I cross shopped all the major cars in the class, wanted a luxurious car with a definite performance edge. Decided Maserati Ghibli was too much an unknown and its interior wasn't up to snuff. The S Class was superb but too large and too expensive. The BMW 7 series needs updating, it looks and felt like a bloated 3 Series. Audi's are boring. I've been very happy with my decision. Its fast, but very comfortable on long road trips. Although large, it drives small. Quality is outstanding and attention to detail, make it one of the best interiors for any amount of money. Gas milage has been amazingly good for such a large car. This is where the all aluminum construction pays off. Update: Traded this car for a sports SUV. Needed more cargo carrying capacity. Having some regrets. The XJ was perhaps the most luxurious and prestigious car I've owned. Inside you felt special with that Jaguar interior. It was quiet and fast on the road, reliable and returned 32mpg on the highway while cruising at 80mph. I didn't buy another Jaguar because I don't like the interior of the F-Pace when compared to other premium SUVs, it felt un-Jaguar.
I purchased this car as a demo/used vehicle directly from a dealer. The price was great and the luxury of the car is unsurpassed versus it's direct competition: Lexus, Mercedes and BMW. I have owned all 3 and will choose the Jaguar again.
if you're looking for the distinction of the 2005 - 2008 XJL models, forget it. I had a 2005, all black, interior and exterior, tinted window XJ8L. I owned "her, 'Betsy' " for 10.5 years, 117,300 miles (purchased at 23,000+ miles, coming off of a 2 year lease at purchase). Until the day my wife "totaled her" while "Betsy" was parked (11/2017), I received compliments on that car EVERY WEEK! State Farm insurance gave me a very nice close out, totaled figure, for the car. I picked up this 2014 XJL AWD Portfolio, Rhodium Silver, at 21,826 miles, with all the bells and whistles of the AWD "Portfolio," panoramic roof and all to replace "Betsy." Yet the class and distinction of my 2005 is missing (let alone the "Leaper" hood ornament.) I didn't want the newly styled Jaguar XJ from the "git go." But at the end of the day, other vehicles which I could afford, lacked the distinction of the Jaguar XJ. No real complaints except the distinction and seeming classy appearance of the earlier model XJs is missing. In addition, it also seems the mileage is not as good.
Lunar Grey Metallic, Illumination Package ($1,700 -- includes stainless-steel illuminating sill tread plates with Jaguar script, illuminated front and rear air vents, illuminated trunk latch finishing plate); Carbon-Fiber Interior Trim ($1,575); Electric Side Window Sunshades ($700).
Supercharged, direct-injected V8, gasoline
Double overhead camshaft, four valves per cylinder with variable intake and exhaust valve timing
Compression ration (x:1)
Horsepower (hp @ rpm)
550 @ 6,000
Torque (lb-ft @ rpm)
502 @ 2,500
Eight-speed automatic with console shifter knob and steering-mounted paddles with sport/competition modes
Transmission and axle ratios (x:1)
Traction control does its best to maximize the power to the rear wheels when turned on, and a 4.2-second 0-60-mph run is as easy as just mashing the throttle (our best was only 4.1). This, despite pretty slow upshifts. With TC turned off there's some techinique required, as mashing the throttle produces a big burnout but a slower time. Best method was a minor bit of throttle/brake overlap to bring the revs up slightly at launch, followed initially by a smidge less than full throttle as you release the brake. It gets some wheelspin toward the top of 1st gear, and in Drive/Sport mode it then will also upshift early. Best run came using the manual shifting mode with the steering wheel paddles to hold 1st gear a bit longer. In manual mode it will hold gears to the 6,600-rpm rev limiter, and it blips the throttle on downshifts.
This big Jag stops in impressively short distances, but wow there's a lot of ABS commotion. You can definitely feel those tires scratching for grip. Well-controlled stops with zero movement and minimal nosedive. The pedal stayed nicely firm, from the first stop at 106 feet, to the sixth and shortest stop at 105 feet to the seventh and final stop at 107 feet.
Slalom: Even though the steering has a light effort, it's surprisingly quick. The stiffer suspension setting keeps the car fairly level, and the tires grip nicely. With this long-wheelbase model, this is a big car to get around the cones, and it took a few runs to comprehend just how far the rear tires trail behind you. Some cones were killed in the process. The stability control system does a good job of staying out of it until things get massively out of shape, then it mashes the brakes hard. The Trac/DSC stability control mode allowed a fair bit of oversteer at slalom exit. Skid pad: The XJR's stiff and abrupt throttle was a real pain here, making it difficult to play with the throttle to adjust the car's attitude. Annoying. At these lower speeds the Jag's light steering was prevalent but hardly an issue. We ran the suspension in Dynamic mode for all runs, and grip was identical whether with ESC on, in Trac/DSC mode or with everything off.