Lexus LX470 1998-2007 Review and Saga!

The Lexus LX470 has always been one of my all-time favourite vehicles. I have very fond childhood memories of collecting the first one to arrive in Sydney in late 1998 or early 99 with my father for an affluent friend. We traded in his 80s series Land Cruiser Sahara and were presented the keys to the Bronze beast; I immediately wanted one for my own one day.

As time went by I had the experience of driving this particular vehicle all over a farm at the age of 13 when our family's all went on a holiday together. The fact that it came equipped with a console fridge, height adjustable suspension and 3 row air conditioning blew my boyhood mind. I was used to the confines of Volvo 960 & 850 wagons, with no such amenities.

If you read this blog you will be aware I was the owner of a 2013 JKU AEV Jeep Wrangler. As I reach my later 20s I decided two months ago to drive 12 hours to North Brisbane and trade my low mileage Jeep on what I perceived to be the most immaculate update series LX470 in the country for sale at the time. Now I can hear you asking why would you trade a 3 year old low mile vehicle for a 10 year old one with higher miles? To begin to answer that we must understand the Jeep was 45k when new, the Lexus was over 100k and they still fetch in the mid to high 30s for good later 04+ examples.

The reason for this catastrophically high resale value, even at a decade old, is due to the fact the car is based on the infamous Toyota Land Cruiser. In particular the well regarded 100 series. As a result I could not even come close to being able to afford an LX570 based on the 200 series Land Cruiser, as much as I would love too. The reasons I parted with the Jeep were mixed. The frat boy image it conveyed coupled with a 3 year ownership itch and also the fact I had sold my LS430 and S class for an impending country move. All I was left with were the harsh plastics of the Wrangler. I wanted to consolidate my fleet to one vehicle that checked all boxes: luxury, capability, size and reliability ( I am partial to land yachts).

What differentiates the Lexus LX470 over the top-spec Land Cruiser Sahara? More than meets the eye; Whilst the Sahara is a superb vehicle and I had my eye out for one, I could not locate a decent example with under 200,000km's that was not looking more than a little tired. The Sahara also has this tacky painted plastic wood veneer that frankly looks like crap and the nav unit out of a camry. What sets the Lexus apart is not only more sound insulation, superior audio systems: Nakamichi and Mark Levinson. Thicker and more supple leather, real Yamaha sourced wood veneer. A significantly better navigation and information screen routed to a reverse camera, superior paint and colour schemes, blu-tooth and steering wheel controls, leather armrest, 1/3 more freon in the air conditioning due to 3 row climate control and console fridge, chromed interior door handles (Sahara's were plastic) and not to mention Lexus' service departments at your disposal. The final difference was the Headlights. The Lexus was equipped with the most amazing HID gas charged high beams that the Toyota missed out. I have found these to be so effective I do not even need to fit spotlights and I live in the country.

The LX470 when it debuted came equipped with the amazing 2UZ-FE 4.7 Litre V8. Derived from the infamous 1UZ-FE 4.0 Litre equipped in the LS400, one of the worlds best engines. The 4.7 is so silky smooth that it can have a coin tilted sideways and rested on the idiot cover  and it will not tip over. These engines are predisposed to massive mileage with very low maintenance and among the smoothest that can be owned, even to this day.

The downside of the LX470 and the 2UZ-FE is the incredible thirst for premium fuel. I am currently averaging 13.5L/100Km although that is because I live rurally with no traffic. In the city these can reach 22L/100km with ease. The fact that the LX470 has two fuel tanks is a blessing and a curse. With the main tank and the sub tank both full you can expect a highway range of around 680-700kms (unweighted) but having to purchase somewhere in the region of 138 litres of premium fuel is going to hurt your wallet. Power is adequate for the engine at around 230 horsepower for Australian variants, torque is very good at over 400nm. The engine was routed to a 4 speed automatic before an excellent 5 speed was fitted for the 2002 mid-life update. In the United states I believe for 2005-07 models were increased in horsepower to around 270. At the time of the debut in 1998 the Land Cruiser only had a carry over 4.5 litre straight 6 which made the Lexus the sure bet.

Whilst those statistics look a little sad by today's standards the LX470 doesn't feel at all slow. It feels refined with an endless power band right to the redline. It can competently tow a ski boat whilst loaded with 8 passengers and all the luggage and it can do that in complete serenity...so long as you have a crude oil share portfolio. It will even very happily burn a few Pajero's etc at the stoplights.

The Achilles heel of the LX470 is the AHC (Automatic Height Control) suspension it is fitted with. This is coupled with AVS (Adaptive Variable Damping). Basically there is a reservoir of suspension fluid in the engine compartment and a complex system that fills and empties the levels of fluid in the shock depending on driver input and computer feedback of the road surface. It also enables you to raise and lower the car depending on the terrain. There are 4 shock setting in the cabin ranging from comfort to normal to sport and sport 2. They noticeably transform the ride from 70s Cadillac in comfort to Mercedes S class in normal and BMW 7 series in sports 1 & 2. You can actually carve canyons in this behemoth in sport 2 although it becomes quiet harsh over bumps. My advice is to leave it in Normal.

What controls all this are the Accumulator globes tucked away behind each wheel arch cladding. They operate like a drop dispenser filling or reducing the amount of fluid that is in the shocks. When these go bad which is extremely rare the ride of the LX470 becomes undriveable and the Lexus dealership will charge you between $3-4k for replacement. If this occurs my suggestion is to have a suspension shot clamp off the system and replace it with either conventional Land Cruiser shocks and springs or a mild Old Man Emu or similar 1-2" suspension lift for half the cost. If you do wish to replace it as Lexus intended my hat goes off to you as it really is a wonderful system and the ride is superb. Fear mongering aside they rarely go wrong. Just make sure to keep the reservoir topped up with Toyota only AHC suspension fluid. Any other hydraulic fluid will damage the system irreparably.

To this the day 02+ interior update of the LX470 looks luxurious, contemporary and upmarket. The 1998-01 look dated but if you are on a shoe-string you can't find a better truck for under 20 grand.

With all this said I have had some issues, some of which are ongoing and have been very costly to repair. So much so I am almost broke. First issue is the Air Mixer servo motors behind the dash which mix the air temperature you desire become old and break. This results in a grumble behind the dash which requires a complete dash removal I only trusted Lexus to do. This resulted in A 6 week wait for the part which was $500 and then a $1700.00 fitting bill. Suffice it to say I was very depressed.

Shortly thereafter the A/C condenser box started leaking condensation onto the floor and required a full clean out. This is due to 10 years of gunk and can cause mildew on the carpet. At the same time I have noticed my Valve cover gasket's weeping which is unfortunate but there is no money left in the kitty so they will have to wait. If you are considering purchase then set aside a few grand for repairs.

Other than these age related issues this has to be the most comfortable, most capable and most elegant SUV with true prowess that money can buy.

Lexus LX470 1998-2007 Review and Saga!

The Lexus LX470 has always been one of my all-time favourite vehicles. I have very fond childhood memories of collecting the first one to arrive in Sydney in late 1998 or early 99 with my father for an affluent friend. We traded in his 80s series Land Cruiser Sahara and were presented the keys to the Bronze beast: I immediately wanted one for my own one day.

As time went by I had the experience of driving this particular vehicle all over a farm at the age of 12 or 13 when our family's all went on a holiday together. The fact that it came equipped with a console fridge, height adjustable suspension and 3 row air conditioning blew my boyhood mind. I was used to the confines of Volvo 960 & 850 wagons, with no such amenities.

If you read this blog you will be aware I was the owner of a 2013 JKU AEV Jeep Wrangler. As I reach my later 20s I decided two months ago to drive 12 hours to North Brisbane and trade my low mileage Jeep on what I perceived to be the most immaculate update series LX470 in the country for sale at the time. Now I can hear you asking why would you trade a 3 year old low mile vehicle for a 10 year old one with higher miles? To begin to answer that we must understand the Jeep was 45k when new, the Lexus was over 100k and they still fetch in the mid to high 30s for good later 04+ examples.

The reason for this catastrophically high resale value, even at a decade old, is due to the fact the car is based on the infamous Toyota Land Cruiser. In particular the well regarded 100 series. As a result I could not even come close to being able to afford an LX570 based on the 200 series Land Cruiser. As much as I would love to own a used 570. The reasons I parted with the Jeep were the frat boy image it conveyed mixed with 3 year ownership boredom and the fact I had sold my LS430 and S class for an impeding country move. All I was left with were the harsh plastics of the Wrangler. I wanted to consolidate my fleet to one vehicle that checked all boxes: luxury, capability, size and reliability. I am partial to land yachts.

What differentiates the Lexus LX470 over the top-spec Land Cruiser Sahara? More than meets the eye:Whilst the Sahara is a superb vehicle and I had my eye out for one, I could not locate one with under 200,000km's that was not looking more than a little tired. The Sahara also has this tacky painted plastic wood veneer that frankly looks like crap and the nav unit out of a camry. What sets the Lexus apart is not only more sound insulation, superior audio systems: Nakamichi and Mark Levinson. Thicker and more supple leather, real Yamaha sourced wood veneer. A significantly better navigation and information screen routed to a reverse camera, superior paint and colour schemes, blu-tooth and steering wheel controls, leather armrest, 1/3 more freon in the air conditioning due to 3 row climate control and console fridge, chromed interior door handles (Sahara's were plastic) and not to mention Lexus' service departments at your disposal. The final difference was the Headlights. The Lexus was equipped with the most amazing HID gas charged high beams that the Toyota missed out. I have found these to be so effective I do not even need to fit spotlights and I live in the country.

The LX470 when it debuted came equipped with the amazing 2UZ-FE 4.7 Litre V8. Derived from the infamous 1UZ-FE 4.0 Litre equipped in the LS400, one of the worlds best engines. The 4.7 is so silky smooth that it can have a coin tilted sideways and rested on the idiot cover and it will not tip over. These engines are predisposed to massive mileage with very low maintenance and among the smoothest that can be owned, even to this day.

The downside of the LX470 and the 2UZ-FE is the incredible thirst for premium fuel. I am currently averaging 13.5L/100Km although that is because I live rurally with no traffic. In the city these can reach 22L/100km with ease. The fact that the LX470 has two fuel tanks is a blessing and a curse. With the main tank and the sub tank both full you can expect a highway range of around 680-700kms (unweighted) but having to purchase somewhere in the region of 138 litres of premium fuel is going to hurt your wallet. Power is adequate for the engine at around 230 horsepower for Australian variants, torque is very good at over 400nm. The engine was routed to a 4 speed automatic before an excellent 5 speed was fitted for the 2002 mid-life update. In the United states I believe for 2005-07 models were increased in horsepower to around 270. At the time of the debut in 1998 the Land Cruiser only had a carry over 4.5 litre straight 6 which made the Lexus the sure bet.

Whilst those statistics look a little sad by today's standards the LX470 doesn't feel at all slow. It feels refined with an endless power band right to the redline. It can competently tow a ski boat whilst loaded with 8 passengers and all the luggage and it can do that in complete serenity...so long as you have a crude oil share portfolio. It will even very happily burn a few Pajero's etc at the stoplights.

The Achilles heel of the LX470 is the AHC (Automatic Height Control) suspension it is fitted with. This is coupled with AVS (Adaptive Variable Damping). Basically there is a reservoir of suspension fluid in the engine compartment and a complex system that fills and empties the levels of fluid in the shock depending on driver input and computer feedback of the road surface. It also enables you to raise and lower the car depending on the terrain. There are 4 shock setting in the cabin ranging from comfort to normal to sport and sport 2. They noticeably transform the ride from 70s Cadillac in comfort to Mercedes S class in normal and BMW 7 series in sports 1 & 2. You can actually carve canyons in this behemoth in sport 2 although it becomes quiet harsh over bumps. My advice is to leave it in Normal.

What controls all this are the Accumulator globes tucked away behind each wheel arch cladding. They operate like a drop dispenser filling or reducing the amount of fluid that is in the shocks. When these go bad which is extremely rare the ride of the LX470 becomes undriveable and the Lexus dealership will charge you between $3-4k for replacement. If this occurs my suggestion is to have a suspension shot clamp off the system and replace it with either conventional Land Cruiser shocks and springs or a mild Old Man Emu or similar 1-2" suspension lift for half the cost. If you do wish to replace it as Lexus intended my hat goes off to you as it really is a wonderful system and the ride is superb. Fear mongering aside they rarely go wrong. Just make sure to keep the reservoir topped up with Toyota only AHC suspension fluid. Any other hydraulic fluid will damage the system irreparably.

To this the day 02+ interior update of the LX470 looks luxurious, contemporary and upmarket. The 1998-01 look dated but if you are on a shoe-string you can't find a better truck for under 20 grand.

With all this said I have had some issues, some of which are ongoing and have been very costly to repair. So much so I am almost broke. First issue is the Air Mixer servo motors behind the dash which mix the air temperature you desire become old and break. This results in a grumble behind the dash which requires a complete dash removal I only trusted Lexus to do. This resulted in A 6 week wait for the part which was $500 and then a $1700.00 fitting bill. Suffice it to say I was very depressed.

Shortly thereafter the A/C condenser box started leaking condensation onto the floor and required a full clean out. This is due to 10 years of gunk and can cause mildew on the carpet. At the same time I have noticed my Valve cover gasket's weeping which is unfortunate but there is no money left in the kitty so they will have to wait. If you are considering purchase then set aside a few grand for repairs.

Other than these age related issues this has to be the most comfortable, most capable and most elegant SUV with true prowess that money can buy.

My Experience with the Porsche 964

I'm a Mercedes guy so I won't pretend to know anything substantial about the fabled 911, just the standard info that any self respecting car guy retains. Since I am around Porsche's of 80s-00s vintages more often, I thought I would write about my road trip in a rare (to Australia) little red 964. Yes, that's right, the slightly uglier but still attractive elusive middle child sandwiched between the 930 and the 993.

Tasked with the mission of safely delivering this rare beast to a collector in the Southern coastal NSW town of Kiama, my colleague and I set off early in the morning to avoid Sydney traffic. This started with me falling arse first into the 964 then dragging my feet in after. Is there a Porsche entry etiquette that enables big men to keep their dignity?

First thing I noted with the 964 is that it must have been one of the first Porsche's to be equipped with the tiptronic 4 speed? Purists will disagree with that appointment but I was relieved because my feet don't work magic with the off centre, tiny midget pedals the car is equipped with. Anyway, the 964 was mint, having traveled only 50,000km's from new and with every-which-way electric seats and air-con I was surprised at the luxuries.

Slightly dizzy from the fumes of the flat 6 3.6 we headed off. 10 minutes later we were at the mechanic with a broken thermostat informing the car that it was significantly hotter than it was. Having expressed shipped a new one and fixed the thermostat we headed off the next day. It wasn't until about 2 hours into the journey that I realised with the roof off, Journey on the radio and me in the passenger seat that I felt a little less masculine than I would have liked.

Once you descend the gorge down to Wollongong, I forget it's name, the roads really start to open up as you head towards Berry and Kiama and the 964 just came into it's own. I was amazed that an 80s engineered vehicle can still feel so planted and new. Speed has no relevance either and the security the car gives you to do ludicrous figures is startling. I can liken this road-holding and high speed security to only one other vehicle of the era and my personal favourite the W140 S class (ownership experience coming soon).

The only thing holding the 964 back is the flat 6. I don't know if it's due to the air cooled factor or that it was a 40 degrees celsius day. Maybe it was a marketing ploy of Porsche for the owners to come back in an trade up to the Turbo. Although I believe it a culmination of all these plus a lack of a 5th gear. The 964 needed more poke. It was quick but not Porsche quick. We were left in the dust by a 04 Maloo HSV 5.7 who wanted to race.

We made our destination on schedule, a deal was finalized and long story short I found myself coming home in a 2010 Cayenne. A vehicle I really enjoyed. Whilst there I was treated to a viewing of an enviable Porsche collection. Including a very rare 930 Turbo. See pictures.

In closing I really liked the 964, it drove amazingly well for it's age and I can see the collector appeal. The interior is simple and well engineered and a comfortable place to be once you eventually get in.
993s are now commanding stupid money and i'm not sure If I can see the value yet. So, if you are after an air cooled modern Porsche classic that is sure to increase in value but is affordable at the moment, get a hold of the forgotten 911, the 964. Preferably Turbo.

2004 Porsche Cayenne Turbo Review!

The late 90s saw the introduction of the Mercedes Benz ML W163, BMW followed in 2001 with the X5 and suddenly an SUV craze was upon us. Volkswagen Group partnered with Porsche to develop a shared platform to capitalize on this new market place and as a result the Touareg and Cayenne were born.

VW group spent huge money engineering the Touareg & Porsche Cayenne, it was of course to be Porsches first SUV as well as the first V8 engine the company had equipped a vehicle with since the 928. Many cars from the early 2000s were rattletrap shit-boxes, even the high end marques. The Cayenne and it's kinsman the Touareg were departures from this and in my opinion were superbly engineered and built.

The Cayenne even now 12-13 years after it's release (Country dependant) could pass as a 3-4 year old vehicle to the average Joe. Subtly menacing clean lines have kept the exterior instantly recognisable as Porsche, the interior is as high end as it gets. Is it possible to call a cold, Teutonic cabin luxurious? Whatever they did it works for me, It ranks as one of my favourite car interiors. Every luxury is discreetly afforded you without the ostentatiousness or show but with the durability to last a lifetime. I have yet to find a Cayenne interior that has not held up.

The vehicle cost huge money at the time and was initially released in various performance levels instead of trim lines, the norm for Porsche. It was the SUV for wealthy mothers with Botox brows, the car wealthy husbands bought their trophy wives whilst they drove a 911. Sadly now it is in the price point of pretenders who feign wealth. It is easy to tell an original owner from one of these show boaters by the addition of tacky modifications to the Cayenne, such as 22" wheels, blacked out taillights, so on and so forth. Fortunately many are still in the care of the original owners because they have lasted so well. Porsche even offered an optional 10 year bumper to bumper warranty on the Cayenne.

I have spent considerable time in Cayenne's over the years, notably a 2009 3.0 Diesel (please see photos) which I had the pleasure of taking all around the Italian countryside with very good friends. This review however is on the Turbo model and what a beast it is. The 4.5 V8 S model alone is phenomenal and the addition of the Turbo trim is overkill, but you would not want anything less. The power is staggering, the noise is so melodious that you will be constantly mashing the throttle and as a result be on a first name basis with your local petrol station employees or riding the bus with a suspended licence. The car is incredulously thirsty. As the adage goes, you have to pay, to play.

Performance figures for the Turbo Cayenne see it shoot to 100kph in around 5.5 seconds real world time, 5.0 if you spring for the ultra rare Turbo S. 440 Horses and 620 Newton-meters turn the Cayenne into a speeding slab of German steel. These figures were upped when the Cayenne received a facelift in 2007 to 490 Horses 700 Newton-meters, around 370 Kilowatts. The Turbo S figures were off the charts at 540 Horses 750 Newton-meters.

With all that performance you would think the vehicle to have zero practicality or daily driveability as 15 years ago these were Supercar figures. The fact is though that the Cayenne is ultra comfortable for daily family haulage and on top of that is actually exceptional off-road. Porsche ingeniously  equipped the Cayenne with a proper transfer case, unlike todays model. That is not to say that it would ever be a rock crawler, but it will get you through a muddy track or snowfall no problem at all. The air suspension can raise the car significantly in stages to suit the terrain. Porsche even had rally versions of this car, most notable the Transsyberia edition.

In summary, I love the first generation Cayenne. I love the Bose sound system, the incredible quality, the looks that refuse to date, the performance and capability, the interior that still looks current and generally everything about this SUV and how superior it was over every other offering at the time.

If you are considering one look for an unmolested original with plenty of receipts and logs, and enjoy in my opinion what is one hell of a deal.

2015 Range Rover Sport Review!

Range Rovers are as common as hatchbacks where I live, they are literally stacked sideways at Mosman Toyota's used lot and that is not even a Rangey dealership. My neighbour recently parked a brand new 2015 Range Rover Sport 4.4TDV8 in his drive, a close friend acquired one and simultaneously one briefly came through where I work. Both also the 4.4TDV8 guise. This bombardment has spurred me to pen a review of the current model after my experiences as driver and passenger.

I for one am still struggling to come to terms with something so quintessentially British as Land Rover now being owned by India's Tata. That somehow diminishes the appeal for me (It is like Mercedes not being German anymore) although I was very excited to be around the entirely new vehicle....until I wasn't. To start, the new Sport resembles an engorged Evoque, which already looks terrible and also had significant design input from Posh Spice. No that is not a joke. The whole appeal of Range Rover, to me anyway, was the boxy brute look that only the G-class and Wrangler seem to be holding onto. The size is still present but it's now curvaceous and resembles Kim Kardashian and/or a Hippo.

The interior of the vehicle felt even less bespoke with it's neuvo minimalistic approach. No woodgrain or lavishly appointed veneers and utterly cheap plastic lower door cards. In the vehicles defence it's seats are superb and it's stereo is pretty amazing. The gearstick is somewhat confusing at first but everything else and all the failings of the Sport fade away when you pop it into drive, at least for a short time. The engine is magnificent and surging with torque figures, around 700nm. Fuel economy is around the 9litre per 100km mark. 250 kilowatts at the drivers disposal and fuel consumption that won't break the bank will see you drive this large (I want to say tank but it did not feel solid enough) soft roader with a heavy foot.

Why did I call it a soft roader you say? Because in my honest opinion it is. 22 inch wheels wrapped in very low profile tyres are to large to do any serious off road work even though the sensational terrain response system is equipped in the Sport, they would scuff and puncture with the greatest of ease (Where do you fit the winch, snorkel and bull bar?).They are also to large to be sporty! They are probably the reason why the ride is rather harsh and unforgiving as well. Body roll was very well removed to the Sports credit and the 8 speed ZF gearbox was magnificent in both High and Low range. I thought having so many speeds it would be constantly hunting but it has obviously been tweaked to perfection.

Australian roads are notoriously bad and when buying a Range Rover, one would expect to be cossetted and shielded from their undulations, potholes and choppiness, unfortunately my 24 year old Mercedes S class does twice the job at this than the new RR sport. I loved the previous generation sport, I loved it's weight, it's intimidating brick like stance and the update interior on it was delightful. This Sport is just to futuristic to be a Range Rover for my taste. Range Rover means stately and old worldly and not one ounce of that can be found here. Yes I know it is the Sport. The heft and bank vault feeling has gone though and the boot is actually smaller than the previous model and is not a signature RR clamshell design either, disappointingly.

If your going to buy something from the Land Rover group, buy the big daddy Range Rover, snap up an old stock Defender or buy the Discovery 4. Leave this concoction to itself and quietly chuckle at the people who did buy it. I hate to write such a negative review as the Sports engine and gearbox are stunning, it is just the ugly design and the ride that let it down for me. For circa AU$150-180K I can think of better alternatives. That is not to say I would not take one if it was given to me and be thrilled. I'd just trade it in for something else. Maybe a slightly used Big Brother RR.

(I managed to snap the interior shots on my mobile, it was pouring with rain though so the exterior shot is a generic press release photo belonging to JLG.)

Audi Q7 V12 TDI Review!

I had the pleasure of encountering this rare beast last week and simply had to pen a review of it. The Q7 V12 TDI is the epitome of "A wolf in sheeps clothing". Most would think it another well heeled soccer mothers SUV....they would be oh so wrong. The heart of this vehicle is a sulphurous hell god wrangled into compliance by German engineers and strapped into a family SUV.

What this concoction results in is a Bahn-storming Panzer tank that can be as discreet as a Toyota Camry or as aggressive and intimidating on the highway as a Mercedes 600 Grosser charging behind you. The V12 TDI was a world first and adapted from Audi's Lemans TDI engine. It boasts a blistering 1000 newton meters of torque and being diesel returns staggering fuel economy of around 12-13L/100kms around town. When driving the Audi, I was sceptical as to wether the car would be an ally or try and consume me, I took it on a refuel run and it was clear that the car was in allegiance with me. The torque delivery is very linear and endless. Their is no power band as it is wholly encompassing and just wants to charge. Fortunately massive brakes reel it in with little drama, how many pistons the calibres on the cross drilled rotors contain....I do not know.

This vehicles clearly wants to consume other cars as if it had a furnace lurking beneath the enormous grill. Weighing only 300 kilos shy of 3 tonnes you would think such a large SUV would be unruly on the road but with so much power it was a breeze to drive, although it did keep me aware that is was a large car.

The queue's informing people as to what this vehicle is are a few subtle V12 badges on the side of the fenders and the tailgate. Other than these indicators it looks like most any other Q7 with an S-line package. If you recall about 10 years ago VW released it's Touareg V10TDI with accompanying advertisement of it towing a Boeing 747 Jet airliner to boast it's power and torque. This would be the replacement in my opinion.

Interior wise a few things set the V12 apart from it's run of the mill siblings. The fact that everything is wrapped in leather including the entire dash with accompanying carbon fibre inserts. A an audiophiles dream Bang and Olufsen sound system with gimmicky pop up tweeters, which sound superb, the metal speaker covers are a nice high finish too. Probably the largest panoramic sunroof I have ever seen surrounded by Alcantara headlining really finishes the cabin off. The media interface is beginning to look a little dated though as it first saw introduction in 2006.

 

 

 If you are after a vehicle for intimidation tactics, skirmishes or black ops, short of the JK Wrangler this would have to check the box. Picking the kids up from school in this however would seem a little ridiculous. The Q7 is about to be completely relaunched with a new model, this however is a better looking vehicle IMHO and does not apologise for it's size. With so few worldwide, I doubt I will ever encounter another of these, it was a pleasure.

1994-1997 Jaguar XJ X300 Review!

 

 

The X300 series Jaguar XJ retained the classic profile of it's predecessor, the XJ40 of the late 80's and early 90's. A silhouette that is instantly recognisable as a classic Cat. The hunkered down stance with elongated hood and tailgate clearly resemble a Jaguar, crouched ready to pounce. Adorned with subtle lashings of bright work, optional pin stripes and finished off with the leaping Cat hood ornament, (Which they need to bring back) this car looks bespoke without being obnoxious or garish about it.

The interior follows suit and affords the occupants a wafting stateroom on wheels. A complimentary English Manor smell is included....free. The car makes an occasion of any situation and you will find yourself dressing to meet it's standards. Anything less than a sports jacket would look out of place here. Beautiful timber and numerous cattle hides really make it the place to be and the seats are in my top 5 most comfortable of all time (Just don't expect the clock to work).

The X300 XJ was actually the first vehicle built by Jaguar under Ford's ownership tenure. This is not something to scoff at because the company brought a much needed cash injection into Jaguars Castle Bromwich facilities. This included very advanced new robots and a significant step up in reliability and electronics. It is only if one really scrutinizes the X300 can any trace of Ford be found, some sections of the interior that are rarely used and somewhat hidden bare traces of the Blue Oval parts bin.

Believe it or not there was no 8 cylinder option in the X300 series, a slew of different inline 6's and a range topping V12 were the choices. Many people get the X300 and it's replacement the X308, which is almost identical, confused as the same car. It was the X308 that introduced the range of V8's from the end of 1997. I have had the privilege of driving the standard 3.2L I6 as pictured here and also an XJR which featured a potent 4.0 supercharged I6. Both cars used a 4 speed automatic, a German ZF unit on the 3.2 and a General motors unit on the XJR. Of course both were shifted through the infamous J-Gate shifter, something that I miss on the new Tata Jaguars.

Driving impressions were very different on both cars, I found the XJR staggeringly fast, c. 322 horsepower and a fantastic muffled supercharger whine dispatch with the 0-100kph run in around 5.5 seconds. That said, the 200 horses the 3.2 provided were better suited to this cars purpose, it really is a very nice torque-y little engine. The seats were far more comfortable than the firmer sports seats in the XJR and I guess common middle ground would be the naturally aspirated 4.0 I6. The ride is exceptional, noise reduction is good but impact terms are non existent, potholes become something entirely un-concerning.

Various trim lines existed for the model and even some special editions such as the Heritage pictured in this review. In ascending order of expense I believe it went XJ6, Sovereign, Sport, XJR, XJ12 and the Daimler badged Vanden Plas capping it off. Long wheel base variants were available too, queue the rear timber picnic tables!

When looking to buy these, believe it or not, the I6's were more trouble free than the later V8s that replaced them. Make sure the vehicles is accompanied with receipts and books and obviously check all the main functions are operable (A/C, heat, stereo, windows, wipers, etc..). Check the exhaust manifold and suspension components as well as timing tensioners. Rust can appear in gas filler cap, under rear windscreen and around the guards, although Australian examples should be free of it.

Leaving this car is something to regret, everything about driving or riding in one instantly makes a bad day all the better. Age does not diminish their curbside appeal and waxed up there is no reason a Valet won't put one on display, even around the age of 20.

It is little connotations of heritage constantly thrown at you that make this car special. Look down at the walnut wheel and the face of a Jaguar is embossed in the leather, snarling at you. look over the hood and it's leaping forward in chrome, glance about the cabin and although you probably don't own a library wing in your house the timber and leather make you wish you had one, and a pipe. Even the leather trunk close tab is colour matched leather. For the paltry sum these beasts change hands for in the year 2015, it is well worth owning and enjoying one.