2008 Jaguar S-Type Road Tests

But even from a more objective point of view, we like the Jaguar S-Type. It's a comfortable car, it handles well, and it makes a statement when it pulls up to a five-star hotel. The base 3.0-liter V6 delivers responsive performance, thanks partly to the superb six-speed automatic transmission. Opt for the 4.2 model and you get thrilling performance from its powerful V8 engine. If that isn't enough, you can spring for the high-performance S-Type R, which boasts a supercharged engine, adaptive sports suspension, and bigger front brakes.

Jaguar is marking the S-Type's departure with some final styling changes. All 2008 S-Types will wear the more conspicuously racy three-scoop front bumper that formerly belonged exclusively to the super-performance S-Type R. Eighteen-inch wheels have also been made standard; and 19's are now optional on base V6 and V8 models, and standard on the R. Additionally, the final 750 S-Types produced will be specially equipped Satin Editions, with distinctive interior trim and exterior colors.

We'll miss the S-Type which, in its ten year life span improved in some way almost every year. Even when it was launched in 1999 we praised its beautiful exterior and rich interior, and enthused over its sporty handling. Jaguar re-engineered the S-Type for 2003, and again revamped its styling for 2005, when the wonderful ZF six-speed automatic transmission became standard across the range. Additional refinements arrived with the 2006 models: The premium-level 4.2 liter V8 was re-tuned just slightly to deliver a nicely even 300 and 400 horsepower in its naturally aspirated and supercharged forms, respectively. At the same time, both the base 3.0-liter V6 and the atmospheric V8 achieved ULEV emissions status. And a new Conti-Teves braking system promised even more stopping power. Last year, 2007, saw significant upgrades in standard equipment.

The S-Type 3.0 ($48,335) is powered by a 235-horsepower 3.0-liter V6. Standard equipment also includes automatic dual-zone climate control; one-touch tilt-and-slide power glass sunroof; 140-watt AM/FM/CD stereo; burl walnut interior trim; leather seats with contrasting piping; heated front seats with multiple power adjustments for the driver and passenger; power adjustable wood-and-leather steering wheel; power-adjustable pedals; memory system for seat, pedals, outside mirrors and steering column; split folding rear seat; power windows; remote central locking; electrochromic mirrors inside and out; rain-sensing windshield wipers; Reverse Park Control; programmable garage-door opener; and, new for 2008, 18-inch alloy wheels. Nineteen-inch wheels are optional ($1200).

The S-Type 4.2 ($55,835) comes with a powerful, 300-horsepower 4.2-liter V8, plus a 320-watt Alpine premium stereo with six-CD changer; DVD-based satellite navigation; Bluetooth connectivity; xenon headlamps with automatic leveling; Front Park Control; additional seat adjustability; burl walnut gear selector knob; electric rear sunblind; and foot well rugs embroidered with the Jaguar logo. Standard wheels are still 18-inch but are of a different design, and 19-inch rims are again optional.

The high-performance S-Type R ($64,335) gets a 400-horsepower supercharged version of the same 4.2-liter V8 and most (but not all) of the standard 4.2's amenities. Chassis upgrades include Jaguar's enhanced Computer Active Suspension (eCATS), bigger brake discs up front, and new 19-inch alloy wheels. Inside are performance-style seats, a ski hatch in the rear seat, and new Satin Mahogany woodwork replacing last year's gray-stained bird's-eye maple. The shift knob is leather-covered and there's no wood on the steering wheel. Stainless exhaust tips, a trunk lid spoiler, and the deletion of some exterior brightwork alert the outside world to your intentions.

A Luxury Package ($3,000), exclusively for the R-model, adds Adaptive Cruise Control and reverts to a more traditional walnut-burl interior theme. It also adds soft-grain leather with contrasting piping, and includes an electric rear sunblind and premium foot well rugs; and restores bright exterior trim to the bumper blades, grille surround, mirror caps, and side window frames.

Optional across the range is Sirius Satellite Radio ($450). 3.0-liter models can be upgraded with a Navigation/Bluetooth Package ($2,800), auto-leveling xenon headlamps ($675), and Front Park Control ($250). Adaptive Cruise Control is offered as a stand-alone ($2,200) on the R. Special-order paint and trim ($1,000) are available for any S-Type.

The final run of 750 3.0 and 4.2 models will be Satin Editions, with matt-finish Satin Mahogany veneers in the dash and doors, a leather-wrapped steering wheel, and a chrome-and-leather shift knob. Five exterior colors will be offered (Ebony, Liquid Silver, Lunar Grey, Radiance, and Porcelain) with a choice of Champagne/Mocha or Charcoal/Charcoal interior trim.

For safety, all S-Types come with Dynamic Stability Control (DSC) with traction control; Emergency Brake Assist (EBA); frontal, seat-mounted side-impact, and side-curtain airbags; and Jaguar's Adaptive Restraint Technology System (ARTS) which uses ultrasound (in addition to the usual sensors) to collect data on the size and position of front-seat occupants before deploying the airbags with appropriate force.

Ironically, or perhaps appropriately, the current S-Type has evolved almost as thoroughly in its ten years on the market. Jaguar substantially re-styled the S-Type for 2005, giving it a sharper, cleaner, more assertive face, with a more sharply defined V-shaped bulge in its hood. At the same time, the S-type acquired a longer, leaner look down the side with better integrated door sills. Around back, its distinctive round tail lamps provided a more technical, jewel-like appearance and blended smoothly into the new curves of the tail. The wider rear trunk finisher was simplified, running the full width between the new rear lamps. Jaguar claims the subtly re-shaped trunk reduced both lift and drag.

A trend began in '06 when the chrome mesh grille previously seen only on the high-performance R-model became standard across the lineup. Now, for 2008, the R-model's more deeply sculpted front bumper has been applied to entire line as well. It features three sharply defined scoops in place of the single, wide-oval opening of the previous bumper. Base-level 3.0 and 4.2 models will, however, keep their bright bumper and grille trim, all of which turns body color on the R. Unless, of course, you order the Luxury Package, which decorates the R with base-level brightwork.

Both 3.0 and 4.2 upgrade to 18-inch wheels for 2008, but not the same 18-inch wheels. V6 S-Types get a 10-spoke pattern that Jaguar calls Triton, while base V8's get a five-spoke wheel called Vulcan. Optional on both, and standard on the R-model, is a new 19-inch wheel Jaguar calls Barcelona.

The S-Type's wipers feature an interesting washing system, with the washer jets incorporated into the wiper arms for better coverage. Lever-style door handles remain, which are aerodynamic but we find them harder to grab than the kind you slide your fingers through.

Body panels fit closely together. Overall, quality has improved dramatically in recent years. In 1989, Jaguar ranked at the bottom of the list in the J.D. Power and Associates Initial Quality Study, one rung above Yugo. By 2003 Jaguar had risen to third from the top, just below Lexus and Cadillac. In 2007 Jaguar still finished in the top eight in an increasingly competitive race, where that rating represents a much higher standard of quality than it did a decade ago.

The standard wood-and-leather steering wheel looks and feels good; and it harmonizes visually with the colors of the instrument panel behind it. A well-designed toggle on the left side of the steering column quickly, easily and precisely controls the power tilt and telescopic adjustments for the steering wheel. The front seats are comfortable and supportive, with a nice firm seat bottom that minimizes fatigue on long trips.

There is a decent amount of space for rear-seat passengers. Rear legroom is on par with other similar sized cars.

The instrument pod contains just a fuel gauge and water temperature gauge besides the speedometer and tachometer. All told it is a pleasant design. Climate controls and sound system buttons are big, easy to discern and easy to operate.

Two glove boxes are provided in addition to the center console storage. Sunglasses can be stashed in an overhead console case lined with soft rubber. Dual cupholders are provided, but are mounted far enough to the rear as to be a bit awkward to reach while driving.

Trunk space is only average at 14.1 cubic feet, due to the curvy rear end. Old-fashioned swan-neck hinges intrude into the cargo space, but their advantage is that the trunk lid will conveniently pop up when opened. The rear seats can be folded down in a 60/40 split for 28.6 cubic feet of cargo space.

The electronically controlled parking brake is designed to work intuitively and will automatically release in certain circumstances: Switch on the parking brake with the car in Drive at an intersection and it switches off when you accelerate, handy when stopping for traffic lights on steep hills.

The S-Type comes with a great transmission, perhaps the best available. The six-speed automatic ZF is extremely responsive and silky smooth. With so many gears to choose from, it offers excellent drivability around town. It delivers both good performance and decent fuel economy. A Sport mode allows the driver to shift manually. Select this mode and the transmission will not shift above the highest gear selected, though as needed it will shift down and back up below this gear. The transmission has two overdrive ratios. Sport mode stays in fifth unless the driver maintains a steady speed for 30 seconds. But most of the time we preferred to simply leave it in Drive and let it do its thing, as it does it so well. It's a smart transmission: lift off the throttle for a corner, and it senses the steering angle and holds the lower gear. It also holds a gear on hills, eliminating hunting between gears.

The 3.0-liter V6 engine is smooth and delivers plenty of power for most drivers. We found it offers good power for passing. Floor it at 50 mph in fifth gear and in a heartbeat the six-speed automatic smoothly downshifts to second, without lurching, and the engine surges to 5500 rpm. Jaguar says the S-Type 3.0 can accelerate from 0 to 60 mph in 7.5 seconds. The V6 was smooth and civilized when cruising, and noise from the engine was isolated. Under hard acceleration, however, the sound it made reminded us that it's a Ford Duratec.

Even in the base model, we found cornering to be exceptional. The 3.0 felt a little squishy when driven hard on a winding road, but cornering was relatively flat (the car didn't lean a lot), and grip was very good. Factor in the Dynamic Stability Control, and it's hard to get into trouble.

The S-Type rides smoothly and is nicely damped, even if it is tuned more for handling than a soft ride. Driving through the Texas hill country outside Austin, the car jiggled a bit from side to side on bumpy rural roads, a little more than we would have liked. And you can hear the hiss of the tires. When asked about this, a spokesman said Jaguar does not build Buicks.

The 4.2-liter V8 engine delivers truly spirited performance with strong low-rpm torque for quicker acceleration. Jaguar says the S-Type 4.2 can accelerate form 0 to 60 mph in 6.2 seconds, which is quite quick. The 4.2 feels relaxed and responsive around town and cruising on the highway, but delivers spirited performance when driving quickly on back roads. The 4.2 V8 generates 86 percent of its maximum torque at just 1500 rpm for greater flexibility around town. This is a very strong car by any measure.

The 4.2 offers a firm ride. There is some road vibration on badly rippled roads, but it smoothes out on better surfaces. The 4.2 is also quiet, with some wind noise at high speeds. It's stable at high speeds with precise, linear steering that makes the driver feel part of the car. Handling is firm without being too harsh. The S-Type is not as stiff as the BMW 5 Series. It is the type of car that inspires confidence for those who enjoy driving without being a chore for those who do not. It felt wonderful when driving hard on narrow, winding roads. In short, it's a wonderful automobile, very pleasant.

The S-Type R offers fantastic acceleration performance. Jaguar says it can accelerate from 0 to 60 mph in just 5.3 seconds with a top speed electronically limited to 155 mph. We could clearly hear the whine from supercharger when hard on the gas. Hot rodders would love it, but we wonder whether it would become tiresome. Positive-displacement superchargers deliver better low-end torque and a more linear response than centrifugal superchargers or turbochargers, and the R model offers significantly more torque than the normally aspirated 4.2. It's very responsive at low speeds as well as when being driven hard. Power is very linear. Handling is superb, with the latest version of Jaguar's eCATS suspension as standard equipment (described below). Steering is precise and linear. The R is very stable at high speeds. Handling is very predictable when working the tires. Pushed to the limit, the R goes into a four-wheel drift. Yet the ride quality is quite comfortable. This balance between athletic handling and a smooth ride gives the S-Type R a dual personality. Most of the time, it's a relaxing, refined luxury sedan; but stand on it and it acts like a sports car, agile, quick, fun. It's easy to drive and not at all intimidating, as we discovered on some narrow, foggy mountain roads in Spain.

Jaguar's enhanced Computer Active Technology Suspension (eCATS) is no longer available on the V6 or standard V8, but is now exclusive to, and standard on, the S-Type R. eCATS optimizes ride and handling by automatically switching suspension damping from soft to firm in milliseconds. Accelerometers and a brake sensor send signals to an electronic control unit to dynamically tune the suspension to driving conditions. At low speed eCATS can even switch the rear dampers slightly ahead of the front to reduce transient understeer, for improved agility and turn-in. At high speed, it switches the front dampers first to enhance stability.

The result is an optimized balance between ride comfort and handling agility. It's completely automatic and requires no intervention from the driver. We found that eCATS does a great job of filtering out road vibration and rough surfaces without isolating the driver from the road. The car feels unflappable in corners without riding like a race car on city streets.

Anti-lock brakes (ABS) with Emergency Brake Assist (EBA) come standard on all S-Type models. ABS allows the driver to brake and steer at the same time by preventing wheel lockup in an emergency stopping situation. Brake Assist senses a panic stop and maintains maximum braking force even if the driver makes the mistake of relaxing pressure on the brake pedal.

Dynamic Stability Control (DSC) is also standard on all S-Type models. This anti-skid system works extremely well and can help a driver stay on the road in dicey conditions. DSC links the brakes, steering, and traction control systems and analyzes information from on-board sensors to determine when the car is deviating from

Adaptive Cruise Control, available only on the R-model, works most of the time like normal cruise control, automatically maintaining a speed pre-set by the driver. But it is also able to detect slower-moving vehicles ahead, and will slow the car as necessary. When the traffic ahead speeds up, Adaptive Cruise will return to the driver's chosen speed.

The S-Type is a compelling alternative to the BMW 5 Series and Mercedes-Benz E-Class. The Jaguar is less expensive and more than holds its own in curb appeal, performance and features. We really like the basic 3.0 and love the 4.2 with its powerful V8.