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Published: 12/13/2001 - by Erin Riches, Deputy Editor
Editor's Note: The following road test was written with the understanding that Edmunds.com editors were driving a full production vehicle. It wasn't until after the story posted that we were informed by Jaguar that this test vehicle was actually a 13-month-old pre-production unit. We're not sure why a pre-production unit was delivered to us for testing purposes when production vehicles had been on sale for nearly three months, but we apologize for any confusion this may have caused our readers. We will be posting a follow-up evaluation of a full production X-Type shortly.
After repeated exposure to the Jaguar S-Type and Sting's "Desert Rose" music video, I determined that there was no difference between the commercial and the actual video. In either case, a Jag was pushed forth as the object of desire for Sting — and for all those who quietly pine away for the aging male recording artist's affection in the safety of their own homes. And what more effective way could there be to sell a Jaguar? So much of its appeal is wrapped up in style and pampering. The first advertising campaign for the X-Type used Chris Isaak's equally overplayed "Wicked Game" originally released more than a decade ago. The effect was much the same — it positioned the X-Type as a conniving little temptress sure to steal your heart and wallet. Not exactly pro-woman, but capitalism has never been that.
After a full week with an X-Type 3.0 with an automatic transmission and non-sport suspension, it was plain that no one on our staff would ever fall in love with this car, much less part with hard-earned money on its behalf. In fact, we'll need the optional sport-tuned suspension, 17-inch wheels and manual transmission to consider even a second date.
Of course, if you've been saving up for a luxury car — or a Jaguar — your entire life, the comments that follow will seem unduly harsh. What's not to like about a leather-lined sport sedan with a British education?! Those Edmunds.com editors must be spoiled. Well, we are. But even so, this simply isn't the car to reward yourself with after working 80 hours a week to make partner.
So, how did this X-Type offend us? When given anything less than full throttle, the transmission procrastinated before downshifting and slammed into gear on upshifts. Build quality was so poor that the dash vibrated constantly, the driver seat rocked to and fro, and the exhaust system fell apart during performance testing. And when we accelerated briskly through the curves, the all-wheel-drive system couldn't transfer power to the rear axle quickly enough, thus allowing a surprising amount of torque steer. "You could feel the car trying to make up its mind," one editor said.
We had no trouble making up our minds, though. The X-Type performed terribly in a few areas and failed to elicit squeals of delight in any area. Adding to the torturous experience was our car's "as tested" sticker price of $44,245. We priced out a 2002 Audi A4 3.0 quattro sedan with nearly identical equipment and came up with an MSRP of nearly $5,000 less. When you consider that the A4 is also more exciting to drive and has a carefully assembled, luxurious cabin, it's obvious that the X-Type isn't a best buy in the entry-luxury segment.
If you read our First Drive of the X-Type, you may think that the author of this test has simply gone out of her tree and doesn't understand what the baby Jag is all about. So here's what happened: Since "first drive" events are hosted by the automakers, they're designed to bring out the best in a car. As such, journalists are allowed only a brief amount of time to drive carefully prepped specimens on a set course.
We don't have these limitations when we do a full road test, since we keep each vehicle for a week, during which time no fewer than five editors put miles on it and evaluate its worthiness in various environments. And after spending hundreds of miles with an X-Type, we noted shortcomings that simply weren't apparent during our first drive. We'll also tell you up front that our 3.0 automatic was dressed for touring rather than sport — so it had the regularly tuned suspension, 16-inch wheels and V-rated 205/55 Continental ContiTouring Contact all-season tires — and simply was not as fun to drive as the models with the sport suspension and low-profile 17s that some of our editors have sampled. The test vehicle also had nearly $8,000 worth of options, yielding a nearly loaded vehicle with power everything, a premium sound system, a DVD-based navigation system and stability control. But with so many options, value went out the window.
As you've heard, the X-Type's engine block is a descendent of the Ford Taurus' Duratec V6, which is one of the noisier, less refined six-cylinders in the family sedan segment. However, with Jaguar's alterations — new cylinder heads, new intake and exhaust systems and continuously variable valve timing (intake valves only) — you'll never know that the two engines are related. By all accounts, our test car's LEV-certified 3.0-liter V6 was smooth, quiet and perfect for extended highway travel.
This powerplant produces 231 horsepower at 6,800 rpm and 209 pound-feet of torque at 3,000 rpm. In practice, it felt weak off the line, but when sufficiently revved, power built up quickly — no one will ever call it magnificent, though it's adequate among entry-luxury sedans. We're sure that Jaguar wasn't shooting for adequate, but with faster competitors like the Acura TL Type-S, Audi A4 3.0, BMW 330i, Volvo S60 2.4T/T5 and even the Lincoln LS V8, that's about right. During performance testing, the X-Type needed 8.1 seconds to get to 60 mph and 16.1 seconds for the quarter-mile. Had the Jaguar been part of our 2001 Entry-Level Luxury Sport Sedan Comparison Test, it would have finished above only the Cadillac Catera Sport and the Mazda Millenia S in this category.
During one of our later acceleration runs, the test car's exhaust system fell apart — ostensibly because one of the bolts holding the exhaust pipe's retaining clamp in place was merely "finger-tight." Using a wrench set and the Jaguar's tire jack, our road test coordinator proceeded to reassemble the car's exhaust system. Not a difficult fix, but as our senior editor wrote, "How many Jaguar buyers would know what to do if the majority of the exhaust system began clinking and clanking along on the pavement after an aggressive launch from a stoplight?"
Our test vehicle's standard five-speed automatic (a manual is a no-cost option) did its best to embarrass the 3.0L V6. When we hammered on the gas pedal, the transmission seemed to shift flawlessly. In every other instance, its reluctant kickdowns and sloppy upshifts — which were almost always accompanied by a thud felt through the driver seat — destroyed the driving experience. "The transmission couldn't find a gear to save its life," said one editor. "It was hesitant and making a wrong choice almost each and every time I hit the accelerator." This transmission includes normal and sport modes; we tried both and found no difference in shift quality, though sport is still useful for enthusiastic drivers since it allows more aggressive shift points.
The automatic uses Jaguar's traditional J-gate gear selector, which provides manual access to the four lower gears. It's not a substitute for an automanual, though, as the driver must shift through the gears, rather than tap the lever up or down. What's more, Jaguar didn't see fit to provide a shift pattern display in the instrument cluster; even when we let the automatic do all the work, we were continually glancing down at the center console to confirm the gear selection. Nor was there any indication of whether the transmission was in normal or sport, besides the small, dimly lit button on the console.
Fuel economy with this powertrain is rated at 18 mpg in the city and 26 on the highway; our test car averaged 17 mpg over a week of hard driving. Premium fuel is recommended.
Known as Jaguar Traction-4, the X-Type's all-wheel-drive system uses a viscous coupling housed in the planetary center differential to detect differences in wheel speed. Under ideal traction conditions, the system splits the engine's power 60/40 — with a rearward bias for the sake of handling. If the rear wheels start to slip, some of the torque can be redirected to the front (up to a 40 rear/60 front limit).
Whenever we pushed the X-Type around tight turns on two-lane highways, the system seemed to respond slowly, allowing the car to revert to the behavior of a high-powered front-wheel-drive car — the X-Type's front end felt loose and wavery (threatening to veer to one side or another unexpectedly) and the car seemed much less responsive to steering input. Yes, this is torque steer, and no, all-wheel-drive cars aren't supposed to have it. This was especially odd given the Jaguar's 60-percent rearward bias. Once the car settled into a turn and we backed off the throttle, predictable handling characteristics returned. But not before we were left with the impression that the X-Type was rather ill suited for anything more intense than a leisurely weekend drive. "I couldn't help but think that I could have hustled a Camry down the same road equally as fast," one editor wrote.
More positively, our test car did provide the reassuring adhesion of AWD on wet roads — the ContiTouring Contacts probably had something to do with that, too. The presence of the optional Dynamic Stability Control offered some peace of mind, though on several occasions, it seemed overly intrusive as we unexpectedly felt and heard the abrupt application of braking force on our behalf.
The X-Type shares its chassis with the Ford Mondeo and is suspended by MacPherson struts in the front and a fully independent torsion control link setup in the rear. These underpinnings served our test car well, as it delivered a comfortable, responsive ride in most driving conditions. There is work to be done, however, if we're to think of the X-Type on the same level that we think of the 3 Series and the A4. First, even non-sport models like ours would benefit from firmer shock absorbers to cut down on some of the wallow during cornering — reduced body movement leads to increased driver enjoyment. Further, considerable harshness invaded the cabin when the X-Type was driven on crumbling pavement; additional suspension refinement would add to the car's luxury feel.
Editors were generally happy with the X-Type's steering, as the car responded quickly and predictably to input from the driver. The setup feels a bit light and detached from the road when compared to the steering in some of the Jaguar's peers, but that won't bother everyone.
The X-Type's four-wheel antilock disc brakes (vented in the front, solid in the rear) with electronic brake force distribution performed competently in all situations, though editors noted that pedal travel was excessive during hard braking. Also, since the X-Type's suspension lacks anti-dive geometry, there was significant front-end dive, which diminished our confidence. And a couple of editors reported suspicious crunching and clunking sounds during normal braking (when the ABS had not been activated). At the track, our test car's best 60-to-0-mph braking run was 125 feet, which is about average among entry-luxury sedans.
Unlike its German competitors, Jaguar doesn't mess around with standard leatherette/optional leather. Every X-Type's cabin comes swathed in real Connolly leather accented by real wood paneling. Our test vehicle had a beautiful Ivory interior, which of course picked up every smudge in the vicinity (not a good choice for overly hygienic Type-As). Adding to our anticipation of being bathed in Jaguar luxury was a handsome instrument cluster with British Racing Green-faced analog gauges encircled by chrome rings. Then we seated ourselves and scrutinized our plush environment more closely.
Surrounding the rich inlays of leather and wood were plastics and vinyls that looked agreeable enough from a distance but immediately betrayed their cheapness when touched. And there was certainly a bevy of different grain patterns competing for our attention — perhaps attempting to distract us from the realization that Jaguar didn't spend much on the X-Type's interior. Gap tolerances between panels were generally large, and overall, it seemed as though the assembly of our test car was a rush job. Examples?
We could go on, but suffice it to say that Jaguar needs to take a hard look at the budgets allotted for materials and assembly, because the X-Type simply cannot compete with other entry-luxury sedans in its current state — at its current price. Keep in mind that our test car also had exterior build issues, including botched door seals and misaligned body panels.
Most editors found the leather-bound front seats comfortable and supportive, even after three hours behind the wheel. Not everyone agreed, as one driver rated them as only "marginally comfortable." The headrests don't articulate — most vehicles in this class offer this comfort convenience — but the sliding center armrest was appreciated. Taller drivers may find headroom lacking — with the bottom cushion at its maximum height, even the 5-foot-10-inch author noted that her hair was brushing against the headliner. In addition, the Jag's sloping roofline can make it hard for taller people to get in and out. And if you and your passenger procure refreshments, one of you will have to hold a beverage between your knees, as there's only one front cupholder.
The rear seat offers good cushioning and accommodates three, but headroom is even scarcer, and there isn't much space for legs and feet. The rear doors don't open very wide, either, and we had to twist and turn a compact rear-facing baby seat just to get it inside. When we attempted to install the seat, the overly cheap seatbelt latches impeded our efforts to get it buckled down securely. A pull-down center armrest houses two cupholders.
The X-Type's traditional Jaguar stance detracts from visibility, as its tall hood and high cowl make it somewhat difficult to see out. Jaguar has helpfully equipped the car with convex side mirrors (they have a gentle outward curvature), and after adjusting to the slight distortion around the edges, the author found that these increased her range of sight down either side of the car. Everyone else assumed that the mirrors' shape was an unintended manufacturing problem. So we called Jaguar. And apparently, the curvature is part of their design. So check this out during your test drive.
The trunk employs the fashionable external strut hinges so as not to crush your cargo, and the liftover height is relatively low. The release knobs for the 70/30-split folding rear seat are back here, which is inconvenient, but once the seats are down, the pass-through opening is expansive. Our only real complaint about the trunk is that it's hard to get the lid shut completely with the use of the interior handle. Also, the CD changer is in the trunk — not nearly as convenient as an in-dash unit.
For the most part, interior controls were straightforward in use but cheap in construction. The wiper stalk included a rain-sensing function (part of the Premium Package), which we appreciated during a day of intermittent storms, though the system was sometimes a bit slow to react. All of the windows are one-touch up and down. One annoyance was the lack of a central button to lock or unlock all of the doors — whenever we wanted this function, we had to pry up one of the actual locks.
Since our test vehicle was equipped with the optional DVD-based nav system, many of the audio and climate controls were bundled into its touchscreen display mounted in the center stack. Several editors hate this setup, as it does require the driver to glance away from the road momentarily to find the appropriate "buttons" on the screen. Fortunately, the display is large and legible, and the various menus for audio, climate and nav functions are easy to negotiate. Dealer-installed voice activation technology (presumably governing all of these functions) is available for the X-Type, but we haven't tried it yet.
Dual-zone climate control isn't available for the X-Type, so you and your passenger will have to fight it out. The optional 10-speaker Alpine sound system is a very pleasant addition to this car, though considering that this Jaguar comes standard with just a four-speaker system, we wonder if it should be optional. Check out our stereo review.
The navigation system works quite well. As with other systems, you can program it according to a variety of specifications ("use major highways," "shortest route," "fastest route," and the like). After the system calculates your route, the narrator (apparently an American female) guides you to your destination, providing advance notice for upcoming exits. When we deviated from the computer's selected route, it generally picked up on the change in plans quickly and recalculated the route. The directions were accurate, though it missed our destination by a block on one occasion — probably because the street address was located within an apartment complex. On another occasion, we turned onto a lonely two-lane road north of Barstow, Calif., and the display showed our car motoring into oblivion (which admittedly wasn't far from the truth). Otherwise, this is a useful system for the map-phobic, and because it's DVD-based, you'll be able to use it for the entire U.S. without ordering extra CDs.
Sadly, aside from its easy-to-use navigation system and XJ-Series styling, the X-Type has little to offer entry-luxury buyers. Our test car's bewildered automatic transmission and lengthy list of build-quality issues were enough to defuse its reportedly wicked sex appeal. Even its all-wheel-drive system could not escape our reproach, as unexpected torque steer compromised performance. We won't pull any punches — if you're seeking best-in-class performance, luxury and value, the X-Type is not for you. Instead, try the Audi A4 or the BMW 3 Series, which surpass the Jag in every way.
System Score: 7.5
Components: Jaguar offers two different entertainment systems in the X-Type: the Standard system, with 120 watts of system power and 4 speakers, and a step-up Premium system, with 180 watts of power and 10 speakers. Both systems are made by Alpine, although, inexplicably, that company's name appears nowhere in the vehicle; instead Jaguar is emblazoned across the head unit. Strange. The vehicle we road-tested had the Premium sound system.
The Premium system includes four 6.5-inch mid-bass drivers, one in each door, coupled to four tweeters. The remaining two speakers are packaged along the rear deck, consisting of a sub-woofer, a matching passive radiator and a separate power amplifier, all in their own enclosure. (Sorry, we aren't able to give you specific speaker sizes and other specs. After repeated phone calls and e-mails, no one at Alpine would return our request for information.)
Electronics include a trunk-mounted six-disc CD changer and a bare-bones head unit. Most system functions — bass, treble, balance, fade, and the like — are handled through the rather large touchscreen LCD display that graces the center of the dash. Because of the size and location of this display, the few controls that remain have been shoved down to the bottom of the dash. Therefore, the cassette deck and radio tuning are a bit of a reach. In addition to 18 FM and 9 AM presets and steering wheel-mounted controls (volume up/down and mode select), the system also boasts Automatic Volume Control (AVC) and Radio Data System (RDS), which assists in locking into and identifying radio station signals. We should mention that the touchscreen is a snap to operate and makes for a great human-machine interface.
Performance: This system is a thunder lizard, with beaucoup bottom end for the bass-deprived. If you've been mooning for the days of yore, when you fired up the ol' 8-track and blasted your Jensen 6-by-9s — geez, you're really old! But seriously, this system plays louder than that, with wide, punchy bass and soaring highs. Mids tickle the eardrums with detail and intricacy, and most instruments, drums in particular, attack with presence and elan. And while this system may not be for the faint of heart — it's a real rocker — neither is it for the staid Grey Poupon set with which we typically associate Jaguar. It's targeted squarely at moneyed Baby Boomers on their second trip through puberty, who want to hear Janis Joplin tear out a piece of her heart one more time.
Now for the bad news. When evaluating this stereo, we noticed certain build-quality issues that troubled us. For instance, turning the system up above half-volume produced strange squiggly lines through the LCD display. Also, the right door buzzed audibly, even with the tone controls set flat. We compared notes with other Edmunds.com road test editors and found that they, too, had concerns about the build quality of the X-Type, leading us to conclude that all may not be well in Jaguarland. In the case of the stereo, such flaws should not fall at the feet of Alpine, which merely designed the sound system, but the vehicle into which it was placed. Is this why Alpine didn't want the company's name on it?
Best Feature: Thumping bass.
Worst Feature: Build-quality issues likely to detract from long-term enjoyment.
Conclusion: This is a great sound system for the bass hound with lots of disposable income, but the buzzing in the doors and other quality miscues really turned us off.
Editor-in-Chief Karl Brauer says:
I first drove the X-Type on a closed course. It was a brief encounter, lasting only one lap (approximately 2 minutes), but I came away impressed, feeling that Jaguar may finally cross that threshold between niche market dabbler and mainstream player. The X-Type is designed to appeal to a broad range of customers, and after driving a 3.0 model with a manual transmission and Sport package at Pocono Raceway, I was convinced it could succeed. Then came our test car, a 3.0 with an automatic and no Sport package. After 10 minutes in the car, I had noted the following: a rattle from the rear end, a center console that wouldn't latch, a plastic glovebox door that shuddered when closed, and sunvisors covered in vinyl that felt more Jeep Wrangler than Jaguar sedan. Another 30 minutes uncovered excessive brake pedal travel, a transmission that occasionally lurches during upshifts and a vibration in the dash when crossing Bott's dots. Not exactly the "premium" experience I was expecting, especially for $44,000.
To say I was disappointed would be an understatement. Here's a car with an excellent structure. The chassis is solid, the steering is fantastic, the seats are comfortable, and its appearance, both inside and out, pays proper homage to the Jaguar mystique. Will the average entry-luxury buyer find the leaping cat on the hood and the supple leather seats so compelling that obvious build-quality issues and a lurchy transmission won't matter? Maybe. But if all that buyer really wants is a premium-branded all-wheel-drive sedan that's fun to drive, the new A4 makes an even more compelling (and cheaper) argument.
Road Test Editor Ed Hellwig says:
When you come into a category against heavyweights like the 3 Series and A4, average isn't going to cut it. And that's about all the X-Type seems to offer. The 3.0-liter V6 is refined and quiet, but mash the accelerator and it responds with a yawn. The automatic transmission is equally lazy, offering up slow responses and mushy shifts that hardly inspire spirited driving. Granted our test car wasn't equipped with the optional Sport package, but after a hard run on a challenging canyon road, I couldn't help but think that I could have hustled a Camry down the same road equally as fast.
The interior offers a few nice touches, but considering our test car's $44,000 price tag, average is still the word that came to mind. The gauges are gorgeous with their green-hued backgrounds and chrome surrounds, and the wood-paneled dash is elegant and simple in its design. But a closer look reveals low-quality switchgear and questionable build quality. The door panels are a mix of sharp-looking wood trim and cheap-looking plastic inserts, while the seats are only marginally comfortable.
Had our test car been one of the sub-$30,000 models that they so proudly boast about in the ads, I might have been able to overlook some its obvious shortcomings, but its as-tested sticker price promised a top-of-the-line experience that never materialized. Not only are there better cars for the same price, but there are better cars for considerably less. Looks and a premium brand name might help it get by for a while, but in this category, you need more than just a pretty face to survive, and that's about all this Jag has going for it.
Senior Editor Christian Wardlaw says:
In the early evening dark of late October, my wife followed me home from our insurance agent's office while I was driving the new Jaguar X-Type. That evening, as we prepared for bed, in a cartoonishly snooty voice, I asked her how she liked the Jaguar I was driving.
"It looks like an Oldsmobile Intrigue."
That's probably not what the folks at Ford's Premier Automotive Group want to hear. They would also be dismayed to learn that, if experiences with a long-term 1998 Intrigue and a week with an X-Type 3.0 press vehicle are any indication, this new Jaguar is built to General Motors specification, as well.
For example, at the test track, during acceleration timing, the exhaust system fell apart because a bolt holding a clamp was, by all indications, finger-tight. Nothing a wrench set, the Jag's jack and a basic understanding of pipe fittings couldn't remedy, but how many Jaguar buyers would know what to do if the majority of the exhaust system began clinking and clanking along on the pavement after an aggressive launch from a stoplight?
Beyond this, our Jaguar exhibited sloppy panel fittings, odd rattles fore and aft, a cracked rear door seal and a broken center console latch. Interior designers visually masked cost-cutting with the use of rich Connolly leather, real wood trim, soft-touch materials and low-gloss plastics, but once you start fiddling with the controls, it's easy to feel how cheaply the cabin is constructed.
Take, for instance, the turn signal stalk. When depressed, it provides a harsh click, much like a dry stick snapping in two, rather than the soft resistance and solid engagement found in more refined vehicles. Push on the climate control buttons. They feel slightly slippery, and the entire panel creaks under the pressure.
The transmission, too, is poorly sorted, never seeming to know what the driver wants it to do. Delayed downshifts and jarring upshifts occurred regularly during my 80-mile round-trip commute. I also experienced significant torque steer during a 2-3 upshift under full-throttle acceleration, enough to cause the outside edge of the left front tire to brush itself on the curb lining the median of the road I traveled.
Jaguar-ness is evident throughout, from the fussy J-gate shifter to the firmness of the seats to the fluidity of the steering to the finery of the cabin trimmings. Outside, the X-Type looks like the venerable XJ, ensuring that nobody will mistake the car for anything but a Jag.
For many buyers, that last alone will be enough to satisfy. What would I buy if I needed four-driven wheels under a luxury sedan? I'd rather drive the impressive new Audi A4 3.0 or that model of engineering perfection, the BMW 3 Series.
"I bought my 3.0 5-speed a week ago and have put about 500 miles on it. On the negative side, there is no memory for the seat position, the lids for the storage bins are squeaking and will be replaced, and the trunk latch malfunctions and will be replaced. The positives are the smooth paint finish, dash and interior design, short-throw shifter, power and growl of the engine, ride and handling, huge trunk, rear windows that roll down completely into the door, climate control operation, great gas mileage (31.5 mpg on the interstate at 65-75 mph), rear foglights, and my list goes on. I realize that I'm still in the 'honeymoon stage,' but there are many more items on my plus side. Because I wanted a manual transmission, my choices were limited. The X-Type, while maybe not the best in any specific category, in my opinion, provides a combination of luxury, performance, comfort and quality that no other car provides as well." — mfpr, "Jaguar X-Type," #622 of 685, Nov. 11, 2001
"Having recently acquired a 3.0 auto in Westminster Blue/Sand, I feel I am now capable of leaving the sidelines and offering up my two cents (Canadian)…. Design-wise, I can't say enough good things about the sheet metal on this buggy. It's embarrassing, but I can't stop myself from looking back for one last look as I leave the parking lot…. The gauge cluster directly behind the steering wheel is beautiful in its simplicity — almost retro-like and the center console fits nicely into the dash, but the LCD displays on the climate controls and sound systems look out of place. The LED odometer readout is also too dim for all but the sharpest of eyes during daytime driving. I guess the theory of one cupholder being better than none may be considered sound British thinking, but I don't think it will cut the mustard on this side of the pond. Somebody dropped the ball on this one. The layout and design of the door panels are also beautiful! Power-wise, the 3.0-liter V6 engine pulls this somewhat pudgy vehicle along at a breathtaking pace. The engine responds quickly to all throttle requests willingly, except from a dead stop, where the car seems to need a little time to wind out. It may be the combination of the automatic transmission and the all-wheel drive, but acceleration seems a little lame there. The throaty engine and exhaust noise is also very cool. Speaking of all-wheel drive, I've never driven one before but I can't see this system wanting of anything! The tires will not spin on wet asphalt at full throttle, which leaves me feeling this car is very capable of managing most road conditions. Tight corners on dry pavement give no indication of the four-corner grip package but I'll reserve final judgment until after the snow begins to fly. Cornering at speed is nothing short of exhilarating with little or no body roll (hang on, kids)! I've had a few glitches with my X-Type and am wondering how everyone else has fared. After 2000 kilometers, I have encountered the following minor, but bothersome issues. (1) The fuel gauge would not go pass the half-full point (this problem rectified itself although Jaguar said they would replace the tank/gauge assembly). (2) An intermittent noise (squeak) coming from the rear on the driver side. (3) An intermittent wind noise also from the rear on the driver side. (4) The wiper blades are showing premature signs of wear by leaving streaks already. (5) The trunk has become unlatched after being firmly closed on occasion. Otherwise, love this car!" — faculty, "Jaguar X-Type," #556 of 685, Oct. 28, 2001
"[I have a] 3.0 model purchased in Sept. with the X1 Package and the CD option. So far, the front seats are rocking chairs — slop in tilt jackscrew, dealer claims. Jag told him that's normal? Cure was grease all over seat and interior! Now, the passenger seat tilt function is not working — motor sounds like it's stripped some teeth. Rear window scratched on delivery — didn't notice it at first just looked dirty, dealer claims I must have done it. Fuse box/sunglasses holder fell out — waiting on parts; bad design clips are breaking off — plastic tabs [are too thin]; defroster vent keeps popping up; many rattles in doors but dealer can't hear them. Didn't check for hearing aid count in service dept. Yes, they're overpriced on paint, CD and 3L option. Trapped by only one dealer in the Twin Cities. Good things [include] trunk size, handling, gas mileage, good long distance cruiser, 3L power, looks — my wife keeps petting hood, …AWD." — wgrant1, "Jaguar X-Type," #620 of 685
"With my Adriatic blue, 3.0. I've only encountered an occasional trunk non-closing problem. The fit and finish are great; the performance and cornering are awesome as is the responsiveness. I also had and S-Type in 2000 when they first came out and like the X-Type (handling, dash, quality, looks) even more." — carnaught, "Jaguar X-Type," #558 of 685, Oct. 28, 2001
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