For much of 2001 and 2002, Jaguar has been focused on promoting its new entry-level X-Type luxury sedan. It seems to have worked; the X-Type is Jaguar's top-selling model. However, we were left unimpressed after our X-type road test and subsequent road test follow up. So it was with some enthusiasm that we were able to evaluate a 2003 S-Type, a vehicle we still consider to be Jaguar's best sedan.
The current S-Type debuted in 1999 as a 2000 model. Sharing a basic platform with the Lincoln LS, the S-Type is nonetheless a true Jaguar. It features its own powertrains, suspension tuning, steering system and design. For 2003, Jaguar has made a wide range of advancements, particularly in safety. Jaguar has made stability control standard, and the brakes have been upgraded with a panic assist feature. New seats reside in a redesigned cabin, sporting anti-whiplash technology. Dual-stage front airbags and new side curtain airbags that protect front and rear seat occupants are also new for 2003, as is an adaptive restraint technology system. Shorter-statured adults are able to sit farther away from the steering wheel thanks to new power adjustable pedals that also feature a memory function to store the preferences of more than one driver.
Residing in the center of the dashboard is a new optional LCD touchscreen telematics system with improved voice recognition technology to control audio, climate, navigation and telephone functions.
Jaguar has also stiffened the S-Type's body structure to boast a 10-percent gain in torsional rigidity, and the suspension is heavily revised. In front, there is a new double wishbone suspension making extensive use of forged aluminum, and Jaguar has retuned the springs, dampers, bushings and anti-roll bars at all four corners.
We obtained a 2003 3.0 for evaluation. The test car was certainly a good one for evaluation; it was equipped with a five-speed manual transmission and nearly every available option. These options, however, cranked the MSRP to more than $55,000. That's a big hunk of cash for what is still considered a midlevel luxury sedan, especially one without a V8 engine.
It was strange taking control of a new Jaguar S-Type that was equipped with a manual shift knob and clutch pedal. Yet we were wholly satisfied by the experience. Built by the transmission specialist company Getrag and offered only with the 3.0-liter V6 engine, the transmission's shifter has short throws and a hefty feel. Reverse, as with many European cars, is engaged by moving the lever to the left of first gear and then up. The clutch pedal also has a weighty feel to it.
The clutch and shifter do not lend themselves to urban-friendliness, however. Driving a manual-equipped S-Type for more than an hour in heavy traffic is not a particularly rewarding experience because of the shifter and clutch's heft. If you plan on using your S-Type primarily for city-based driving, we wouldn't recommend the manual.
However, we do respect Jaguar's offering of a manual transmission. We suspect few buyers will go for it, but the five-speed does add an extra level of performance. If the BMW 5 Series comes with a manual, shouldn't the S-Type (and E-Class) have one, too?
Another bonus of the manual is that it allows the driver to more fully take advantage of the 3.0-liter V6 engine. Thanks to a variable valve timing system, as well as a multistage intake manifold, this V6 makes 235 horsepower. It's not particularly smooth in nature, but it does produce a healthy V6 growl when revved. Power delivery is best when the tach is above 4,000 rpm. Unfortunately, we weren't able to perform instrumented acceleration or deceleration tests with this particular car. However, Jaguar says the S-Type 3.0 with the manual will accelerate from 0 to 60 mph in 7.3 seconds, as compared to the six-speed automatic's 7.5-second acceleration time.
In 2002, Jaguar began offering a sport package for the S-Type. The package includes front sport seats (eight-way power adjustment for the driver), a sport steering wheel, a Computer Active Technology Suspension (CATS), larger front brake discs, 17-inch wheels and slight interior and exterior trim differences.
From a sport standpoint, the CATS system is the most important feature in the group. As on the XKR, the CATS optimizes ride and handling by using stiffer springs to increase roll stiffness and electronically controlled two-stage dampers. The dampers adjust automatically from "soft" to "firm," depending on road conditions and the dynamic state of the car. Unlike some other adaptive suspension systems, the driver cannot independently set the CATS to a sport mode.
The 2003 S-Type further benefits from a new aluminum front suspension and a revised rear suspension. Though certainly still a big and somewhat heavy car, we were impressed by the way our test vehicle handled the variety of twisty roads we threw at it. The CATS works well, as it provides a decently smooth ride on city streets and keeps body roll to a minimum for more aggressive driving. We also appreciated the fact that the dynamic stability control (DSC) system is standard equipment this year, and we found it to be nonintrusive during spirited driving.
We also had the opportunity to examine the S-Type's other new-for-2003 luxury features. Like the BMW 7 Series, the S-Type now comes with an automatic electronic parking brake. Instead of a conventional handbrake lever, the S-Type has a console-mounted switch. It works fine and is certainly more convenient than a lever. We also liked the adjustable pedals (which are part of the premium package). Along with the tilt-and-telescope steering wheel, the pedals allow the driver to find her optimum seating position.
Topping things off is the S-Type's new interior design. The instrument panel now sports a full-length maple-wood trim and a traditional-looking horseshoe housing for the audio and climate controls. The leather upholstery is of high quality, as are most of the interior plastics. Compared to earlier S-Types that seemed too similar to the Lincoln LS on the inside, the 2003 car is certainly a dramatic improvement.
We still aren't fond of some of the controls, however. Offenders include the window switches, air vents, turn stalks and the fussy trip computer display. These seem more suited for a Ford than a Jaguar. Our car also had the optional navigation system, as well as the communications system. JaguarNet was disabled on our car, so we could only evaluate the nav system and the voice recognition system. Both work well, though the complex interface between the stereo-climate controls and the display screen can be confusing.
Without options, an S-Type 3.0 starts around $43,000. This is certainly no bargain. But we still recommend checking out the '03 S-Type 3.0. It's better than it ever was, and it competes well against the benchmark in this class, the BMW 530i. If you're smitten with the Jag's looks, this just might be your car.
The current S-Type debuted in 1999 as a 2000 model. Sharing a basic platform with the Lincoln LS, the S-Type is nonetheless a true Jaguar. It features its own powertrains, suspension tuning, steering system and design. For 2003, Jaguar has made a wide range of advancements, particularly in safety. Jaguar has made stability control standard, and the brakes have been upgraded with a panic assist feature. New seats reside in a redesigned cabin, sporting anti-whiplash technology. Dual-stage front airbags and new side curtain airbags that protect front and rear seat occupants are also new for 2003, as is an adaptive restraint technology system. Shorter-statured adults are able to sit farther away from the steering wheel thanks to new power adjustable pedals that also feature a memory function to store the preferences of more than one driver.
Residing in the center of the dashboard is a new optional LCD touchscreen telematics system with improved voice recognition technology to control audio, climate, navigation and telephone functions.
Jaguar has also stiffened the S-Type's body structure to boast a 10-percent gain in torsional rigidity, and the suspension is heavily revised. In front, there is a new double wishbone suspension making extensive use of forged aluminum, and Jaguar has retuned the springs, dampers, bushings and anti-roll bars at all four corners.
We obtained a 2003 3.0 for evaluation. The test car was certainly a good one for evaluation; it was equipped with a five-speed manual transmission and nearly every available option. These options, however, cranked the MSRP to more than $55,000. That's a big hunk of cash for what is still considered a midlevel luxury sedan, especially one without a V8 engine.
It was strange taking control of a new Jaguar S-Type that was equipped with a manual shift knob and clutch pedal. Yet we were wholly satisfied by the experience. Built by the transmission specialist company Getrag and offered only with the 3.0-liter V6 engine, the transmission's shifter has short throws and a hefty feel. Reverse, as with many European cars, is engaged by moving the lever to the left of first gear and then up. The clutch pedal also has a weighty feel to it.
The clutch and shifter do not lend themselves to urban-friendliness, however. Driving a manual-equipped S-Type for more than an hour in heavy traffic is not a particularly rewarding experience because of the shifter and clutch's heft. If you plan on using your S-Type primarily for city-based driving, we wouldn't recommend the manual.
However, we do respect Jaguar's offering of a manual transmission. We suspect few buyers will go for it, but the five-speed does add an extra level of performance. If the BMW 5 Series comes with a manual, shouldn't the S-Type (and E-Class) have one, too?
Another bonus of the manual is that it allows the driver to more fully take advantage of the 3.0-liter V6 engine. Thanks to a variable valve timing system, as well as a multistage intake manifold, this V6 makes 235 horsepower. It's not particularly smooth in nature, but it does produce a healthy V6 growl when revved. Power delivery is best when the tach is above 4,000 rpm. Unfortunately, we weren't able to perform instrumented acceleration or deceleration tests with this particular car. However, Jaguar says the S-Type 3.0 with the manual will accelerate from 0 to 60 mph in 7.3 seconds, as compared to the six-speed automatic's 7.5-second acceleration time.
In 2002, Jaguar began offering a sport package for the S-Type. The package includes front sport seats (eight-way power adjustment for the driver), a sport steering wheel, a Computer Active Technology Suspension (CATS), larger front brake discs, 17-inch wheels and slight interior and exterior trim differences.
From a sport standpoint, the CATS system is the most important feature in the group. As on the XKR, the CATS optimizes ride and handling by using stiffer springs to increase roll stiffness and electronically controlled two-stage dampers. The dampers adjust automatically from "soft" to "firm," depending on road conditions and the dynamic state of the car. Unlike some other adaptive suspension systems, the driver cannot independently set the CATS to a sport mode.
The 2003 S-Type further benefits from a new aluminum front suspension and a revised rear suspension. Though certainly still a big and somewhat heavy car, we were impressed by the way our test vehicle handled the variety of twisty roads we threw at it. The CATS works well, as it provides a decently smooth ride on city streets and keeps body roll to a minimum for more aggressive driving. We also appreciated the fact that the dynamic stability control (DSC) system is standard equipment this year, and we found it to be nonintrusive during spirited driving.
We also had the opportunity to examine the S-Type's other new-for-2003 luxury features. Like the BMW 7 Series, the S-Type now comes with an automatic electronic parking brake. Instead of a conventional handbrake lever, the S-Type has a console-mounted switch. It works fine and is certainly more convenient than a lever. We also liked the adjustable pedals (which are part of the premium package). Along with the tilt-and-telescope steering wheel, the pedals allow the driver to find her optimum seating position.
Topping things off is the S-Type's new interior design. The instrument panel now sports a full-length maple-wood trim and a traditional-looking horseshoe housing for the audio and climate controls. The leather upholstery is of high quality, as are most of the interior plastics. Compared to earlier S-Types that seemed too similar to the Lincoln LS on the inside, the 2003 car is certainly a dramatic improvement.
We still aren't fond of some of the controls, however. Offenders include the window switches, air vents, turn stalks and the fussy trip computer display. These seem more suited for a Ford than a Jaguar. Our car also had the optional navigation system, as well as the communications system. JaguarNet was disabled on our car, so we could only evaluate the nav system and the voice recognition system. Both work well, though the complex interface between the stereo-climate controls and the display screen can be confusing.
Without options, an S-Type 3.0 starts around $43,000. This is certainly no bargain. But we still recommend checking out the '03 S-Type 3.0. It's better than it ever was, and it competes well against the benchmark in this class, the BMW 530i. If you're smitten with the Jag's looks, this just might be your car.
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