Like its X-type diesel sibling, the S-type can’t keep pace with its rivals in a straight fight from the traffic lights. Its 8.4sec dash to 60mph lags 0.2sec behind the Mercedes E270 CDi and trails the BMW 530d auto’s by 1.2sec. From 30-70mph in kickdown takes 8.8sec, 0.4sec slower than the Mercedes and a hefty 1.8sec behind the 530d.
Peak torque is high for a diesel of this size, and the small variable geometry turbochargers ensure quick response and that 80 per cent of twist is available between 1500-4000rpm. Like the 530d, the S-type is a willing revver, all the way to 4900rpm and the next near-imperceptible change from the superb automatic gearbox. And while it is not as tuneful as the BMW’s engine, the muted V6 roar seems appropriate for a Jaguar.
If you’re buying a large premium saloon then refinement will be high on your list of priorities, and here Jaguar’s Whitley engineers really went to town. Stiff, compacted graphite iron engine construction, dual isolated engine mounts, elastic cam-cover gaskets, double-skinned sump and a variable swirl intake system are all employed to cut noise. And it works: the Jaguar is exceptionally quiet inside and certainly more refined than the pattering Mercedes and rorty BMW engines.
The S-type edges further ahead in its ride/handling balance. The soft Touring suspension works better with standard 17in rims than the optional (£1250) 18in items on our test car, which tend to thump over larger intrusions. But even so, the Jaguar makes a better companion than the jittery BMW, particularly around town. For enthusiastic drivers, the uprated damping of the Sport version provides much-improved body control, but even the SE impresses, with sharp, well-weighted and feelsome steering and lots of grip. There’s plenty of body roll, but the S-type’s balance is excellent, with a neutral cornering attitude that tends towards gentle oversteer when pushed hard, though the standard Dynamic Stability Control is rarely troubled.
