The 2002 X-Type is arguably the most important vehicle in Jaguar's history; it is the vehicle upon which the British marque pinned its financial hopes, and the car that was charged with not only rejuvenating the elegant, if a bit staid, brand, but also with more than doubling Jaguar's sales worldwide.
Upon first glance, Jaguar did a phenomenal job of creating a very appealing entrant in the hotly contested entry-level luxury sport sedan class, a segment that has grown by an astounding 50 percent in the past six years. With a base price of under $30,000, all-wheel drive as standard equipment and an utterly fetching exterior, the X-Type was greeted with breathless anticipation by consumers and the automotive press alike.
Our first encounter with a 3.0-liter model, however, revealed numerous build quality faux pas, which can only be partly attributed to its preproduction status. Apparently mysterious goblins in the Halewood, England, plant rooted glitches in the production line, causing Jaguar to institute expensive, last-minute changes to deal with the problems. Too little, too late, however, as many of these difficulties still existed on production cars. The head honchos at Ford cited this as one of the chief sources of Jaguar's negative status in the corporate ledger, namely $500 million in the red. Another can be attributed to the overly aggressive marketing, with heavy incentives and subsidized leases offered in order to move the cars quickly out of the showroom. While the X-Type did represent 50 percent of Jaguar sales and exceeded the projected sales goals for its initial year, it was only through affordable leasing, not buying, that it was able to do so, which does not bode well for the future residual value of the car.
But really, what do numbers mean when you're peering down a sloping hood, preceded by the gorgeous chrome sculpture of a leaping feline? Does it really matter that the car is losing its value, if its perceived prestige and luxury still stand true? We got a fully loaded, no-holds-barred test vehicle, replete with nearly every option to find out what it's like to live with a high-priced baby Jag for a week.
Our test model was powered by a 3.0-liter V6 engine, the most powerful engine available in the X-Type. Touted as the performance version of the model line, it's capable of 231 horsepower at 6,800 revs and 209 pound-feet of torque at 3,000 rpm, making a loud, high-pitched whine in the upper ranges of the tachometer. Managed by a five-speed automatic, it tended to be a little slow at launch, and its traditional J-gate shifter, while earning a tip of the hat for being the original "automanual," is clunkier to use than the more common types that have a separate gate with a side-to-side or up-and-down movement. A more positive engagement would help things out immensely, and we have yet to try out the five-speed manual, which is a no-cost option for this engine, to fully take advantage of the Jag's sporting potential. We got a combined city-highway fuel economy of 17.4 miles to the gallon. Other six-cylinder engines, such as those found in the BMW 3 Series, Mercedes-Benz C320 or the Audi A4, make slightly less horsepower but are able to outpace the X-Type, while the Japanese duo, the Acura TL Type-S and Infiniti G35 sedan, boast 260 horses that can gallop at full speed without breaking a sweat.
Power is evenly split to the front and rear wheels to ensure the maximum amount of traction. This feature is standard and is the siren song of the Jag; other luxury sedans such as the A4 quattro, the C320 4Matic and the 330xi, offer it only as an optional feature, while the Japanese pair doesn't offer it at all. While it adds poundage to the car's curb weight, it brings a steadiness to the handling of the car as well as more peace of mind if you live in an area where salt is regularly used to melt snow.
One aspect that hinders the X-Type is its rather slow steering; our performance test driver stated that it took too much wheel input for the amount of action the car was asked to perform. Its turning circle of 35.7 feet is very slim, but the steering ratio needs to be tightened. While reasonably linear, it could offer greater feedback from the road to the fingertips. The four-wheel disc brakes are matched to a well-calibrated pedal and allow for impressive sub-120 feet stopping distances from 60 mph. Electronic Brakeforce Distribution comes with the package but BrakeAssist isn't to be found. Stability control is available as an option, as in our Sport package-equipped vehicle. Passive safety features include side and side curtain airbags for the front and rear. A passenger sensor notes when the right front seat is occupied and will not deploy unless needed, but the airbag warning light above the dash tended to unnervingly illuminate at random intervals, as in other Jaguars we've experienced.
As we've stated, this was our first experience with a Sport package-equipped model. With it comes springs, shock absorbers and antiroll bars that have been specially tuned to deliver a more athletic ride. It certainly makes a difference; there was much less body roll than on either the 3.0 or the 2.5 we've previously driven. One of our editors, who is intimately acquainted with the ins and outs of our previous X-Type test vehicles, stated that "the difference between this car and the nonsport versions I've previously driven was incredible. Despite the fact that I was cruising up the local highway, I had a damn good time, and found myself weaving between lanes with more vigor and frequency than I normally would. I can see why someone who test drove this car would feel that he was treating himself to a real Jaguar after months and years of hard work. Couldn't say that about the other X-Types."
However, like an Audi A4, it tends to be harsh on rough pavement, emitting too much vibration into the cabin. Thus far, we've found that the BMW 3 Series does a better job of delivering a ride that's controlled and firm yet doesn't beat you up around town and over crumbling asphalt.
The Sport package also offers bolstered sport seats with more lateral and side support covered in perforated leather, complementing the suspension by holding you in during cornering. There are also 17-inch wheels covered with Z-rated tires and Dynamic Stability Control that uses brakes and engine speed to reel the car back in if its computers sense the vehicle moving in a dissimilar path than the steering angle.
So far, we've determined that the X-Type falls a little short of its competition when it comes to its sporting characteristics. How about its luxury levels? After all, Jaguars are renowned for their opulent rides, good enough to transport the Queen Mum and her dour brood to state functions. The X-Type has a reasonable amount of standard features, with a tilt and telescoping steering wheel, automatic climate control (no dual-zone), power driver seat, real wood trim (even without the premium package), leather trim and one-touch open and close windows all around.
Our Jag was gorged with $10,725 worth of options. Among them was a $1,200 stereo system with 10 speakers; it's unfortunate that the six-disc CD changer is mounted in the trunk, and that the controls are integrated into the optional navigation system in a manner that we found less intuitive than in other vehicles. We made extensive use of the steering wheel-mounted redundant controls so that we didn't have to switch from one screen to another. The navigation system is DVD-based, which means that you don't have to buy a whole set of CDs for different regions of the U.S., but it lacked useful functions like voice recognition or restaurant categories.
The premium package ($2,500) includes a power moonroof, power passenger seat, lumbar support for both front seats, auto headlamps, 70/30 split-folding rear seats, a trip computer and rain-sensing wipers. The only feature we used with alacrity was the rear parking sensor. We also liked the heated seats of the weather package, and the optional xenon headlamps with auto leveling cast a bright, even luminosity over the road. However, when it comes to coddling, indulgent luxury, it has yet to match the refinement levels of the Lexus ES 300 or even the Volkswagen Passat W8. While the wood and leather were handsome, since we've already gone on at length in our road test about the quality of other materials such as the plastics around the dash, suffice it to say that it could use some improvement to avoid unseemly comparisons to its European Ford chassis-mate (the Mondeo).
The Jaguar has its own appeal, however; namely its taut, muscular form, with an excellent front fascia that exudes modern sensibilities even while retaining traditional, unmistakable Jag quad lamps. Like other Jaguars, it has little equal when it comes to looks. We found that the Anthracite paint was the most flattering of all the X-Types we've had, lending it a dignified yet imposing air. We've also found that Jaguars have a certain "je ne sais quoi" even among the affluent Southern California populace used to the ubiquity of German and Japanese luxury sedans.
Sometimes, it's those little things that matter, the intangibles in life that make all the difference. This point struck home as we sat in interminable traffic one evening. The Jaguar X-Type is a very capable vehicle with a sense of style and charm that can elevate its driver's mood, even under the most mundane circumstances.
Upon first glance, Jaguar did a phenomenal job of creating a very appealing entrant in the hotly contested entry-level luxury sport sedan class, a segment that has grown by an astounding 50 percent in the past six years. With a base price of under $30,000, all-wheel drive as standard equipment and an utterly fetching exterior, the X-Type was greeted with breathless anticipation by consumers and the automotive press alike.
Our first encounter with a 3.0-liter model, however, revealed numerous build quality faux pas, which can only be partly attributed to its preproduction status. Apparently mysterious goblins in the Halewood, England, plant rooted glitches in the production line, causing Jaguar to institute expensive, last-minute changes to deal with the problems. Too little, too late, however, as many of these difficulties still existed on production cars. The head honchos at Ford cited this as one of the chief sources of Jaguar's negative status in the corporate ledger, namely $500 million in the red. Another can be attributed to the overly aggressive marketing, with heavy incentives and subsidized leases offered in order to move the cars quickly out of the showroom. While the X-Type did represent 50 percent of Jaguar sales and exceeded the projected sales goals for its initial year, it was only through affordable leasing, not buying, that it was able to do so, which does not bode well for the future residual value of the car.
But really, what do numbers mean when you're peering down a sloping hood, preceded by the gorgeous chrome sculpture of a leaping feline? Does it really matter that the car is losing its value, if its perceived prestige and luxury still stand true? We got a fully loaded, no-holds-barred test vehicle, replete with nearly every option to find out what it's like to live with a high-priced baby Jag for a week.
Our test model was powered by a 3.0-liter V6 engine, the most powerful engine available in the X-Type. Touted as the performance version of the model line, it's capable of 231 horsepower at 6,800 revs and 209 pound-feet of torque at 3,000 rpm, making a loud, high-pitched whine in the upper ranges of the tachometer. Managed by a five-speed automatic, it tended to be a little slow at launch, and its traditional J-gate shifter, while earning a tip of the hat for being the original "automanual," is clunkier to use than the more common types that have a separate gate with a side-to-side or up-and-down movement. A more positive engagement would help things out immensely, and we have yet to try out the five-speed manual, which is a no-cost option for this engine, to fully take advantage of the Jag's sporting potential. We got a combined city-highway fuel economy of 17.4 miles to the gallon. Other six-cylinder engines, such as those found in the BMW 3 Series, Mercedes-Benz C320 or the Audi A4, make slightly less horsepower but are able to outpace the X-Type, while the Japanese duo, the Acura TL Type-S and Infiniti G35 sedan, boast 260 horses that can gallop at full speed without breaking a sweat.
Power is evenly split to the front and rear wheels to ensure the maximum amount of traction. This feature is standard and is the siren song of the Jag; other luxury sedans such as the A4 quattro, the C320 4Matic and the 330xi, offer it only as an optional feature, while the Japanese pair doesn't offer it at all. While it adds poundage to the car's curb weight, it brings a steadiness to the handling of the car as well as more peace of mind if you live in an area where salt is regularly used to melt snow.
One aspect that hinders the X-Type is its rather slow steering; our performance test driver stated that it took too much wheel input for the amount of action the car was asked to perform. Its turning circle of 35.7 feet is very slim, but the steering ratio needs to be tightened. While reasonably linear, it could offer greater feedback from the road to the fingertips. The four-wheel disc brakes are matched to a well-calibrated pedal and allow for impressive sub-120 feet stopping distances from 60 mph. Electronic Brakeforce Distribution comes with the package but BrakeAssist isn't to be found. Stability control is available as an option, as in our Sport package-equipped vehicle. Passive safety features include side and side curtain airbags for the front and rear. A passenger sensor notes when the right front seat is occupied and will not deploy unless needed, but the airbag warning light above the dash tended to unnervingly illuminate at random intervals, as in other Jaguars we've experienced.
As we've stated, this was our first experience with a Sport package-equipped model. With it comes springs, shock absorbers and antiroll bars that have been specially tuned to deliver a more athletic ride. It certainly makes a difference; there was much less body roll than on either the 3.0 or the 2.5 we've previously driven. One of our editors, who is intimately acquainted with the ins and outs of our previous X-Type test vehicles, stated that "the difference between this car and the nonsport versions I've previously driven was incredible. Despite the fact that I was cruising up the local highway, I had a damn good time, and found myself weaving between lanes with more vigor and frequency than I normally would. I can see why someone who test drove this car would feel that he was treating himself to a real Jaguar after months and years of hard work. Couldn't say that about the other X-Types."
However, like an Audi A4, it tends to be harsh on rough pavement, emitting too much vibration into the cabin. Thus far, we've found that the BMW 3 Series does a better job of delivering a ride that's controlled and firm yet doesn't beat you up around town and over crumbling asphalt.
The Sport package also offers bolstered sport seats with more lateral and side support covered in perforated leather, complementing the suspension by holding you in during cornering. There are also 17-inch wheels covered with Z-rated tires and Dynamic Stability Control that uses brakes and engine speed to reel the car back in if its computers sense the vehicle moving in a dissimilar path than the steering angle.
So far, we've determined that the X-Type falls a little short of its competition when it comes to its sporting characteristics. How about its luxury levels? After all, Jaguars are renowned for their opulent rides, good enough to transport the Queen Mum and her dour brood to state functions. The X-Type has a reasonable amount of standard features, with a tilt and telescoping steering wheel, automatic climate control (no dual-zone), power driver seat, real wood trim (even without the premium package), leather trim and one-touch open and close windows all around.
Our Jag was gorged with $10,725 worth of options. Among them was a $1,200 stereo system with 10 speakers; it's unfortunate that the six-disc CD changer is mounted in the trunk, and that the controls are integrated into the optional navigation system in a manner that we found less intuitive than in other vehicles. We made extensive use of the steering wheel-mounted redundant controls so that we didn't have to switch from one screen to another. The navigation system is DVD-based, which means that you don't have to buy a whole set of CDs for different regions of the U.S., but it lacked useful functions like voice recognition or restaurant categories.
The premium package ($2,500) includes a power moonroof, power passenger seat, lumbar support for both front seats, auto headlamps, 70/30 split-folding rear seats, a trip computer and rain-sensing wipers. The only feature we used with alacrity was the rear parking sensor. We also liked the heated seats of the weather package, and the optional xenon headlamps with auto leveling cast a bright, even luminosity over the road. However, when it comes to coddling, indulgent luxury, it has yet to match the refinement levels of the Lexus ES 300 or even the Volkswagen Passat W8. While the wood and leather were handsome, since we've already gone on at length in our road test about the quality of other materials such as the plastics around the dash, suffice it to say that it could use some improvement to avoid unseemly comparisons to its European Ford chassis-mate (the Mondeo).
The Jaguar has its own appeal, however; namely its taut, muscular form, with an excellent front fascia that exudes modern sensibilities even while retaining traditional, unmistakable Jag quad lamps. Like other Jaguars, it has little equal when it comes to looks. We found that the Anthracite paint was the most flattering of all the X-Types we've had, lending it a dignified yet imposing air. We've also found that Jaguars have a certain "je ne sais quoi" even among the affluent Southern California populace used to the ubiquity of German and Japanese luxury sedans.
Sometimes, it's those little things that matter, the intangibles in life that make all the difference. This point struck home as we sat in interminable traffic one evening. The Jaguar X-Type is a very capable vehicle with a sense of style and charm that can elevate its driver's mood, even under the most mundane circumstances.
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