Jaguar XJ L 3.0D V6 portfolio
Content
Jaguar, for example: was once synonymous with classic British automotive art. Wood, mechanics, chrome. Then Ford came and turned Jaguar into another pale shadow of the once famous brand (and Jaguar was far from the only one). The English classic found himself in the arms of the Tate Indian gallery. And although the latter had nothing to do with the development of the new XJ, it seems to a person that the engineers and designers of Jaguar somehow guessed in whose hands this brand will be.
The nose, say. In general, this is still aristocratic English, but the combination of an outstanding tall mask and thin, obliquely elongated lanterns works a little. ... HM. ... Korean? And the ass? There are only two options here: either you call it beautiful, or you just can't stop criticizing. Classic (but definitely modern) British design? Never.
But all doubts about the form are dispelled with one look from the outside. The L sign stands for a longer wheelbase, and when combined with the low roof, high lower window rims, pronounced wedge shape and tinted rear windows, there can be only one sign: beautiful. Completely sporty, just right, elegant, just right. Fine.
Inside, the theme continues. Leather and wood on one side, and on the other, the fact that the only analog gauge in the entire car is the clock in the center of the dashboard. Watch? Yes, just a clock, all other sensors are an illusion, just a picture. When the XJ is off, you can only look over the steering wheel at the dark panel. A high-resolution LCD screen that's off isn't something that sticks the palms and noses of cars stuck in the car to the side window. It only comes to life when you press the engine start button. For a moment you will see the Jaguar logo, then it will be replaced by indicators in blue and white.
Middle for speed (unfortunately completely linear and therefore not transparent enough for city speeds), left for fuel quantity, engine temperature and audio system, navigation and transmission information, right tachometer (which can be replaced by a few seconds with more necessary information). And if you press the button next to the gear lever, marked with a racing checkered flag, you turn on the dynamic mode of the car (shock absorbers, steering, engine electronics and transmission electronics) - and the indicators turn red.
While the XJ is Jaguar's top of the line range, it doesn't have air suspension (only the dampers are electronically assisted). It's interesting that he has to fight classics with air suspension competitors - but he does it very well. In normal mode, it is quite comfortable even on bad roads (and after vibrations and noise from under the wheels), and at the same time
in dynamic mode is surprisingly sporty too. Slow turns do not suit him, but it is scary how a sedan with a length of almost 5 meters with a diesel engine and an automatic transmission swallows medium-speed and fast turns. With only a slight trace of understeer, no nervousness, no body swaying.
Here the driver will give up much faster than the car. If desired, you can disable ESP partially (by pressing the button briefly) or completely (this requires holding the button for at least 20 seconds). And you will not believe it - even then the XJ is no worse than a rear-wheel drive car without a differential lock. With regard to the Jaguar XJ (even with the long wheelbase), one thing must be admitted: the label "sporty prestige sedan" here is not nonsense or marketing bragging. The XJ is (if you will) a very sporty sedan.
Much of the answer to the question of how is this possible lies in the weight of the vehicle. The long XJ weighs only 1.813 kg, while its competitors weigh from a good hundred to just under 200 kg. This is the difference that can be seen on the road. However, the competition is no more, the XJ L deviates from the class average by just a few millimeters.
The second reason is the engine. The 2-litre diesel is the successor to the good 7-litre predecessor, and the extra volume, and of course all the other technical improvements over its predecessor, are just the tip of the iceberg. Two hundred and two kilowatts or 275 horsepower is the highest in its class (Audi can handle 250 and BMW only XNUMX), and the combination of a powerful, flexible diesel engine and a lightweight body is superb. There are only six gears in the gearbox, but let's face it: it doesn't need them anymore. At Jaguar, they didn't concede a multi-gear race here, which doesn't really make sense. If it works great with six, then why do you need the extra weight and complexity of seven, eight or nine gears? In the marketing department, of course, everyone is very happy, but in real life you will not notice the difference.
The XJ engine is not only powerful, but also smooth. There is no vibration in the cabin, and soundproofing (and, of course, the engine mounts) ensures that even excessive noise does not enter the cabin. Yes, you will hear the engine. Hardly. Enough to know that it works, and nothing more - unless you push it to the limit. There, somewhere in front of the red square, it can draw attention to itself - and this, of course, if you use the dynamic settings and the manual shift mode (of course, using the levers on the steering wheel, as this can be done using the rotary knob in XJ instead of the shift lever). Namely, manual in the XJ really means manual, and the gearbox itself doesn't shift up.
Soundproofing is excellent too, and only at 160 kilometers per hour can you pick up wind noise coming from under the wheels and engine. But up to maximum speed, you do not have to raise your voice when talking to a passenger, and from an audio point of view, long distances at a speed of 200 kilometers per hour or more will be easy.
Sitting is a little worse. Longitudinal reversing is too little for taller riders, and seat height adjustment is too limited – and a millimeter longer handlebar outward in depth won't hurt. The seats themselves are quite comfortable (the front ones are heated, cooled and massaged, and the rear ones are only heated and cooled), with a large number of adjustments (in fact, only separate adjustment of the lumbar and shoulder seatbacks is missing), but the ergonomics of the steering wheel are tough, the levers are good.
Either way, you set up most of the car's functions on the large LCD color touchscreen in the center console, with buttons dedicated to just the most basic radio and climate settings. It's a good solution, but it comes with a downside: adjusting the map zoom while navigating is, say, an annoyingly tedious task on an LCD screen, and the rotary knob would be a better choice. Automatic air conditioning (four-zone, with separate control of the rear seats, which can also be blocked) is excellent.
And that's why it's nice to feel like your back.
Despite all the digitization, the XJ was a bit disappointing with electronic driver assistance systems. The test lacked daytime running lights, turn signals and automatic high beams (both available at an additional cost), and the same applies to active cruise control. You can also pay extra for this, but it doesn't have a start-stop function.
There is also an additional charge for the blind spot monitoring system, and the list of optional equipment does not include a night camera, lane departure warning system, collision avoidance system, and electrically operated side awnings. ... But he has an XJ smart key. You don't need to take it out of your pocket, but trust me, it weighs almost 100 grams and you don't need to have it in your pocket. Imagine that you are carrying another cell phone (not very light). ...
Well, at least this way the Jaguar remains a classic Jaguar, so it's a great car to get used to. ... The price is somewhere within the competition, maybe even a little higher, and if you ask whether such a position deserves it (that is, is it worth your money), the answer can only be: maybe. If you want luxury, even sports limousines, but don't want the German classics, this is a great choice. However, if you evaluate the car by meters, equipment and euros, it may seem too expensive for you. ...
Face to face
Tomaž Porekar
Jaguar XJ is an image of the modern world: it is not clear to him what he wants. Its appearance is like two sides of a euro coin: a typical Jaguar in the front, dynamic, seductive, and in the back, as if they should conquer all the Indian and Chinese moguls without style. The problem is also that it is quite difficult to look back, looking in the internal rearview mirror, we see almost nothing, if we want to see something when reversing with our head turned, we were wrong.
This is why it convinces with the turbodiesel engine, which is truly a great achievement for the engineers (Ford). I would also like to point out the comfortable chassis, which is proof that you don't need air suspension for a good result.
Vinko Kernc
If only the eyes chose, I would swear by the previous generation - because of the back. But the progress is clear and this is a Jag for the typical Jag buyer. So "British", although in the same breath also so Indian ... In the development of this Iksya Tata did not keep his fingers in the middle, and since it is always nice to develop a tradition in development, especially if it is British, I sincerely hope that Jaguars will continue to follow in the future this example. Who knows, but maybe it's better for Jaguar to have no more Fords.
Test car accessories
Metallic paint - 1.800 euros.
Heated multifunction three-spoke steering wheel 2.100
Decorative lining 700
Dušan Lukič, photo: Aleš Pavletič and Sasa Kapetanović
Jортфолио Jaguar XJ LWB 3.0D V6
Basic data
| Sales: | Auto DOO Summit |
|---|---|
| Base model price: | 106.700 € |
| Test model cost: | 111.300 € |
| Power: | 202kW (275 KM) |
| Acceleration (0-100 km / h): | 8,0 with |
| Maximum speed: | 250 km / h |
| Mixed flow ECE: | 10,2l / 100km |
| Guarantee: | 3-year general warranty, 6-year varnish warranty, 12-year anti-rust warranty. |
| Oil change every | 26.000 km |
| Systematic review | 26.000 km |
Cost (up to 100.000 km or five years)
Technical information
| engine: | 6-cylinder - 4-stroke - V60° - turbodiesel - longitudinally mounted at the front - bore and stroke 84×90 mm - displacement 2.993 cm? – compression 16,1:1 – maximum power 202 kW (275 hp) at 4.000 rpm – average piston speed at maximum power 12,0 m/s – specific power 67,5 kW/l (91,8 hp / l) - maximum torque 600 Nm at 2.000 hp. min - 2 camshafts in the head (chain) - 4 valves per cylinder - common rail fuel injection - two exhaust gas turbochargers - charge air cooler. |
|---|---|
| Energy transfer: | the engine drives the rear wheels - automatic transmission 6-speed - gear ratio I. 4,17; II. 2,34; III. 1,52; IV. 1,14; V. 0,87; VI. 0,69 - differential 2,73 - tires front 245/45 R 19, rear 275/40 R 19, rolling range 2,12 m. |
| Capacity: | top speed 250 km/h - 0-100 km/h acceleration in 6,4 s (SWB version) - fuel consumption (ECE) 9,6 / 5,8 / 7,2 l / 100 km, CO2 emissions 189 g / km . |
| Transportation and suspension: | sedan - 4 doors, 5 seats - self-supporting body - front single suspension, leaf springs, three-spoke cross rails, stabilizer - rear multi-link axle, coil springs, telescopic shock absorbers, stabilizer - front disc brakes (forced cooling), rear discs (forced cooling) , ABS, mechanical parking brake on the rear wheels (switching between seats) - rack and pinion steering wheel, power steering, 2,6 turns between extreme points. |
| Mass: | Weight: unladen 1.813 kg - Permissible gross weight 2.365 kg - Permissible trailer weight with brake: n/a, no brake: n/a - Permissible roof load: n/a. |
| External dimensions: | vehicle width 1.894 mm, front track 1.626 mm, rear track 1.604 mm, ground clearance 12,4 m. |
| Inner dimensions: | front width 1.530 mm, rear 1.520 mm - front seat length 540 mm, rear seat 530 mm - steering wheel diameter 370 mm - fuel tank 82 l. |
| Box: | Trunk volume measured with AM standard set of 5 Samsonite suitcases (278,5 L total): 5 places: 1 suitcase (36 L), 1 suitcase (85,5 L), 1 suitcases (68,5 L), 1 backpack (20 l). l). |
Our measurements
| T = 28 ° C / p = 1.198 mbar / rel. vl. = 35% / Tires: Dunlop SP Sport Maxx GT front: 245/45 / R 19 Y, rear: 275/40 / R 19 Y / Odometer status: 3.244 km | |
| Acceleration 0-100km: | 8,0s |
|---|---|
| 402m from the city: | 16,0 years ( 144 km / h) |
| Maximum speed: | 250km / h (V. and VI.) |
| Minimum consumption: | 13,2l / 100km |
| Maximum consumption: | 7,6l / 100km |
| test consumption: | 10,2 l / 100km |
| Braking distance at 130 km / h: | 68,6m |
| Braking distance at 100 km / h: | 35,7m |
| AM table: | 39m |
| Noise at 50 km / h in 3rd gear | 52dB |
| Noise at 50 km / h in 4rd gear | 52dB |
| Noise at 90 km / h in 3rd gear | 56dB |
| Noise at 90 km / h in 4rd gear | 55dB |
| Noise at 90 km / h in 5rd gear | 55dB |
| Noise at 90 km / h in 6rd gear | 55dB |
| Noise at 130 km / h in 4rd gear | 62dB |
| Noise at 130 km / h in 5rd gear | 61dB |
| Noise at 130 km / h in 6rd gear | 60dB |
| Idling noise: | 38dB |
| Test errors: | unmistakable |
Overall rating (361/420)
Such an XJ will be written on the skin of those who, in addition to all the classic conditions of purchase in the most prestigious class of cars, will also set the condition that there should not be a star, propeller or circles in front - it also competes well with them.
Exterior (13/15)
In appearance, observers also share intermediate opinions, but it cannot be denied that this works prestigiously.
Interior (116/140)
The long wheelbase means plenty of rear room, and the driver also enjoys the massage of the seat.
Engine, transmission (60
/ 40)The diesel engine sits at the top of this engine type and the drivetrain is excellent despite having “only” six gears.
Driving performance (66
/ 95)Surprisingly fast and sporty when cornering, yet comfortable on the highway.
Performance (33/35)
A five-meter sedan with "only" a three-liter diesel engine should not be so nimble and mobile. It.
Security (33/45)
Some electronic safety accessories are missing, such as active cruise control, turn signals, automatic high beam ...
Economy
Fuel consumption is impressive, not to mention the price, of course. But we didn’t expect anything else.
We praise and reproach
engine
chassis
soundproofing
sitting behind
Transmission
sometimes difficult to customize navigation (zoom)
no differential lock
too short longitudinal offset of the front seats
poor visibility back
