As it happens, the last couple of Jaguar S-Types which I’d driven were the 4.2-litre V8s, in both supercharged and normal versions. I wondered as I took the 2.5-litre Sport for review, would I miss the massive power of the others?

I didn’t, as it turned out. With a 0-60mph performance of 8.2secs, the new smaller engine for the S is no slouch at all and delivers very respectable coming and going for anyone who feels the previously-entry 3-litre to be a little too rich for the bank account.

I DID miss, though, the superb 6-speed autobox of the other cars, which is available in the 2.5-litre. And most buyers opt for automatic transmissions in the S-Type. I certainly would, not least because I found the 5-speed manual Getrag box in the review car a little on the heavy side to operate, particularly the clutch. And without any intent of being sexist, I would recommend that no woman buyer should be asked to take the manual version.

And that’s about the only negative of any consequence you’re going to see in this piece. Because the S-Type in its latest revision has been significantly enhanced in many ways, and for that growing band of people who appreciate the big hunting cat badge on their grilles, it represents a very good investment in motoring.

The essential shape of the car has not been touched, a sensible thing since it was only introduced in 1999 anyway. But the Sport under review does differ from its Classic and Executive companions by having been de-chromed. It is particularly noticeable around the grille, and the result is a matter of taste to the buyer - some owners suggested to me that it looked a little cheaper, which it certainly is not. Me? ... I kind of like it without the silvering. The Sport also has larger wheels than the Classic.

For the inside, a new fascia incorporates grey-stained birds-eye maple, toning with the charcoal colour of the other elements, and there’s a chunkier steering wheel as well as that very short gearshifter. The instrumentation is almost too discreetly styled, and trip information in the ‘message centre’ window at the base of the main dials could in fact be more brightly lit. The centre stack design included the optional phone-pad setup in the radio section, with the buttons doubling up as a nine channels selector. There was also a CD unit which, while listed as an extra against the standard radio/cassette, is likely to be found in all S-Types sold here.

All versions of the car come with full climate control, which is adjustable for individual front occupants requirements.

The Sport specced car has its own sporty seats, in perforated leather and very supportive without being too grippy.

A new feature of the S-Type is the electronic parking brake, which eliminates the traditional long lever in favour of a discreet lift-up handle on the console behind the gearshift. In manual cars, the brake automatically sets itself when the key is removed, and is released by pressing down the handle. In automatic versions, it releases automatically when the shifter is moved out of ‘P’. The brake can be used on the move in emergency.

(Downside for motor writers or second car owners: when you get used to it, you can forget that not all cars automatically set their parking brake. Beware on hills.)

I never heard any complaints about the old suspension, but they’ve completely renewed the front underpinnings, partly to cope with the needs of the very powerful version R. They tell us they’ve improved anti-dive, ironed out any problems associated with road camber and surface changes, and provided better straight-ahead performance. Tweaks to the rear systems have improved ride refinement, stiffness and maintenance of wheels alignment under pressure.

All S-Types come with what the English specification sheet calls ‘Panic Brake Assist’, but in Ireland they’ve renamed it as ‘Emergency Brake Assist’, a term with with which we are much more familiar. Clearly, Jaguar owners in Ireland do not panic. The cars also have a dynamic stability control, working individually on all four wheels, to intervene if the intention of the driver and the actual fact of where the car is going don’t tally.

Small things make big impressions. For instance, the matter of popping the boot lid, either on the key fob or dashboard, makes the lid open up all the way - no lifting required.

In addition to the standard electric seat adjustments available to both front occupants, there’s an ‘auto’ setting on the steering wheel, which has it lift upwards when the key is taken out. Makes it that little easier for some to disembark. And if the optional extra pedals adjustment system is installed, they move back too.

The S-Type doesn’t actually look as big as it is, in some colours anyway, but in fact there’s more than ample room for five inside. Comfort room it is, too. And here’s where Jaguars always differ from some of their direct competition: while the ethos is sporting, comfort is in fact the first priority. So your usual buyer is older, though getting somewhat younger with the addition of the X-Type and its latest 2-litre version.

I’m older, and appreciate my comfort. Which brings me to my only other negative. The lack of a high-enough rest for the left foot. As I said, it’s the small things that impress, and their lack has an opposite effect.

Now, to road. The 2.5-litre V6 may be smaller, but is no less smooth than the 3-litre on which is based - same stroke, narrower bore. And with the vast bulk of the power available across a 2500-6000rpm band, it is also very flexible. Indeed, I found there was no problem for the car to pull away from under 1000rpm in top gear, with not a trace of chucking. There’s a continuously variable cam phasing system which helps this performance, varying valve operations under instructions from a computer monitoring engine speed and load, and even the temperature of the oil.

The car is uncannily quiet from switch-on, and doesn’t ever fuss even when revved hard, a real tribute to the engineers at Castle Bromwich, Birmingham. It also doesn’t give any kick-in-the-back, but the 201 horses just pull steadily and in very great unison, to achieve decent performance without making a thing of it.

I’ve mentioned the gearshifting. In some respects, the overall controls feel seems heavier in the Sport, possibly reflecting the market it is aimed at, the younger and more ‘driver’ buyer who wants to feel he has a handful of thoroughbred. But they are very precise, and nothing will cause a blip in smooth passage.

The suspension is stiffer than in the Classic or Luxury versions, but never felt hard as a ride. I took the car early in a morning to a fairly twisty set of bends where I have a decent view, and found that putting the suspension under pressure didn’t cause any problems (I funked out of actually going hard enough to pull in the DSC, given that I would be throwing around a 60,000 euros-plus vehicle and they don’t like them being brought back damaged).

Besides, there’s not quite enough urge in this engine to be too playful. Not a thing that will bother anyone buying it, because if they want urge they can look to three other engine options (and a price that ranges all the way up to 103,856 euros).

The very low-profile tyres on the review car were also to be minded, given what can happen to them on potholed surfaces, not the kind of roads they are designed for: it would also be a damn shame to shatter those alloys.

While in my care, the 2.5 S returned a very decent 31mpg, more than is claimed in the combined figures from Jaguar. Mark that against a registering 8mpg while crawling up the stop-go track leading to the Mad Cow Roundabout in Dublin and you can see how well the overall average was.

The car also attracted admiring glances, and even unexpected courtesies. Which proves something. Exactly what, I don’t know. But it’s nice.