A
Jaguar Worthy of Aspiration
The
2002 Jaguar X-Type
by
Denise
McCluggage
They
are called aspirers in the industry and when it comes
to Jaguar, women make up a large number of them. In daily language
that means women have this thing for Jags.
And
now with the advent of the 2002 Jaguar X-Type (the so-called Baby
Jag) more aspirers than ever will be able to scratch where it
itches. The entry X-type is tagged at $29,950.
Thats
an every-inch-a-Jaguar for under $30,000.
The
base price buys the 2.5 liter 194 horsepower V6. Truly serious aspirers
can choose the X-Type with the 3-liter V6 (231 HP). Add the Sport
and the Premium Package and a navigation system and you can easily
add $10,000 to $12,000 to the bottom line.
But
cost is not the story, value is, and the X-Type at every level delivers
value. Hold out your fingers and count the ways: standard all-wheel-drive
(!); wood and leather interior as only Jaguar does it; five-speed
manual (after a long absence) or five-speed electronically controlled
automatic (with the quirky J-gate); excellent brakes and probably
the largest trunk in Jaguar history.
The
X-Type also must have the largest exterior mirrors of any sedan on
the road, which no one seems to mention but everyone appreciates.
The reason usually given for women taking to SUVs is the high, over-traffic
view the style offers but I think that the oversize rear-view mirrors
in SUVs play a part in that affection as well.
The
X-Type comes into the Jaguar family with a burden of expectations.
It is meant to help increase Jaguar sales worldwide to 200,000 by
2004. Thats more than double the 2000 figures. This is Jaguars
first toe in the crowded waters of the entry-luxury market and brings
direct confrontation with some fine mounts: the BMW 3-series, the
Audi A4, the Mercedes-Benz C-class, the Lexus IS 300.
Ford
has owned Jaguar for the past decade and its introduction of modern
manufacturing techniques and the advantages of scale saved the British
companys life. Yet people keep looking for indications that
Ford is ruining the British marque and eviscerating it
of its very Jaguarness with platform sharing and the like.
Fear
not. Ford has demonstrated a particularly deft hand at resuscitation
without corrupting the essence that explains Jaguars allure.
The X-Type handles remarkably well, stops with assurance (particularly
with the sport package) and simply begs to be taken for sprightly
drives.
Anyone
can see Jaguarness in the X-Type from every angle whether it is approaching
in the rear-view mirror or sitting one car over at a stoplight. The
idea was to make the car appear as long and low as possible while
the facts kept it more than seven inches shorter than an S-Type.
This
effort at illusion has been successful with round lights side by side
in the front broadening the brow and the strong horizontal lines on
the sides stretching that view. All this, and the preponderance of
Jaguar family cues, made the body seem a bit too fussy to me when
it was unveiled at the New York Auto Show, but that impression largely
faded when the X-Type was seen outdoors on the road.
No,
head-on the X-Type is not as smoothly elegant as the S-Type which
harks back to the Jaguar sedans of the 50s for its Jaguarness.
The X-Type favors the current XJ line. But in either case the signature
leaper, that agile replica of the namesake feline, springs
from the hood.
Grasp
the steering wheel of the X-type (and grin back at the growler,
the full face snarling view of a Jaguar, in its center.) Look through
the panoramic opening to the handsome instruments - large, round of
face and outlined with just the right assertiveness of chrome. The
instruments design was influenced - we are told - by the Spitfire,
the aerial star of the Battle of Britain. (Could these two British
constructs have a similar purpose - to shoot down the Germans?)
The
wood in a Jaguar is real and not a superficial afterthought. It is
a deeply grayed birds-eye maple with the Sport Package, a dark
brown in the other. I am tiring of wood in cars, but in a Jaguar it
still seems right. The
seats are supportive and comfortable (those with the Sport Package
have more side bolstering, greatly welcome with more vigorous motoring.)
The front cabin feels roomy though knee-room in the rear is scant
if those riding in front are not cooperative about seat adjustments.
But
perhaps the true pleasure in the X-Type is its surefootedness on any
road in any weather. And it seems to belie the need to choose between
a tight suspension for secure cornering and a comfortable ride over
tar joints and rough pavement. The Jags ride is one of ease
but the cars sense of connectivity to the road is never adversely
affected. The suspension tuners got it right. The X-Type is a natural
athlete and is up to spirited runs over swooping roads. And it has
the brakes to deal with surprises. How fun that is.
And
then again theres that cavernous trunk, suggesting some serious
mall crawls with lunch at a place where you can admire the leaper from
a corner table. This is a Jaguar still worthy of aspiration that can
actually become a part of, and enhance, the real world of many more
than ever before. If Ford made that possible, then smile a thank you
to Dearborn.
[Details
on the X-Type]
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