2003 Jaguar S-Type R

When it appeared in 1998, Jaguar's S-Type midsize sedan range seemed just what the doctor ordered: a modern reincarnation of the firm's popular '60s-era 3.8 Mark II sports saloon. Its curvaceous styling was a visual extension of the earlier model, but it was updated with all the "mod cons," including a Jaguar-ized Ford-based V-6 and, optionally, the XJ's 4.0-liter V-8. Enthusiasts welcomed the new car, as did upwardly mobile newcomers who now had an affordable new level of Jaguar to consider.

The new 4.2-liter V-8 produces 300-bph in normally-aspirated S-Types. Upgrading to R status adds a supercharger and 100 more horses.

Three years on, Jaguar's cleaned up the earlier fussy fascia and improved many small details. American buyers can chose from a base S-Type with a 3.0-liter 240-bhp six, with a standard Getrag 5-speed manual or an optional new ZF 6-speed automatic, matched to Jaguar's unique J-gate shifter. In mid-level S-Types, the four-cam V-8 has been punched out 196 cc to 4.2-liters and produces 300-bhp, with only the automatic available. And now, Jaguar's made a move on BMW (the rival Ford couldn't buy but would love to conquer) with a supercharged sports sedan that seriously competes with the BMW M5 and Mercedes-Benz AMG E55.


Jaguar need make no excuses about its racing heritage, but it's always differed in character from German competitors by offering a package that's quintessentially British. More understated, laden with polished walnut and aromatic Connolly hides, even with a minimum of brightwork, Jaguars are simply not boy racers. The suspension is always a touch more supple than their continental cousins, but as we soon found out, the R is no less capable.


Predictably, despite its painted trim and butchy mesh grille, the new model doesn't try to be an M5 or E55, except under the hood. 400-bhp makes a powerful argument, especially when coupled with the sport mode of the new 6-speed automatic, oversized Brembo brakes and a firm but responsive fully independent suspension that features Dynamic Stability Control (DSC) and adjustable shocks. While some testers decried the lack of a limited-slip differential, we found that the car planted itself under acceleration quite nicely with the electronic traction control engaged. With a muted whine from the blower and a subdued growl from the exhaust, the S-Type R races to 60 mph in just 5.3 seconds (same as the M5) and its top speed is electronically limited to 155 mph.

The S-Type R carries the same distinctive red R logo featured on the nose cone of the new 2002-season Jaguar R3 Formula 1 race car.

We drove the new S-Type R on twisty back roads south of Barcelona on Spain's sunny Costa Brava. Compared to the M5 in our memory, the Jaguar's steering was wonderfully precise with perfect on-center feel and quick turn-in. The upgraded optional sport suspension with 18-inch Zeus alloys and grippy 245/40ZR18 / 275/35ZR18 rubber did an exemplary job of ensuring we could hurl the "R" into any corner with aplomb, feel the suspension bite (but not crunch) and accelerate out with minimum tail-wag. At low speeds, the suspension doesn't feel unduly stiff. It firms up, as velocity increases, but with no trace of harshness. This car inspires confidence right up to its limits, where, with the more unforgiving M5, you can't help but wonder at times if you're up to the task.