Jaguar garnered experience from within the Ford world as well as from aluminum suppliers Alcan and Alcoa to come up with a production system that is suit able for XJ volumes and uses as much existing tooling and equipment as possible. The new body shell is made from aluminum pressings, extrusions, and castings riveted and bonded together with epoxy adhesive. Welding is kept to a minimum. The outer pressed-aluminum panels are bolted to the hull for ease of repair.

The resulting structure is 60 percent stiffer than its predecessor, Jaguar says. Relative to the current short-wheelbase car, the new XJ is 2.4 inches longer and 2.7 inches wider, but has a wheelbase that is 6.4 inches longer. That is translated into rear-seat legroom, which is now generous, although those who found the enclosing “cockpit” arrangement of the front seats a tight fit will see little change. The trunk is bigger but not remarkably so; it is longer but still shallow. At least the lid hinges have been repositioned outside the load area

For headroom to match the increased legroom, the new XJ had to grow 4.3 inches taller, and this was what gave the designers their biggest challenge. Work on what was known as project X350 was started by the late Geoff Lawson but completed under the direction of the current Jaguar design chief, Ian Callum. The extra height is disguised by the domed roof, raised beltline, more rakish windshield, and wedgy, cab-forward stance. See old and new alongside one another, and they are very different, but the new XJ is still unmistakable as a Jaguar. In some respects, father is imitating son here, for there is a close resemblance to the X-type.

There’s no revolution inside. The interior features the expected blend of leather and wood; an LCD screen dominates the dashboard as the focal point of the supplementary controls. And there’s no iDrive or equivalent. In a sideswipe at the BMW 745, chief program engineer David Scholes says: “You don’t have to be a computer expert to operate the new XJ.”

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