2004 jaguar xjr interior

2004 jaguar xjr interior DEFAULT

Jaguar XJR Photo Gallery

The Jaguar XJ is powered by a liter V-8 engine making horsepower in the XJ8 and Vanden Plas and horsepower in the supercharged XJR, as shown here. This is the same double-overhead-cam AJ-V8 engine that made its debut in in the XK8 coupe and convertible in liter form. Last year, it was expanded to liters via a longer stroke and mated to a new six-speed ZF automatic transmission for the revamped S-type, and now it will serve in the new flagship sedan as well.

There are no free lunches when it comes to packaging all the components of a car. In order to provide the increased cabin space that the old XJ so desperately needed, the new car's exterior dimensions had to grow. The XJ's famous low, sleek profile was inevitably compromised as a result, such that the new car looks a bit bloated from the side view.

The new Jaguar XJ's cabin will be readily familiar to anyone who has been in the last-generation car. The mix of leather and wood will appeal to luxury-car traditionalists, but we're ready to see a more avant-garde interpretation of the Jaguar design theme, something we'll have to wait for until and the next-generation XK8 coupe and convertible.

As has been the case since , the supercharged XJR is distinguished from its less-powerful brethren by its mesh grille and bigger wheels and tires. On that subject, here is the rundown of XJ footwear for the U.S.: The XJ8 has ten-spoke, 17 x inch, one-piece forged-alloy wheels and /55HR Pirelli P6 tires. Optional on the XJ8 and standard on the Vanden Plas are eight-spoke, 18 x inch, one-piece cast-alloy wheels fitted with /50HR Michelin Pilot HX MXM4 or Continental Conti Touring tires. The supercharged XJR has 19 x inch, one-piece cast-alloy wheels mounted with /40ZR Pirelli P Zeros. Two-piece, 20 x inch, cast-alloy BBS wheels with /35ZR Michelin Pilot Sport tires are optional for the XJR.

The new XJ features LED taillights, which seem to be the design du jour in automotive circles.

Like the XJ8 and Vanden Plas, the XJR shown here is fitted with standard four-corner air suspension.

The XJR boasts Brembo brakes, with inch x inch ventilated discs at the front mated with aluminum four-piston monoblock calipers embossed with the Jaguar R Performance logo. Solid rear discs (inch by inch) are fitted with aluminum two-piece, fixed, opposed four-piston calipers. On the XJ8 and Vanden Plas, the braking system is composed of inch-diameter, inch-thick ventilated discs, fitted with two-piston floating aluminum calipers, in front. At the rear, inch-diameter, inch-thick ventilated discs are fitted iwth single, floating aluminum calipers.

There is no mistaking the new XJ, shown here in supercharged XJR guise, for anything other than the Jaguar flagship.



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One night our managing editor drove the long-term Jaguar XJR to the gym (to watch others exercise, no doubt) and then home to his driveway. As he approached the Jag the next morning, he was startled to see that the driver's window was rolled down halfway. The weather report the day before had called for hard rain overnight, and he distinctly recalled editor Csere's declaration that the Jag's cream-colored chairs best be as pristine at 40, miles as they were when new. He was certain he'd left the car's windows up. Of course, he was also sure that his Mitsubishi stock would provide him with a future involving streams of mai tais on Waikiki Beach and many koa bowls filled with kalua pig.

At that moment he also noticed the passenger window was down—and the rear windows, too. Then his jaw dropped when he saw that the sunroof was fully open. Now, the sunroof he knows he didn't leave open. How does he know that? We don't know.

As he continued to contemplate how this poltergeist found its way into our Jag, he began to compile explanations. Perhaps Ford Research & Engineering, located right across from his house in Dearborn, was fiddling with some electronic wizardry that had opened all the windows. Ford owns Jaguar, after all, so it was conceivable. Or maybe his stalking ex-girlfriend came into the house in the middle of the night, took the key from the bookcase, went outside and switched on the power, opened everything, and then put the key back in the house. She was capable of it, he thought.

Spence claims it was the first truly unexplainable incident in his life, all 62 years of it. (His first marriage slipped his mind, possibly the second one, too.) The rest of us here on Hogback Road claim it was a mishap—he accidentally held down the unlock button on the key fob for three seconds, which subsequently opens all the windows and the sunroof—or Jaguar's infamous history with electronics-supplier Lucas was not history at all, but alive and kicking.

This anomaly occurred just once, and the only other electronic "issues" that surfaced over the XJR's 40,mile tenure with us were two other minor, albeit annoying, glitches. One issue arose after we'd had the car for nearly four months. The motor for the electronic parking-brake release cable froze in degree weather. The other involved, unsurprisingly, the key fob, which, after six months of trouble-free operation, ceased working because of a malfunctioning trunk latch that caused the system to fault. Both were fixed under warranty at no cost. And there was one mechanical failure: At 40, miles, during final testing, the rear CV joints turned into metal mishmash. Again, the repair was covered under the Jag's four-year/50,mile warranty and required a signature but no cash.

We were pleased with the no-cost approach, as our XJR, dressed in brilliant Jaguar Racing Green livery (there's actually a luminous gold-flake look to it in direct sunlight), carried an as-tested price of $79, It's the "R" stamped on the tail of this fearsome feline that adds about 15 grand to the price of a base XJ sedan.

You get a lot of extra stuff for that, but mostly you get enormous and instant power from a liter V-8 that is seriously kicked up by an Eaton supercharger capable of forcing pounds of boost down the engine's 16 little inlet throats and helping to provide pound-feet of torque and a maximum horsepower count of To keep all this brute force from behaving like The Hulk, Jaguar uses an air suspension that automatically levels the ride and offers excellent body-motion control without having to use stiff spring rates. You get a six-speed automatic marshaled by Jaguar's familiar if eccentric J-shaped shift gate, adaptive cruise control, Brembo brakes, heated front and rear seats and steering wheel, and a watt Alpine stereo with a seven-CD changer, among other goodies. That price included two options—a navigation system ($) and a trunk-mounted DVD player with display screens in the backs of the front-seat headrests ($). And for the next four years or 50, miles, when you take this powerful luxury sedan in for maintenance, it's not gonna cost you a dime.

We took delivery of the XJR in October , and within two weeks, we had it out at the test track, ripping off a 0-to run of seconds and a quarter-mile time of at mph. The big cat could stop as well as it could go, needing only feet to rein in a mph head of steam. On the skidpad, the Jag's /40R Pirellis clawed for g of grip, and that performance improved to g 10 months later when the XJR had 40, miles on the odometer. Back at the track, the XJR had matured into a friskier cat. The sprint to 60 now took just seconds and the quarter-mile at More impressive were the Jag's numbers from 0 to and 0 to New, the XJR reached the century mark in seconds and mph in seconds; after 40, miles, the times were ticks and , respectively. The only area where the XJR's performance had diminished was in braking: After 40, miles, it now took, at feet, an extra six feet to stop from 70 mph.

Oil-and-filter maintenance was required at intervals of 10, miles, so our XJR made four stops during its time here. It's not hard to imagine how the gratis policy must make Jag owners gleefully happy. Consider that two previous long-term Jags left in our care—a XK8 and a X-type—accrued operating costs, not including gas, of $ and $, respectively.

You won't find anyone in our offices who didn't find the XJR to be a pure object of desire. Everyone who spent time behind the leather-and-wood (and often heated) steering wheel exited the car marveling at how effortlessly, gently, and fluidly the XJR flew across the interstates. And despite all of the freeway flogging, the blown V-8 sipped fuel at a respectable rate of 20 mpg, a testament to the benefit of the lightweight aluminum body, which, on a big car like the XJR, keeps weight at a reasonable pounds. Inside, the way power front seats were not only comfortable and supportive but also easy to adjust for the perfect position, and the navigation system with touch screen was deemed useful and intuitive. Overall, the interior was applauded for its understated elegance and premium execution.

Alas, there was also some criticism thrown at the interior, which felt a bit cramped at times, especially when loaded with four people. The beige leather upholstery, while sumptuous, seemed vulnerable to dirt and wear. Other nits included the driver's door that was often more difficult to open than the others and the trunk-mounted DVD player that made it, shall we say, tricky to change discs when cruising along on a road trip. Just watch it again, damn it! The active cruise-control system drew sharp criticism from one editor who felt it was a giant pain in any kind of traffic, but other staffers found it "great" and "amazing." Everybody has an opinion.

For much of this magazine's 50 years, Jags have been the sucker's choice for those more concerned with a particular image than performance or quality. Granted, D-types and E-types were both distinctly British and convincingly good, but who would have opted for an XJ6 over a contemporary Lexus or BMW sedan, or an XJS over a Mercedes or Porsche coupe? The XJR—the whole XJ line, really—changes Jag's rank within the prestige ladder. It is easy where the Germans are deliberate, feathery where they are stout. Consider it a Lexus LS with style and more horsepower. And as our long-term test shows, the XJR is downright cheap to maintain—at least while the complimentary services last—and reasonably reliable. A Jag that's actually a smart alternative? Who'da thunk it?


Brock Yates
I'm cruising at 90 mph on I in New Mexico, and this thing doesn't eat up the miles—it swallows them like proof scotch. Totally intoxicating!

Robin Warner
Just whooped a Camaro Z28 off the line. Poor kid didn't even see it coming. I love this car!

Patrick Bedard
Not a lot of legroom in here for the driver, not a lot of reach to the steering wheel, either. I think big guys would find it tight.

Jayne Yoder (Maki's Sister)
It was a bit cramped for a family of four, but we crammed everything into the trunk, and the kids had more room in the back seat than I felt in the front.

Tom Cosgrove
The trunk barely took three sets of golf clubs. Not good.

Rob Ortiz (Kino's Friend)
My dad's had three E-class Benzes, and I've loved them all. I'm surprised to say that I find this XJR more stout, stylish, and swanky than any of them. Great nav system, too-it could even prevent Kiino from getting lost.

TIRE-PRESSURE INDICATORS: We tried a set of similar indicators on our long-term Mazda Tribute [ C/D, November ] and decided to test Quik-Chek's claim that its indicators are superior. The Accu-Pressure safety caps used on the Tribute were constant-pressure pieces whose valve-stem tips would remain green as long as the tire pressure remained within a certain range and would turn orange and then red as the air pressure dropped. Quik-Chek claims constant-pressure monitors can leak, often causing the low-pressure situation they're supposed to prevent. Unlike the Accu-Pressure caps, the Quik-Cheks don't sense the air pressure inside the tire until the driver pushes down on the valve-stem head. Do that, and you'll see a green, red/green, or orange/green display for respective proper, low, or high tire pressure. We found them to be accurate within 1 psi when we purposely lowered or raised tire pressures, but we'd prefer the low- and high-pressure indicators to be fully red and orange, respectively, as detecting a red or orange band sometimes required close examination. Quik-Chek caps should be available at auto-parts stores now for about $18 a set. Visit www.pressurechecker.com or call

TIRES: The OE Pirelli tires accurately broadcast the terrain we drove over. And although they weren't worn to the point of replacement, after about 20, miles, they became noticeably loud on the highway. So we took the XJR to the local Costco membership warehouse (www.costco.com) and replaced the boisterous Italians with a set of BFGoodrich g-Force T/A KDWs ($ each, including mounting, balancing, and disposal). The BFGs matched the new Pirellis' skidpad performance and provided a quiet, hushed ride but were even more willing to get squirrelly in the wet. We were pleased overall with the BFGs, but we were left wondering if there's another tire out there that offers better wet performance and long-term tranquillity. At least now you know it's neither of these. —Jared Gall

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Long-Term Test Verdict: Jaguar XJR

A sterling year with coventry's aluminum flagship

In order to succeed as a luxury marque, a carmaker's topline big sedan has got to be a player--nobody would buy a Mercedes-Benz C-Class if the S-Class weren't so desirable. Audi set a high standard with the A8 introduced last year; the A6 and A4 lineups have benefited from the trickledown. Jaguar's previous XJ sedan was a classic, but the basic platform dated to the late s and was costly to produce, cramped inside, and still suffered reliability problems, even though the old--and deservedly maligned--British electronics had long been exorcised.

Jag had to get the new one (also launched in ) right.

Beginning from the proverbial clean sheet of paper (or perhaps it was a blank CRT screen), Jaguar made the leap--and spent the money--to put its big kitty onto an all-new structure made of aluminum alloy; most visible body panels are stamped of the same. The goal was a larger, stiffer, roomier, yet lighter body/chassis. Never meeting a horsepower we didn't like, we conned our Jaguar North America buds out of the supercharged R model--replete with the blown horse V-8, performance suspension, big-thumper rolling stock and brakes, and sportier accoutrements--for this long-term evaluation.

The design proved a point of discussion, but not for the reasons you may think. It was never a question of Pretty versus Ugly. Everybody who saw our silver-over-black example voted "Pretty"--but several onlookers asked, "Oh, is that the new one?" Even though it's taller and wears slightly different proportions than the previous XJ, the company may not have taken a big enough styling step here. The spatial challenges presented by the last car have been cured; this one has adequate, if not overabundant, room for average to plus-size occupants, front and rear. For those who want more, consider the Super V8 model, which is much the same car, except with a five-inch-longer wheelbase, with the added room all given to the rear cabin.

We drove this thing. A lot. It wasn't here five minutes when exec editor Stone took it out for a mile drive one day, noting "The RRRRRRR eats road with ease. It's fast, controlled, super-comfortable, sporty, yet elegant, and makes me feel like I'm driving something special. This suspension is supple enough to be on the standard car. How about something even more aggressive for this sport model?" As you'd expect, it proved a popular road-tripper the whole time it was in our midst.

The supercharged engine was a good piece. It slurped a few quarts of oil during our tenure, but never did anything untoward. A few drivers commented on what they thought was a hint of bearing rattle from the supercharger, but our dealer checked it out and reported no problem. Fuel economy isn't usually a big issue to those who buy this type of car, but our test average of TKTKTKTK compares reasonably with the 17/24 rating. The ZF six-speed was a jewel, but we found it hunted up and down for gears too often in the normal mode; clicking the "Sport" button minimized this condition. Wish we could click a button and get rid of the J-Gate shifter; the manumatic shifter systems used by BMW and Mercedes are much more modern, allowing easy gear management. This bit is old and tired--time to dump it.

Most staffers agreed that Jaguar should have gone further with the redesign of the XJ's interior. The company tried an avant-garde look with the first S-Type cabin--and it tanked so badly it was redone for a more formal, traditional Jag look. So perhaps it was just playing it safe with this one. That said, the cabin was comfortable and well executed. The wood, leather, chrome, and plastics were of high quality and wore well--perhaps not up to the standard set by the Audi A8, but up to the level of the rest of the class, for sure. There were comments about the nav screen being too small and mounted too low on the center stack, but the rest of the ergonomics worked well in everyday use.

We all enjoyed the dual headrest-mounted DVD screens, although getting the system powered up and working took a bit of learning.

No complaints with the sophisticated adaptive cruise-control system. It maintained set distances as requested. As the big Jag crept up on another car, it would gently reduce the throttle to maintain the gap. If someone jumped in front of us, it would go so far as to sound a warning and slam on the brakes. The rear-park-assist system worked nicely, too, although the one on BMW's 7 Series augments audible warnings with a neat graphic on the nav screen.

Another pleasant surprise: low-profile, high-performance tires get noisy as they wear, and we anticipated the same with the R's big Pirellis. Not so; after 20, miles, they showed minimal to average wear and were nearly as quiet as the day the car arrived, although some road grain noise was present from the get-go.

Our problems were few, but not insignificant. The 10,mile service--which included an oil and filter change and the usual round of inspections--was performed under warranty. The front brake pads were already shot and were replaced under warranty. As noted above, we thought we heard a noise from the blower drive. Diagnosis evidenced an engine ping warning; the system was reset, and that was that. There also was a minor leak in the hose running from the throttle body to the brake booster, which was resealed.

Just prior to the 20,mile service, we noticed the fuel gauge read empty or partially empty even on a full tank. A new fuel pump, installed under warranty, solved that issue. The 20K service also included another round of fluid and filter changes--and another set of front brakes. This time, the tab was $ Okay, we drove the Jag hard, but getting only 10 grand on each set of brakes will get tiring.

Jaguar has done a fine job of recasting the XJ for modern times--in all-aluminum, no less. While the designers may not have gone far enough, inside or out, it's a gorgeous machine that offers stirring performance and consummate luxury. It wasn't perfect from a service standpoint, but not problematic enough to keep us from buying one. We'd welcome another into the MT test fleet any time.

Our Take
What's Hot• High-tech, lightweight, aluminum body/chassis Structure• Super powertrain• Balanced ride/handling persona
What's Not• Too little road noise/grain insulation• Paleolithic shifter design• Has the tasteful styling, inside and out, gone far enough?
Don't Miss• Rear-Screen DVD system a fab luxury touch
Bottom Line• Jaguar is again a player in the full-size-sedan game
From The LogbookThe new XJ has restored my enthusiasm for Jaguar. The XJR is fast, luxurious, lithe, sure-footed, and gorgeous. It doesn't make you bend to its technological will as do some German luxosedans, but is there with a towel over its arm, wearing track shoes and a positive attitude. Ron Sessions

I'm torn. I love the bottomless well of torque, nicely weighted steering, fantastic seats. But the smooth/rough road isolation is unacceptable. It sounds like it has 4x4 tires on every surface. I'm let down that the all-singing, all-dancing, new alloy XJ isn't more "new." That said, I'd still much rather have this than a i, but wouldn't choose it over an E55 AMG. Chris Walton

It's nice that the J-Gate shifter knob is leather covered and genuine chromed metal--actually cool to the touch instead of chrome-plated plastic. But that meaty shift knob is so big that it obscures the gear markings on the manual shift side of the quadrant. Individual gear detents are so subtle as to make counting notches a guessing game. Pretty much eliminates accurate manual downshifts, and upshifts are just marginally more intuitive. John Matthius

One of the best full-size luxury sport sedans on the market today. I'd take it over an LS or Q It would at least compete with an S-Class and an A8 for my purchase dollars. I miss the smoky gray wood panels of the previous XJR, and the Dreaded J-Gate has got to go. Otherwise, I'd be happy to hustle it from L.A. to Boston, if for nothing more than a bowl of chowder and a great drive. Matt Stone

The adaptive cruise control removes several levels of stress from freeway driving and makes long trips all the more enjoyable. The Jag's system is the easiest to adjust of all the radar/laser systems I've tried. Brian Vance

Compared with a 7 Series, this Jaguar is much less technologically hindered. The brakes take some getting used to, but you do adapt to them, unlike the new electronic brakes in a Mercedes. Heavy throttle inputs result in gobs of roadway being swallowed instantly. It really is a driver's car now and not just a luxury car with some "sport" thrown in. Chassis balance is superb, handling predictable, and power delivery more than generous. It's not as roomy as some of its competitors, but I love the styling. Thumbs up! Neil G. Chirico

In a nutshell, this car needs a new cabin. I like the modern updating of the exterior. It's sufficiently aero-sleek, but still retains that Jaguar elegance. But the cockpit looks like it belongs in a Winnebago. A new F has a sleeker and more modern cabin. London itself is full of tradition, yet it's full of cutting-edge architecture and innovative design. Jag should do the same. Arthur St. Antoine

Jaguar XJR
Drivetrain Layout Front Engine, RWD
Engine Type V-8, alum block/heads
Valvetrain Supercharged, DOHC, 4 valves/cyl
Displacement cu in / cc
Compression Ratio
Power (Sae Net) hp @ rpm
Torque (Sae Net) lb-ft @ rpm
Weight To Power lb/hp
Redline rpm
Transmission 6-speed automatic
Axle / Final-Drive Ratios /
Suspension, Front; Rear Control arms, adj air springs, anti-roll bar; control arms, adj air springs, anti-roll bar
Steering Ratio
Turns Lock-To-Lock
Brakes, Front; Rear in vented disc; in disc, ABS
Wheels 19 X cast alum
Tires /40ZR19 96T Pirelli PZero Asimmetrico
Wheelbase in
L X W X H X X in
Turning Circle ft
Curb Weight lb
Seating Capacity 5
Headroom, F/R / in
Legroom, F/R / in
Shoulder Room, F/R / In
Cargo Volume cu ft
Test Data
Acceleration to mph
1/4 Mile sec @ mph
Braking, Mph ft
Ft Slalom MPH Avg
Lateral Acceleration g Avg
Consumer Info
Base Price $74,
Price As Tested $79,
Airbags Dual front, front side, f/r head curtain
Fuel Capacity gal
Epa Mpg, City/Hwy 17 / 24 mpg
Basic Warranty 4 Yrs/50, miles
Powertrain Warranty 4 Yrs/50, Miles
Roadside Assistance 4 Yrs/50, Miles


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American luxury-car buyers seem unconcerned with fuel efficiency. Why would they be? In countries where the gasoline price is three or four times that in the U.S., there is an understandable emphasis on miles per gallon, even for expensive cars. But sometimes things that are developed in one place for one purpose produce unexpected benefits elsewhere.

Take the new Jaguar XJ. It gets a much-needed boost in interior space and creature comforts and grows a bit bigger outside. Changes such as these tend to add bulk, which is then compensated for with a larger-displacement engine. But in the interests of improved gas mileage and lower carbon-dioxide emissions (which are taxation issues in some parts of Europe), Jaguar has reversed this upward spiral by building the '04 XJ's body of aluminum. The monocoque body shell is pounds lighter than it would be in steel, and the XJR model now weighs in at pounds less than its predecessor.

The engine is only modestly enhanced (the XJ's V-8 follows that of the '03 S-type and XK-series by being enlarged to liters), but the big cat makes a leap forward in performance while using less of the earth's resources.

The XJ's aluminum body is riveted and bonded like an aircraft fuselage. That's a good, if expensive, thing. But how does the car shape up in the face of heavyweights such as the Mercedes S-class, BMW 7-series, Lexus LS, and new Audi A8?

Jaguar research says its owners prefer evolutionary styling to revolutionary. So this XJ doesn't turn heads, but it does have hotel car jockeys (some of the world's greatest automotive experts) admiring the new, more wedgy shape, the XK-like dash, and the increased space for rear-seat passengers and their luggage.

For the U.S., the XJ will come in three models-the XJ8, the Vanden Plas, and the XJR. The first two have the liter engine in hp form and what are known in Europe as the "comfort" settings for the suspension, which incorporates air springs along with Jaguar's CATS adaptive damper system. The hp supercharged XJR has a sportier setup, sits half an inch lower with the air springs adjusted to be 10 percent stiffer overall, and has larger wheels (inchers standard, 20s optional).

And here, if you want the tauter, sportier drive, you'll have to buy the top-dog XJR. If you do, you'll love it. A while back, Jaguar's "sport" suspension was inappropriately harsh for a marque that prides itself on a combination of smooth ride and handling. Now it has achieved a much better balance. The XJR goes like a rocket ship and stops with equal brilliance, thanks to its race-bred Brembo brakes, but it also provides a truly excellent blend of grip, body control, precise steering, and insulation from bumps and broken road surfaces.

Jaguar's engineers are actually prouder of what they've done with the suspension of the XJ8, but to us it seemed soft to the point of feeling floaty at high speeds, and its lighter steering inspired less confidence hustling through bends. Air springs, they point out, were fitted not to give a better ride but for their ability to maintain an even keel while bearing a wide range of payloads. As a car's curb weight is reduced, the weight of passengers and luggage becomes proportionally more significant.

Most of the aluminum suspension pieces of the new XJ are those found on the S-type. So is the excellent ZF six-speed automatic that Jaguar shares with Audi, BMW, and others. But arranging the automatic transmission's manual override in Jaguar's age-old J-gate shifter isn't such a good idea. It's too easy to move the lever a ratio too far, and as with the S-type R we tested last year (May ), it can't be persuaded to give power-peak revs in every gear. In normal fast driving, the "S" automatic program (which cuts out sixth gear) is preferable.

We'll have to wait for a road test to see whether this means (as it did with the S-type R) Jaguar's performance figures can't be attained. The claimed 0-to time of five seconds for the new XJR would make it the fastest current production Jaguar. The regular , at seconds to 60 mph, is second quicker than its liter predecessor, according to Jaguar.

The XJ's aluminum structure is lighter and also stiffer than the less-expensive steel S-type's. The only telltale signs of the aluminum construction are doors that are too light to close with a solid thunk and the thicker windshield pillars that can impede the driver's view at oblique intersections.

Otherwise, making a lighter, bigger Jaguar has brought only advantages. With newfound space that the old model lacked and a better driving experience, the U.S. buyer benefits from a new deal inspired by environmental pressures. A roughly percent fuel-economy improvement on the old XJ8 may not be so critical in the States, but the lightweight structure has made it possible to reintroduce a liter V-6 XJ in Europe that still gives performance appropriate for a Jaguar but with significantly lower running costs.

VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan


ENGINES: DOHC valve liter V-8, hp, lb-ft; supercharged and intercooled DOHC valve liter V-8, hp, lb-ft

TRANSMISSION: 6-speed automatic with lockup torque converter

Wheelbase: in Length: in Width: in Height: in
Curb weight: lb

Zero to 60 mph: sec
Top speed (governor limited): mph

EPA city driving: mpg
EPA highway driving: mpg


VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan


ENGINES: DOHC valve liter V-8, hp, lb-ft; supercharged and intercooled DOHC valve liter V-8, hp, lb-ft

TRANSMISSION: 6-speed automatic with lockup torque converter

Wheelbase: in Length: in
Width: in Height: in
Curb weight: lb

Zero to 60 mph: sec
Top speed (governor limited): mph

EPA city driving: mpg
EPA highway driving: mpg


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Xjr interior jaguar 2004

Yet. Putting down the knife, the executioner took the wire cutters and walked around the hanging body. Crouching down, cold iron touched Meadami's legs.

2004 Jaguar XJ8 Review - More Luxurious Than You Think

While I scrabbled for answers from my spurs in the most insolent way, this old pervert looked at my legs under the desk. And when I "accidentally" pushed them apart, he stared at the strip of my thong as if he wanted to see something through them. Hour came. I went to the blackboard, and with a clever look began to say some nonsense.

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Andrey bleated. Andrei got up, took a rag and began to wipe his penis. I began to feel the sperm coming out of me. I got up from the floor, bent down for a rag, and got a palm on the ass - You have a cool.

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