2011 Jaguar XJ
Even before their divorce from Ford, Jaguar was transforming its cars from a classic grand touring image of the 20th century to a British showcase of sophisticated motoring for the 21st century. Now, the mid-size XF sedan set the stage, but everyone knew the make-or-break star would be the top-tier XJ saloon. Now, our first impressions were very positive. So let’s have a complete critique.
The all-new 2011 Jaguar XJ follows the XF into a bold new world of styling for this classic brand. Aside from grille texture and badging, Design Director Ian Callum has left nary a hint of the previous XJ, choosing to go back further for inspiration. Instead of the familiar four-orb headlights, two swept-back cats-eye lamps are set in low, sculpted fenders. But XJ heritage is still sensed in the rounded-off grille and long hood that date back to the original 1968 Series I.
With so much sloping glass, there is very little trunklid. Blacked-out C-pillars are definitely an eclectic touch. LED taillights pour down the XJ’s elegantly simple, tapered tail, adorned only with a chrome Leaper.
The mid-size XF’s potent trio of 5.0-liter direct-injected V8s provides plenty of go for the larger XJ as well. Base unit is naturally aspirated with 385 horsepower and 380 pound-feet of torque. The Supercharged XJ’s belt-driven breathing is good for a stout 470 horses and 424 pound-feet.
The special-order Supersport adds the 510-horsepower eight from the XFR. The only transmission, a six-speed automatic, presses the hockey puck-JaguarDrive Selector into your palm at startup. There are also wheel-mounted paddle shifters, and driver selectable Dynamic mode that holds gears longer while also firming up the suspension and seat belts!
With a mean growl, our 385-horse XJ leaped from 0 to 60 in 5.8 seconds, and raced through the quarter mile in 14.3 seconds at 103 miles per hour. It does bog down momentarily at launch. Without that, times would be even faster. Still, results closely match the XF, thanks to the aluminum chassis that allows the XJ to enter the ring some 300 lbs lighter than its rivals.
That chassis is supported by standard air suspension with continuously variable damping. Driving aids include the expected stability and traction control, plus an active rear differential. The combo makes for a supple ride and sublime handling-once you get used to the quick but dead steering, that is. The lack of feedback reminded us of a video game. But, get the hang of it, and this big Jag easily mastered every corner we threw at it. Yes, it rolls a bit, but overall it is well balanced and unflappable.
But you always know what the brakes are doing. An initial soft pedal is followed by good bite. A 131 foot average coming down from 60 could be shorter, but stability is excellent and the experience is far smoother than most rivals.
And, no rival can match the way Jaguar dresses its interiors. Wood veneer rings a spacious, amazingly well equipped cabin, whose low-slung leather dash is shrink-wrapped around nautical-style vents.
Classic round gauges reside in a virtual world, as a driver-focused 12.3-inch display fades up at startup, highlights critical data, and tints red in ‘Dynamic’ mode.
A center eight-inch Dual View touch screen allows the driver and front passenger to view two different visuals at the same time. It fits right below a classic analog timepiece.
Very modern is the standard panoramic glass roof. There’s ample storage, including Jaguar’s one-touch opening glovebox, and very usable cupholders in the center console. In the rear, leather covers the seats, door panels, and even the headliner is suede cloth. While there is plenty of room, long wheelbase models expand it to limousine proportions. The Jaguar’s 18.4 cubic feet of trunk volume is decent, though less than Mercedes’ S-Class.
Government Fuel Economy for our XJ are 16 city/23 highway on premium fuel. We hit a respectable 20.0 miles per gallon in real world driving. The new XJ has a base price of $72,500, which makes Jag’s flagship a segment bargain. The supercharger adds $15,000 more, with the SuperSport in six figures. On all, the long wheelbase tacks on a few grand additional.
The 2011 Jaguar XJ bridges the gap between two eras beautifully. Never once do classic inspirations and eclectic touches mar the totally modern outcome in the slightest. With extroverted style and performance aplenty, Jaguar’s big cat roars into the 21st century with its claws out.
Specifications
- Engine: 5.0-Liter Direct-injected V8
- Horsepower: 385
- Torque: 380 Lb Feet
- 0-60 MPH: 5.8 Seconds
- 1/4 Mile: 14.3 Seconds @ 103 MPH
- 60-0 MPH: 131 Feet
- EPA: 16 MPG City/ 23 MPG Highway
- Mixed Loop: 20.0 MPG
2025 Nissan Kicks
More Kicks To Kick Around In
Nissan began kicking around the idea of replacing their subcompact Juke with a much more modern crossover ute more than a decade ago. But it wasn’t until 2018 that the Kicks finally stepped onto our shores. Turned out it was a smart move, one that Nissan hopes to build upon with this all-new second generation kicks. So, let’s see if it kicks up more good things for Nissan.
SUVs, “small” utility vehicles in this case, remain the hottest wheels going, with carmakers putting a herculean effort into making them as appealing as possible to as wide of an audience as possible. That brings us to this 2025 Nissan Kicks.
What started out in 2018 as a more mainstream replacement for Nissan’s funky, entry-level ute Juke, has now evolved into a fine-looking SUV with impressive substance. While even the first Kicks looked way better than the Juke ever could, this one doubles down with some upscale Murano flavor, though the wide stance and exaggerated rear fenders do pay homage to the Juke. The unique patterns and textures around the lower body are designed to resemble high-end sneakers or “kicks”. Top SR makes the most of it with available 19-inch wheels, black accents, and full LED lighting.
This second gen is now bigger in every dimension, just under an inch taller, an inch and a half wider, and almost 3 inches longer; and even ground clearance gets a nice boost to a healthy 8.4 inches. There’s a new engine, too, staying naturally aspirated, but growing from 1.6 liters to 2.0 liters, and gaining 19 horsepower to 141. Torque gains are more impressive from 114 to 140 lb-ft. Bigger news is that all-wheel-drive is now available, as the original was front-drive only. And while we’re talking about that first gen, don’t get confused, as there is also a 2025 Nissan Kicks Play, which is actually a budget carryover of that first-gen Kicks.
Kicking off our track time, there’s a nice hit of initial spirit off the line, but then power delivery settles down and you take a slow CVT crawl down the track. It took us 10.7 seconds to hit 60 mph, a full second slower than the 2018 original. But it does seem to pick up the pace a bit further on, ending the quarter-mile at 18-flat and 78 mph. Engine noise is expectedly elevated, and even though there are simulated shifts happening in the CVT, it doesn’t really help the pace. Drive modes include Normal, Eco, Sport, and Snow, which comes only with all-wheel drive.
There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback.
Now, it was a completely different experience on our handling course. Here, the Kicks kicked it up a nice notch for its class. There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback. The suspension was firm and willing, with very little body roll and no notable understeer or oversteer. Overall, a quite pleasant cone trip.
All-wheel-drive models come with a suspension upgrade, replacing the rear’s simple twist beam setup with a multi-link arrangement, and adding a thicker stabilizer bar to the independent strut front. It was also quite commendable in braking with consistent, straight stops from 60 of only 106 feet.
Bigger dimensions allow for a nice upward movement in space inside the Kicks’ five-seat cabin. Plus, a tech upgrade has definitely taken place with all but base S trim getting wireless phone charging and a new 12.3-inch touchscreen. Top SR adds a 12.3-inch gauge display; and comes with a leather-wrapped steering wheel, simulated-leather trimmed seats, and surround-view camera. Nissan spreads the supportive Zero Gravity seats to both rows, so even back seat dwellers get well above average comfort for this price point. AWD hardware and suspension does necessitate a higher cargo floor and a bit less cargo capacity, 23.9 cu.-ft. instead of 29.2; max is 50.1 with seatbacks folded.
Government Fuel Economy Ratings with all-wheel-drive are 27 city, 34 highway, and 30 combined. Our average was right on at 30.4 mpg of regular. While the new Kicks is certainly better to look at, it remains exceptionally affordable, beginning at $23,220; top SR starts at $27,570. All-wheel drive is available with all trims for $1,500.
The original Nissan Kicks existed almost totally as a value leader. And while the value proposition of the 2025 Nissan Kicks remains very high, it has upped its own ante to be a far more interesting and appealing small SUV to see, to drive, and to be driven in. We think Nissan put this one straight through the uprights!
Specifications
As Tested
- Engine: NA 2.0-liter I-4
- Transmission: CVT
- Horsepower: 141
- Torque: 140 lb-ft.
- EPA: 27 City | 34 Highway | 30 Combined
- 0-60 mph: 10.7 seconds
- 1/4 Mile: 18.0 seconds at 78 mph
- Braking, 60-0 (avg.): 106 feet
- MW Fuel Economy: 30.4 mpg