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US:Jaguar X-type Sportwagon

Jaguar X-type Sportwagon

The return of Max Headroom.


In the annals of shocking departures from the traditional, ranking high is the recent hullabaloo over Porsche's having the gall to build a vehicle with all the aerodynamic savoir-faire of a pound cake (the Cayenne SUV), followed closely by proletarian Volkswagen cranking out a 12-cylinder capitalist tool for $100,000 (the Phaeton). Now Jaguar, for the first time, has gone and built a station wagon (the X-type Sportwagon). Has mommyism weaseled into the front office of this historic British sports- and luxury-car maker?

Most likely, the expansionist parent company, Ford, is behind this. It recently pinned the donkey tail on Jaguar, which it purchased in 1989, as one of the reasons Ford's car business has "a problem." That, despite the fact the three-year-old X-type, the smallest and least expensive Jaguar, outsells all other Jaguar models combined. Worldwide, the

X-type sold 62,652 copies in 2003 and bettered that with 65,994 in '04. Problem is, Ford got the Brits all geared up to sell 200,000 Jaguars worldwide, while the actual number was 120,570 in 2003 and 118,918 last year. So the Sportwagon gives Jaguar one more model to pump up that bottom line.

Jaguar's task was to build a station wagon that avoided the look of a box and yet would meet the company's eternal pledge of making cars that are "beautiful, powerful, and glamorous." Which is to say, in this case, it should look at least as good as those BMW and Audi wagons with which it competes.

Everything from the B-pillar back is new, including the doors. We have sworn affidavits that there are 420 new tooled parts and 58 new stampings on this Jag—all of which give the wagon a 150-pound disadvantage over the X-type sedan. The roofline indeed achieves its styling goal, sloping gracefully downward toward the tail, instead of boxily ******d, to a split-opening liftgate (the smoked glass can also be raised, by key fob or by a switch near the driver).

That rear glass opens out smoothly via twin gas struts to reveal seatbacks that fold down 70/30 fashion. Doing so creates 50 cubic feet of space to play with (and you won't need to remove the seats' headrests). When those rear seats are raised, you don't have the sort of space you'd need to clean out a Costco: 24 cubic feet from the floor to the classy headliner, or just 16 up to the line of the window. Jag makes up for that with a useful storage space below the rear load floor, a Styrofoam hollow about the size of an oversize salad bowl. Park your laptop there and use the 12-volt power point to recharge it.

It's a handsome wagon. Some think the roof's bright "silver" rails—aluminum with plastic mounts, both painted—verge on the flashy, but buyers can get them in black, no charge.

Also no charge is a five-speed manual or automatic transmission and the car's big ticket: all-wheel drive. It works with the X-type's unchanged 24-valve, 3.0-liter Duratec V-6 that makes 227 horsepower and 206 pound-feet of torque, exactly the muscle under the hood of the X-type sedan we drove the hell out of for 40,000 miles in a long-term slog [C/D, October 2003]. The X-type's lesser powerplant, a 192-hp 2.5-liter, will no longer be imported to U.S. showrooms, a good idea that would seem to guarantee the "powerful" part of the Jaguar credo. Add in 17-inch Cayman wheels and all-season tires and a raft of safety equipment, and the base tab comes to $36,995 for a very stylish and well-appointed luxo wagon.

People regularly banished to back seats have cause to applaud, as headroom in the wagon is increased by 1.3 inches over that of the X-type sedan, a car that sprang to life from the second generation of the close-quartered original Ford Mondeo. Oddly enough, our automatic-shifting test wagon felt stronger than that long-term manual X-type sedan, but we were momentarily deceived, perhaps due to a growlier exhaust note. In fact, the sedan is about a half-second quicker to 60. The ride remains smooth, silent, and comfortable, and there's a sense of luxury that's pervasive, owing to the slick fit and finish of some very nice interior materials.

For traditionalists who see this wagon as an insult to Jaguar's heritage, rumors were published as this was being written that the company is considering building some kind of sport-utility vehicle.

Jaguar X-type Sportwagon
Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
Price as tested: $36,995 (base price: $36,995)
Engine type: DOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 181 cu in, 2967cc
Power (SAE net): 227 bhp @ 6800 rpm
Torque (SAE net): 206 lb-ft @ 3000 rpm


Transmission: 5-speed automatic
Wheelbase 106.7 in
Length/width/height: 185.5/70.4/58.4 in
Curb weight: 3750 lb


Zero to 60 mph: 7.8 sec
Zero to 100 mph: .21.4 sec
Street start, 5-60 mph: 8.2 sec
Standing 1/4-mile: 16.0 sec @ 89 mph
Top speed (governor limited): 122 mph
Braking, 70-0 mph: 197 ft
Roadholding, 300-ft-dia skidpad: 0.78 g
EPA fuel economy, city driving: 18 mpg
C/D-observed fuel economy: 19 mpg

My first car was a 67 Mustang Coupe, 2nd one was a 67 Cougar XR-7, 3rd one was a 66 Mustang Coupe. Why did I get rid of these cars for ? I know why, because I'm stupid, stupid, stupid.

My next Ford.....
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