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Extended elegance
Jaguar's new X-Type Wagon is a capable cruiser
By Bradley Horn
Thursday, March 11, 2004
ANNECY, France - Deciding the future of a legendary brand like Jaguar must surely keep the corporate types in Coventry turning in their sheets at night. Let's face it, since its inception the English automaker has built arguably the world's most beautiful coupes, sedans and convertibles. So when the time came to "extend the brand," as the bigwigs say, you can bet the Jaguar people did a lot of soul searching deciding where to take the leaping cat lineup.
Thankfully, the Brits resisted the easy path of developing a full-blown SUV (with its Ford ties, building a sport-ute from the parts bin could have been a quick solution), which other automakers have done with varying degrees of success. Instead, it chose a much more rational, focused path, and is now gearing up to launch the all-new X-Type Wagon. Its first foray into the long-back market, the car represents a new, more youthful branch of thinking for the automaker, without compromising the British pedigree that defines Jaguar.
When styling the X-Type Wagon, Jaguar engineers wanted to avoid "just putting a box on the back," so the car was designed to be unique from the B-pillar aft. Up front, the car is identical to the X-Type sedan, with junior XJ looks. Chrome trim on the roof rack, grille and trim is standard. The wagon's hindquarters are rounded with a subtle roof spoiler, dual chrome exhaust and the company's "signature blade" trim piece across the back bearing the Jaguar name.
Under the hood, the X-Type Wagon offers the same 2.5- and 3.0-litre V6 engines as its sedan sibling. The 2.5-litre makes an adequate 192 hp and 178 lb-ft of torque, though Jaguar expects the 3.0-litre, with 227 hp and 206 lb-ft of torque to account for 90 per cent of the wagon's sales.
Jaguar's Traction-4 full-time all-wheel drive system is standard on all models. Normally it operates in a rear-biased 40/60 split, but torque can be modulated between the slipping and gripping wheels if needed.
The twisting backroads of the French Alps provided the perfect setting to put this curvaceous cat through its paces. All the cars we drove were equipped with a 3.0-litre V6 and a 5-speed manual gearbox. The latter is a no charge option on the 3.0-litre wagon, though a strange choice for the test models, considering most Canadian customers will opt for the 5-speed automatic. I suppose the manual makes the X-Type Wagon feel sprightlier, though it tends to crunch into gear unless modulated delicately.
Some drivers complained about the V6's power, especially considering the wagon's hauling an extra 70 kg (154 lb) over the sedan, but I found it smooth and just about right in terms of power output. Still, an R performance version would be a welcome addition, especially when competing with high-revving BMWs and Audis. In typical Jaguar style, the suspension and steering setup on the X-Type Wagon is its defining feature. The McPherson strut front and multi-link rear setup from the sedan is used here, and is combined with a speed-sensitive steering setup for a direct, yet silken driving feel. I found that the tighter suspension available with the Sport Package actually made the wagon more agile, without being too harsh. Four-wheel disc brakes with anti-lock and traction control are standard, while Dynamic Stability Control comes as part of the $5,000 Sport Package. The Jaguar does lack the firm edge of competitors like the BMW 3 Series Touring or Audi A4 Avant, but as Jaguar Canada's president Vic Bernardini said, "We're not trying to sell this car as a hard-driving sport wagon … Jaguar is more of a touring company."
As with the rest of the Jaguar family, the X-Type Wagon features a wonderfully straightforward, dapper interior. I credit the company for resisting gimmicky iDrive-like devices even in its most expensive cars, instead sticking with traditional, well laid out controls and simple touch screen interfaces through the optional $3,900 navigation screen. The interior is noticeably quiet and elegant, with its XJ-like recessed gauge cluster, chrome accents and standard leather on the doors and seats. Unfortunately, unlike the big dollar Jags, the trim piece around the centre stack isn't leather, making it look oddly cheap in the otherwise classy interior.
All X-Types get a handsome new steering wheel this year with integrated audio and cruise controls. Six airbags are standard, including front, side and curtains for both rows. The second row, which splits 60/40, will seat three, though it's more comfortable for two.
The cargo area was designed to not only be useful, but notably upscale. It's accessed through a large hatch that opens high and out of the way. The rear glass can be opened independently for stowing smaller objects. Deep pile carpet is standard, as are chrome luggage ties and a brushed metal still plate. With the rear seats up there's plenty of room for everyday items (685 litres) and with the second row folded, there's a class-leading 1415 litres of cargo room. Extra storage is available in a covered side compartment and under the floor where there's a 12-volt outlet.
The X-Type Wagon will be sold in Canada, but not the U.S. Apparently Canadians' automotive mentality is more "European-bent" when compared to the SUV-obsessed Americans. As mentioned, the 3.0-litre wagon is expected to garner the majority of sales and has been priced competitively at $46,995 with 17-inch wheels, a moonroof, keyless entry and an 8-speaker stereo. The 2.5-litre goes for $43,195 with less equipment.
Jaguar has created a vehicle with true utility, without losing the performance and sexy charisma that makes the nameplate such a desirable automobile.
Immediate competition:
Audi A4 Avant,
BMW 325xi Touring,
Mercedes-Benz C-Class
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