front spoiler and rear diffuser come across as bargain-basement pieces, but that might not be such a bad thing. We didn't have any problems making it over some steep dips in the road, but the car arrived with a slightly damaged lip, likely the result of a tall curb in a parking lot. It didn't take long for us to realize that parking the GT500 is more challenging that it would appear, as it's nearly impossible to judge exactly where the massive front end is when pulling forward. If that part of the coupe is going to take some fairly frequent abuse, then we would rather have the parts be as inexpensive as possible.

While the exterior is arguably more attractive than its predecessor, the interior is – without question – vastly improved compared to the previous GT500. Like the Mustang GT and V6, the GT500 benefits from a complete cockpit makeover, with higher quality materials and a more modern look. Soft-touch plastics abound, finally making occupants feel like they might actually be piloting a $50,000 car. And yes, that's real aluminum on the dash. Ford has also added a few thoughtful touches including Alcantara trim on the steering wheel, seats and shifter boot, and we also appreciate the new gauges that somehow look more modern while still retaining a retro look. The matching stripes on the seats and cue ball shifter might be too cheesy for some, but in a car like the GT500, it comes off as cool and clean.




Our test car also came with the Electronics Package that includes the navigation system and dual climate control, a $2,195 option. You'll have to forgive us for not using the SIRIUS Travel Link or the 10-gigs worth of music storage (we already know they're good), but those features weren't our primary focus while we were at the helm. We're sure you understand.

Visuals aside, the GT500 is all about the powertrain. The iron block, supercharged 5.4-liter V8 remains in the car for 2010, although it's rated at 540 horsepower thanks to its open-element air intake and engine management changes. That KR-matching horsepower, plus 510 pound-feet of torque, is channeled through a new twin-disc clutch and six-speed manual with revised gearing. Though Ford has given the GT500 a more aggressive final drive ratio (3.55:1 compared to 3.31:1), both fifth and sixth gear are now taller to provide better fuel mileage on the freeway. That doesn't sound important, but it actually drops the price of the GT500 by $300 thanks to a reduction in the gas guzzler tax. At 65 mph we could doddle along at a mere 1,500 rpm in sixth gear, which contributed to our average of 19.5 mpg overall. Not bad for a 540-hp beast.



Like the engine, the suspension has been improved thanks to knowledge gained through the GT500KR program. The front springs are 13 percent stiffer in front and seven percent stiffer at the rear, and the dampers have been tweaked to provide better control. Steering has also been improved thanks to a softer anti-roll bar and a stiffer steering shaft that reduces input effort.

All of those changes might seem minor, but they add up to a drastically better car than prior model years. While the rush of driving the previous generation GT500 quickly dwindled because of its many deficiencies, there's nothing to impede the driving experience of the new car. The steering is precise, requiring little effort at first and building up feedback as you increase speed. Assuming you haven't overloaded the front tires before going into a corner, the front end goes exactly where you point it despite the mass of iron over the front wheels. The clutch, previously vague and unforgiving, is buttery smooth and just as capable of doing hard launches as it is inching along in traffic. And the shifter, originally one of our biggest complaints in the last GT500, has lost its rubbery feel and provides accurate shifts. It requires a firm grip and a decent amount of effort to row between gears, but we'd almost be disappointed if it were too easy.



We tried to take the GT500 on as many types of roads as possible, and the results were fairly predictable. Long, smooth sweepers suit the car best, providing an easy task for the suspension and allowing the engine to really stretch its legs. The GT500 can even tackle tight turns with surprising agility, swinging the front end around with relative ease. The solid rear axle only lets itself be known over large bumps encountered mid-turn, causing the back end to step out, albeit in a fairly predictable manner that only takes a fraction of a second to correct.

Where the GT500 didn't shine was on the freeways of Southern California. The suspension tuning seemed to harmonize exactly with the repeated bumps in the road, the shocks decompressing exactly as we thudded over the next imperfection in the road. The result of bouncing up and down in our seats in a consistent rhythm over several miles quickly became tiresome.



The GT500's favorite type of road, however, is the one that is very straight, very long and very deserted. These can't be found in abundance near downtown Los Angeles, but we endured a bumpy freeway drive to get out of the city proper, and after all, we needed to test out the new three-stage traction control system. Extensively.

With the traction control fully disabled, which requires holding the TC button for a full eight seconds, the GT500 turns into the world's best burnout machine. Rev the supercharged V8 to practically any RPM, drop the clutch and in a matter of seconds the rear tires will be engulfed in massive clouds of scorched rubber while the engine bangs off redline. Shift to second and the mayhem continues. Only in third gear does the GT500 finally start to gain traction at full throttle, and at that point you'll have already breached the limit of legal speeds. If smoky burnouts are your thing, then feel free to leave the traction control off, but if you're trying to actually go somewhere in a hurry then dial the TC to Sport mode. It allows a small amount of wheel spin before cutting power, and although it still requires a delicate foot to work the throttle, provides a longer leash for tire spin than with the traction control fully on. Once hooked up the GT500 isn't necessarily the fastest car we've driven, but thanks to an insanely flat torque curve it can pull hard from just about any rpm.



But as much as we like the 2010 GT500, it's not a car we would buy. That's not to say we aren't smitten – we're just as in love as we were when we left Infineon Raceway – but we just can't recommend it. It's not the price tag ($46,325 MSRP, $50,895 as-tested), which is an incredible bargain. Nor is it the solid rear axle (negated by Ford's impressive suspension tuning). It's certainly not the interior, or the exterior for that matter.

You see, as good as the 2010 GT500 is, there's something better coming. Just like we would have never bought a 2010 Mustang GT in anticipation of the legendary 5.0-liter V8 arriving in the 2011 model, we would keep our wallet tucked away until the 2011 Shelby GT500 hits showroom floors. With its aluminum block V8 filling the space between the front fenders, the 2011 GT500 should be even better. That's what taking 105 pounds off the front end of a car will do. So be patient, and wait for the 2011 GT500. That's what we're doing.

[Source: Autoblog]

Review: 2011 Jaguar XJ

Xynthia ripped into France merely hours after our arrival. Packing gale-force fury, the ruthless wind and rain battered the coast before moving inland with its crushing blow – sadly, it was the country's deadliest storm in more than a decade. While we were spared most of its rage, the countryside outside Paris was a soggy debris-laden mess – not exactly optimal conditions to test the latest flagship sedan from Jaguar.

Soldiering forth – and more intrigued than ever with the all-new saloon – we ignored the rain and spent a long day trekking around the drenched landscape with both the short- and long-wheelbase models. What makes this new XJ so different from its predecessors? Does its performance mirror its powerplants? And, what's up with that painted C-Pillar?

Originally launched in 1968, the Jaguar XJ was cast as the flagship of the British automaker's lineup. The new four-door saloon rolled into the public's eye with a straight-six engine and rear-wheel drive. Within a few years, a V12 would be fitted under the hood and the XJ would be sold as the world's only twelve-cylinder sedan. It was more than appropriate for Jaguar's jewel.

The Jaguar XJ went through several updates and a couple generations before the third-generation (or "Mark III") debuted in 1986. Ford Motor Company arrived as the brand's new owner shortly thereafter. The big American automaker updated the XJ's electrical system, improved the engine and taught the British company a few things about manufacturing... before selling the company in 2008.



Tata Motors Limited, a $16 billion multinational corporation headquartered in India, is the current owner of Jaguar – though you really wouldn't know it unless someone told you. The company purchased the traditional British automaker (in a sale that also included Land Rover) in the midst of the development of "Project X351" – better known as the fourth-generation XJ. Seemingly uninterrupted by the change at the helm, the design team pushed far beyond what would have been expected of an XJ successor, in both draft and engineering.

While most of the sedans in this segment are rather indiscernible in a crowd, the all-new 2011 Jaguar XJ draws mesmerized stares at first glance. Jaguar, intent on designing "beautiful fast cars" with "seductive designs," has delivered a sleek, fluid and contemporary shape – it isn't difficult to visualize that leaping black cat in its elongated silhouette.

Instantly recognizable as a Jaguar – thanks to the massive front grille – the XJ's figure doesn't overtly build-upon the styling of the XF, as many would have expected. Instead, it is a charge in a more cultured direction. Its lines are bold and deliberate, yet very graceful to the eye and wind (its drag coefficient is just 0.29). Artfully added bright accents, on the front fascia, quarter panel and rear valance, synthesize well with the chrome trim surrounding the cabin windows. Unlike the horizontal lights on the rear of the XF and XK, the rear LED lamps on the XJ boldly spill over the rear decklid. The license plate housing is dropped low – centered between two very prominent oval exhaust pipes.



The typical luxury automaker pens a new luxury sedan with a "standard" wheelbase. At some point during the development process, they draw it out to create a "long wheelbase" variant. Jaguar's team took a different approach as their initial design was the limousine – the standard wheelbase was drafted second. While many other long wheelbase vehicles appear mildly out of proportion, in Jaguar's case the stretch makes an already sexy XJ even more sensuous.

Of course, styling controversy swirls around that awkward painted gloss black C-Pillar (we remember it on the 1995 Dodge Intrepid). While it is nearly invisible on the darker paint shades, the inelegant accent cleaves through the graceful roof arch on the lighter cars. Jaguar says the blackened panel "reduces the visual weight of the pillars and gives the impression of an exotic floating roof." We get it, but we don't like it. The good news is that the XJ looks simply stunning in black– an exterior hue that effectively hides what we consider to be the only glaring misstep in the sedan's exterior cosmetics. We're also guessing that more than a few dealers will do a thrifty trade in offering body-color painted panels.



Matching the elegance of the exterior, the flagship's cabin is all about luxury, glitz and glamour. With the exception of the glass, switchgear and digital displays, leather covers nearly every surface – the Supersport even has a leather headliner. Those articles not swathed in natural hides are laminated in genuine wood, carbon fiber or plated in shiny chrome.

While there are plenty of "Jaguarisms" (the pop-up "JaguarDrive" selector in the middle console was expected), no-nonsense is the recurring theme. The all-leather three-spoke multifunction steering wheel is free of thumb detents and the wheel-mounted paddle shifters are nondescript (and barely visible to passengers). Jaguar made no attempt to hide those retro-cool oversize climate vents – thankfully.

Most obvious to the driver is the 12.3-inch high-definition "Virtual Instruments" gauge cluster. After booting with an image of Jaguar's "Leaper," the 614,400-pixel thin-film-transistor (TFT) screen defaults to a digitalized "analog" speedometer, tachometer, fuel level and water temperature graphic. That's only the beginning, as the multi-function screen also displays navigation, vehicle menus, gear selection, infotainment data and more at the touch of a button. We liked the virtual "torch effect" that highlights only pertinent numerals while ghosting the others and the red "hue" that envelops the cluster (complete with a small checkered flag) when running in sporty "dynamic" mode. The center cluster includes its own eight-inch WVGA color touchscreen that is tasked with managing climate control, audio functions, navigation and more.



One more thing... if the standard 600-watt audio system doesn't have your ears ringing, the 1,200-watt (15-channel) Bowers & Wilkins upgrade with 20 yellow-cone Kevlar speakers sprinkled throughout the cabin will surely send you straight to the otologist – yes, it sounds as good as it reads on paper.

Aluminum. That's that oft-repeated word when detailing the 2011 XJ's chassis and body panels. Jaguar used the lightweight alloy, plus magnesium and composites, to fabricate just about the entire structure (in case the question comes up on Jeopardy: the door and trunk hinges, and side-impact beams, are still steel). Most everything is assembled with aerospace-proven riveting and bonding technology – much like a modern aircraft. The resulting platform is not only reportedly the lightest in its class (saving 300 pounds over a steel equivalent), but the metallurgical properties of aluminum allow it to absorb the energy of impacts better than steel in a crash.

The extensive use of alloy helps kept mass at bay. Curb weight on the standard XJ is just 4,045 pounds, undercutting nearly everything in its segment by a least a few hundred pounds (the Mercedes-Benz S550 is nearly 600 pounds heavier). The new flagship XJ is even lighter than the smaller Jaguar XF – the XJ 5.0 model is lighter than its sibling by 22 pounds while the Supersport weighs 25 pounds less than the XF-R (SWB models, of course).



The suspension underpinnings aren't as radical as the platform supporting them, but they are sophisticated. Up front, Jaguar chose unequal length wishbones (with forged aluminum components to reduced unsprung mass) and coil springs – Jaguar has reverted back to a non-isolated front subframe on the new XJ after testing revealed it enhanced steering response and handling precision without consequences. The rear end features a subframe-mounted multi-link setup, with lightweight cast aluminum links and air springs to level the load. Active damping, originally introduced on the XK and XFR, automatically tailors settings to the road and driving conditions. Oversized disc brakes reside on each corner – the supercharged models are fitted with larger rotors all around and upgraded twin-piston aluminum floating calipers up front. The standard wheels are 19-inch cast alloy, while the forced-induction models have special 20-inch wheels (our favorite are the big-faced "Amirante" 20s, as they reminded us of the unique alloys fitted to Jaguar's XJ220 supercar nearly two decades ago). All models sport 245s up front, and wider 275s on the rear.

Jaguar is offering its new XJ in three trim levels. The standard XJ has a base price of $72,500 and is fitted with the normally-aspirated 5.0-liter engine. More than well equipped, the "entry-level" XJ arrives with appointments such as Xenon headlamps, panoramic moonroof, heated and cooled front seats, heated rear seats, hard drive navigation, front and rear parking aids, a 600-watt audio system and 19-inch wheels. The XJ Supercharged starts at $87,500. With its higher performance supercharged 5.0-liter V8 comes active differential control, adaptive front lighting, active seat belts, four-zone climate control, heated and cooled rear seats, suede-like headliner, a 1200-watt Bowers & Wilkins audio system and 20-inch wheels, among other things. The XJ Supersport, available on special order, starts at $112,000. In addition to the tuned supercharged 5.0-liter V8, the flagship XJ adds automatic cruise control, rear seat entertainment and upscale upholstery and trim throughout the cabin. The long wheelbase option (LWB) adds about five inches of legroom, business trays on the seatbacks, rear vanity mirrors, and privacy/sun blinds on the rear side windows – it gives rear seat occupants more than enough room to comfortably stretch out or cross their legs. At just $3,000 (regardless of the model) it's a steal.



All new XJ models are fitted with Jaguar's familiar 5.0-liter direct-injected V8 (AJ133) under their aluminum bonnet. It's the same jewel shared with the Jaguar XK, Jaguar XF, and a few Land Rover models. It breathes normal atmospheric pressure in the standard XJ model making 385 horsepower and 380 lb-ft of torque. The XJ Supercharged adds a twin-scroll supercharger to develop 470 horsepower and 424 lb-ft of torque. Sporting the same supercharger, but with a few engine management tweaks, the XJ Supersport cranks out 510 horsepower and 461 lb-ft of torque. All engines are mated to a ZF six-speed automatic transmission and gearing is identical on all three models. Combined fuel economy, on the U.S. EPA cycle, ranges from 17 MPG for the Supersport long wheelbase to 19 MPG for the standard XJ short wheelbase.

Jaguar says the standard 385 horsepower model will hit 60 mph in 5.4 seconds – and it feels it. The Supercharged variant does it in 4.9 seconds, while the Supersport needs just 4.7 seconds (those times nearly mirror the XF lineup model-for-model). The Supersport is only a tenth slower than the XKR Coupe. Top speed on all XJ models is electronically limited to 155 mph.

Thanks to unfortunate timing and Xynthia, that devilish winter storm, all roads around Paris were a mess during our time with the new Jaguar. Nevertheless, we strapped ourselves into the quiet cabin – isolated from the rain, wind and cold – and pushed the XJ through the paces.



The front of the cabin is comfortable – intimate, actually – with a very warm and inviting feel that the Germans still cannot seem to duplicate. It only takes a few seconds to get the steering wheel and seat at a comfortable angle (the heated seats will cook you after a few minutes, we actually had to turn them down). The seating position is tall, offering a commanding view over the reasonably low dashboard. Visibility outward – past all of that sumptuous leather and glossy wood – is fine, but you will appreciate the standard back-up camera and sensors when in Reverse. The rear seating area on the standard models is comfortable – think "Economy Plus" if you are an airline passenger – but the LWB model (expected to comprised 67 percent of the U.S. sales) is much, much more accommodating. With the key fob in pocket, and a quick push of the start button, the V8 spins to life.

Jaguar engineers tuned the engine note with fancy intake snorkels that give it a very pleasant growl (um... purr?) under heavy throttle. The standard engine – nearly 400 horses – pulls very strongly. Without question, the supercharged powerplants offered greater satisfaction to the enthusiast in us (foot to the floor, the XJ will lay as much rubber as the child in you commands) but they delivered more power than most people need in a 4,000-pound luxury saloon. Furthermore, those who feel automakers need seven or eight forward gears need to take a spin in the six-speed Jaguar. Shifts are smooth and imperceptible and the gearing is about perfect. Along that note, we noticed that the highly caffeinated XJ Supersport, when encouraged, would spin its rear tires at 70 mph on the wet highways – splendid fun!



We expected the XJ to cruise the highways in a dignified manner. It delivered. The cabin is very quiet at speed and the ride is smooth, comfortable and undisturbed. The XJ handles very obediently for such a large sedan. However, the steering seemed quicker than we would have preferred (especially above 60 mph). We actually fancied the more relaxed turn-in of the LWB model more on the highway as the additional five inches between the wheels seemed to buffer the initial steering response when the steering wheel was moved off from center. Most owners would never know the difference, really.

The 2011 Jaguar XJ faces strong competition as it rests on the same horizontal plane as the all-new Audi A8, BMW 7 Series, Mercedes-Benz S-Class and Lexus LS460. Jaguar is also aware that its new XJ will be cross-shopped against the Maserati Quattroporte, Porsche Panamera, Mercedes-Benz CLS-Class, Bentley Continental GT/Flying Spur and the Aston Martin Rapide – don't think those last few are such a stretch for this greatly improved cat.

Yes, the Jaguar has an impressive horsepower-to-weight ratio and commendable handling, but even in its most predatory variant – the standard-wheelbase Supersport – the XJ may never be hawkish enough to triumph in a dogfight against this segment's (current) handling benchmark, the Porsche Panamera. The Jaguar maneuvers very well for a street car, but the Porsche is unquestionably a better sports car. The XJ is a luxury car that handles well and is very fun to drive, not an athlete with a dollop of luxury thrown on as icing.



At the opposite extreme is the Lexus. Loaded with the latest technology, the sole Japanese contender promises isolation and convenience. Jaguar engineers scoff at fully automated parking systems and sensors that alert you when you have fallen asleep behind the wheel. The Jaguar XJ seems unfazed by such wizardry and appears to not even consider trying to beat Lexus at its particular game.

More specifically, the new XJ is a solid alternative in a concentrated segment of formidable Germans and one nearly faultless Asian. This completely redesigned sedan at last delivers the nobleness of spirit and prestige of the Jaguar marque that had gone missing in many of its predecessors. Jaguar has once again introduced a traditionally British full-size four-door saloon that exudes eye-catching styling, exquisite luxury and traditional wealth. Let us just say in our most complimentary tone, the new Jaguar is decidedly British; a gentleman in its class.

[Source:Autoblog]