You can’t just create heritage out of thin air. It needs to be earned over time. The Japanese have long tried to build new luxury

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brands and only one of three that started has achieved any real success in the full-size flagship luxury sedan segment, although it’s difficult to call 167 examples sold throughout Canada last year real success. Then again, Jaguar’s XJ has also seen its fair share of skinny years since it debuted decades ago.

Of the five premium-branded full-size flagship sedans currently on the market (not including those from ultra-premium brands Bentley and Rolls-Royce), can you guess which one has been on the market longest? You’d be correct in guessing that it’s not the Lexus LS I indirectly mentioned a moment ago, but having arrived in 1989 it’s not the newest. That would be Audi’s A8, which didn’t exist before 1994.

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How about BMW’s 7 Series? It can claim reasonable heritage, having arrived in 1977, but the 1972 introduction of the Mercedes-Benz S-Class gives it near legend status. This said true legend status would have to go to the Jaguar XJ, being the longest running model in the entire segment. In fact, in just three more years it will hit its 50th birthday, 1968 being the year it stole the world’s hearts.

We really like the XJ in Canada, by the way, at least when comparing our luxury sedan buying patterns to those in the US. Last year Canadians bought up 351 XJ sedans,

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while US premium buyers spoke for 4,329. Considering our total population is about 10 percent that of the US these numbers make sense, but the Lexus LS I mentioned before only sold 167 here and 8,559 across the line. Maybe more per capita Americans are influenced by Harvey Specter (Gabriel Macht) emerging from the back seat of a big black LS as he arrives at his NYC law firm each morning, but the numbers are certainly not reflective of simple population demographics. This is true for all others in the segment too, with the XJ also selling much higher than the Audi A8’s 266 Canadian market sales while US numbers equaled 5,904 units last year; BMW just inching out the XJ with 374 sales north of the 49th while our American compatriots purchased 9,744; and Mercedes-Benz’ knocking everyone out of the proverbial ball park with 1,094 Canadian S-Class deliveries and a staggering 25,276 sold in the US.

While

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we can all be wowed by the S-Class’ performance on the sales charts (although we should factor in that a new two-door S-Class Coupe helped to raise those numbers last year) we Canadians should be equally impressed with the XJ’s take-rate too, and there are a lot of very good reasons why we like the Jaguar so much. I want to say the number one reason is style, as it clearly stands out amongst its peers as a fashion leader. Just consider, mind you, that the current XJ, while still fresh and new looking for a Jaguar, is nevertheless a six-year-old design. They’ve given it a few subtle nips and tucks since inception, of course, but nothing dramatic. Still, it remains one of the most intriguing shapes in the large car market, at once recognizable as a prestigious saloon presentable enough for royalty, while simultaneously appearing as athletic as anything offered in the full-size class.

No,

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if it was all about style it would sell in similar numbers to its US-spec model, so it has to be its value proposition. We Canadians pride ourselves on being smart shoppers, even in the luxury set. The XJ starts at $89,490, which makes it more affordable than the LS, S-Class, 7 Series and any A8 you’ll likely want to buy, although despite being the least expensive entry in the segment the Audi is the poorest seller. Could it come down to heritage, the A8 being the baby of the bunch?

Ok, I admit that it’s difficult to figure out why the XJ sells so much better in Canada than it does in the States. Possibly, after all possibilities are examined, it’s simply

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the fact that we’re part of the British Commonwealth and therefore have a penchant for all things UK, but no matter where the truth lay the sales numbers don’t lie.

Speaking personally, this is the full-size luxury model that most clearly speaks my language. I’ve been a big fan of the new XJ since it was introduced in 2009, and I also adored the more classic XJs from before, and actually owned particularly lovely metallic grey XJ6 Sovereign, rear picnic tables and all. As elegant as that car was, the new XJ’s gracefully sweptback lines yet ardently more assertive attitude have ushered the model and the entire Jaguar brand into a new modern era.

Resplendent luxury is expected in a Jaguar, and the XJ hardly disappoints. My long-wheelbase

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XJL Portfolio AWD tester impressed with stitched Jet black leather covering every portion of the dash before crossing each door upper, as well as the lower console, this contrasted with Ivory cream-coloured leather featuring Jet black stitching over the combined door pull/armrests, the door pockets finished in the same leather albeit stitched in matching thread. What’s more, Jaguar even finished off the lower extremities of each door panel, the lower dash and the sides of the centre console in a matching leather-like soft-touch synthetic, the cream theme continuing over to the quilted soft grain perforated leather seats with classy black piping.

My tester’s power-adjustable heated steering wheel was wrapped in soft grain black

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leather with beautiful gloss burl walnut trim all the way around, the latter matching the planks of walnut veneer on the upper dash and door panels. Instead of gorgeous hardwood, Jaguar has gone with high-quality piano black lacquer around the infotainment screen and switchgear on centre stack and drive controls on the lower console, a nice complement that tones down what could otherwise take on the atmosphere of an olde English parlour club. The luxury continues, however, with rich ivory coloured Suedecloth for the roofliner and each roof pillar, plus lots of tastefully applied chrome trim elsewhere throughout the cabin, particularly around the fabulous rising and rotating gear selector and the panel it sits in, as well as the cell phone holder and big console box access button behind it. Such beautifully finished automotive jewelry is in keeping with Jaguar tradition, whereas attractive stainless steel doorsill scuff plates enhance the big sedan’s sporty side.

Many

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of the XJ’s buttons and dials have rubberized textured grips for easy use and a nice high-quality feel. The majority fit together very well with excellent damping, but some, especially the checkered flag stamped sport button and ASL switch were quite wiggly. I should mention this isn’t a problem with Jaguar alone, some of the Germans also coming up short on button fit and damping issues. Now that I’m griping, however, the 12.3-inch LCD virtual instrument display that makes up the XJ’s primary cluster has a pixilation problem on the curves of its dials, which would likely be remedied if Jaguar went with a higher resolution screen. Most of us are spoiled with our smartphones and tablets, so when we see graphic interfaces that aren’t up to these levels we can be put off. On this note the eight-inch InControl Touch Pro colour touchscreen infotainment system was a bit on the slow side and a tad overcomplicated, although its navigation, rearview camera

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and visual indicator for the front and rear parking sensors were appreciated. These last two problems are likely a cause of the XJ’s long service, digital interfaces never aging as gracefully as beautiful designs.

Good designs in mind, rear seat accommodations are limousine-like, especially in this extended-length L model that adds 119 millimeters (4.7 inches) of extra legroom. The L’s additional spaciousness is complemented by rear quarter controls for the four-zone automatic climate control system and heatable outboard seats, both fitted to the backside of the front centre console. Actually, the XJL makes

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a pretty good argument for getting a driver and riding in back. Not only are the soft grain leather rear seats heatable, but cooled as well, while lighted vanity mirrors pop out of an overhead console in the roof that also houses led spotlights for reading, etcetera, plus a large folding centre armrest incorporates felt-lined lidded bins and nicely detailed twin cupholders. Having a massive panoramic glass roof overhead makes sure the cabin remained open and airy as well, while gorgeous phosphor blue halo illumination and interior mood lighting upped the XJ’s sense of occasion meter yet further, the XJL offering some of the most appealing rear accommodations in its class.

The trunk is also commodious, plus a small aluminum garnish improves the look of the large plastic trunk protector, the latter showing the XJ’s practical side, as did my

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tester’s large plastic trunk tray. Jaguar teases trunk expandability with a leather-lined velcro-attached backing hidden behind the rear armrest, which when removed looks as if it’s about to grant access to a rear seat pass-through for longer items such as skis, but unfortunately there’s nothing of the sort. On the positive, at 520 litres (18.3 cubic feet) the massive trunk is hardly short on space, while the lid’s ability to power open and closed, with customizable height adjustment, is a nice standard bonus.

Back in the incredibly comfortable 14-way powered driver’s seat, which also boasted multi-temperature heat and active ventilation just like the rear seats, not to mention four-way lumbar adjustment and a massage function featuring five intensity levels, the XJ’s standard supercharged V6 is another good reason sales are strong. The 3.0-litre engine manages to put out a healthy 340 horsepower and 322

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lb-ft of torque, which is more power than all but one of its rivals’ base powerplants, while its standard eight-speed automatic with manual mode and paddles is class-leading as well. The XJ joins all of its competitors in delivering standard AWD, Jag’s sophisticated system employing active power-transfer technology that enhances traction while retaining the type of athletic agility we’re used to in rear-drive sedans, with even the long-wheelbase L brilliantly nimble on circuitous ribbons of winding and undulating tarmac, backed up by big 245/45R19 Pirelli P Zero Nero all-seasons that are fully capable of supplying all the grip this car needs when under pressure.

Jaguar offers two sport modes, the first found by dialing the gear selector all the way to the rightmost “S” position, where it allows for quicker shifts and better gear-holding

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through the corners, while making the paddle shifter-actuated manual mode more responsive. When engaged, the aforementioned checkered-flag button on the lower console tightens the adaptive dynamics suspension considerably, making a car that was almost too soft and waffling through the corners (albeit the rear air suspension is blissfully comfortable) as buttoned down is anything in this class. So set, on the way up a favourite mountainside “track” it managed long sweeping corners with deft ability, while taking to tight hairpins with equal alacrity, tires only breaking free when pushed beyond its limits and then doing so evenly and predictably while maintaining total control throughout the process, and most importantly not bogging down in electronic traction and stability control overload when trying to power out of corners.

Jaguar’s

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lightweight aluminum construction has a lot to do with its impressive handling, not to mention the response of the supercharged V6. Thanks to just 1,875 kilos (4,133 lbs) of curb weight in its most basic trim, resulting in 27 fewer kilograms (59 fewer lbs) of mass than its lightest competitor and a shocking 255 kg (562 lbs) less heft than its heaviest rival, XJ takeoff from standstill is strong and passing performance is superb, the engine feeling a lot more like a V8 even if it doesn’t sound like one. A nice growl escapes through the back end at full throttle just the same, not soul stirring like the adrenaline inducing F-Type mill, but still very enticing.

In juxtaposition to its performance the big XJ delivered superb real-world fuel economy. Of course the smaller engine helps in this respect, especially one employing

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a high compression ratio, direct fuel injection, and independently variable cam timing, as does the eight-speed’s tall overdrive gears. Jaguar also outfits the XJ with a standard idle-stop system that doesn’t hesitate to shut the engine down at almost any potential idling situation, which is much better than most systems that, after moving forward a few paces amid bumper-to-bumper traffic or while inching forward at a stoplight, won’t shut down a second time. The smarter Jaguar system is set up to understand such situations and react accordingly, all of which contributes to an impressive five-cycle EnerGuide fuel economy rating of 14.7 L/100km city, 9.6 highway and 12.5 combined, the long-wheelbase only losing a touch compared to the regular wheelbase XJ’s 12.4 combined rating. My 12.2 L/100km weeklong average

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proved these numbers weren’t just empty promises, but rather conservative estimates.

As far as features go, the XJ fully measures up to its German and Japanese competitors and then some. Standard items with my XJL Portfolio AWD tester, which starts at $96,490, include everything already noted as well as full LED headlamps with adaptive cornering capability plus auto high beam function, LED taillights, proximity access and pushbutton ignition, self cinching doors, an electromechanical parking brake, rain-sensing wipers, acoustic laminated glass, an auto-dimming rearview mirror, power-folding, power-adjustable and heatable auto-dimming side mirrors with puddle lamps and reverse dip function, three-way memory for both front seats,

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a touch-sensitive glove box button and overhead console lights, a powered rear sunshade and manual side-window blinds, an 825-watt Meridian audio system with 20 speakers including two subwoofers for superb surround sound no matter where you’re sitting, plus HD and satellite radio, Bluetooth audio streaming, etc. Of course, all of the usual unmentioned luxury equipment is included too, as well as a full array of standard active and passive safety features, the former including blind spot monitoring with closing vehicle sensing and reverse traffic detection, to make the XJ as capable of keeping you away from potential danger as shielded and protected in an accident.

Added to all this goodness are JD Power and Associates rankings that are higher than all luxury

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sedan-selling competitors, Jaguar placing third in the most recent 2015 Initial Quality Study (IQS) and scoring second in the third-party analytical firm’s 2015 Automotive Performance, Execution and Layout (APEAL) study, while JD Power also gives the brand an “Among the Best” score in its overall Power Circle award.

As mentioned, I’ve experienced Jaguar reliability first hand, having owned an XJ after seven much more troublesome German competitors. The car was faultless during its tenure, while delivering superb performance and a level of luxury I had yet to experience. This new XJ is by far superior to that older machine, yet it’s endowed with the same attributes, plus of course the longest running, richest heritage in the premium luxury sedan class. If it were my money on the line, I’d once again choose an XJ.
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