Jaguar XF 35t S 2016 Review

Jaguar XF 35t S
Road Test

Which is worth more? Cachet or safety? That was the concession buyers faced when pondering the purchase of the previous generation of Jaguar XF. The latest model has achieved a five-star Euro NCAP rating, which means it should no longer draw sniggers from the neighbours driving Mercs, Bimmers and Audis – or worse still, Volvos. This model tested is the fiery yet comforting XF 35t S, powered by a supercharged 3.0-litre V6 – no laughing matter now...

I've never been a cat person... but could make the leap if the cat in question is a Jaguar – of the four-wheeled variety.

Having tested the previous generation XF on a few occasions now, the new model comes as a very pleasant surprise. It feels subtly modernised, but may have lost some of that distinct character the older car offered. There's not much in it, but the previous XF was arguably more a breed apart from its obvious competitors.

That's not the case for the new model's 3.0-litre supercharged V6, however. It's a snarly engine that delivers practically immediate response and hauls from anywhere in the rev range, yet offers slightly higher performance levels above 3500rpm.

It can also be a lazy engine at low revs, when it will hold higher gears down to about 1100rpm with little to nothing in the way of labouring. Added to the fabulous soundtrack is a subtle whine from the supercharger on light or intermediate loads. Fuel consumption for the week was 13.0L/100km, which was pretty fair, given the big cat wasn't spared any hoofing and traffic was heavy over the period.

The ZF transmission in the XF S proved to be unexpectedly disappointing. It was prone to thump and bang if the driver was too swift reapplying power as the engine restarted at the traffic lights. German prestige rivals cope better with that sort of immediate demand – and the problem likely rests with Jaguar and the calibration of the transmission in the context of its idle-stop system, since some of those German rivals use the same 'box.

In Sport mode and using the shift paddles for sequential gear changes the XF would kick down to an even lower gear if the driver used more than about half throttle, but overriding the driver in manual mode ended at the redline, when the transmission just held the gear and wouldn't change up. While I accept the kick-down facility should override the manual shifting – in the event of an unforeseen emergency – I'm not sure why the same logic doesn't apply when the engine has reached maximum revs.

In corners and under brakes the XF S was fabulous. It was highly communicative, with a firm brake pedal that provided progressive braking (and halted the car very softly, considering its stopping potential).

Unlike some prestige cars, the XF S didn't feel neutered in Normal or Eco drive modes. And it was certainly fecund in Dynamic mode with the transmission in sport. There was plenty of good steering feel and response, and a tendency to swing this cat by the tail if you got a bit over-enthusiastic.

Nevertheless, the XF S was remarkably safe. Everything happened with the sort of advance notice that makes even an average driver seem adept. You could pick and choose how to respond to the car's feedback and not put yourself or passengers at significant risk – and all the time you're having a ball.

At lower speeds – and not in the Dynamic mode setting – the XF S rode comfortably and was generally very quiet at touring speeds. Tyre noise was muffled, and there was little other noise from any other source, although the suspension was audible over sharper impacts such as cobblestones.

All the constituent components of the XF S as a driver's car were up to scratch and commendable. That included the driving position and the excellent seats. While the seats were prized for their shape, comfort and general snugness, it needs to be acknowledged that they were optional features with 14-way adjustment adding $800 to the price of this particular car. They also came with heating and cooling, which piled $1500 more on the final price.

I remain a fan of the rotary gear shifter, and the combination of informative instrumentation. And the ergonomically sensible switchgear for the climate control system and the simple infotainment system touch screen were tick marks in the Jaguar's favour.

There were a couple of surprise-and-delight features in the form of the climate control vents that automatically opened when the engine was switched on, but the new XF doesn't offer quite the 'wow' factor that its predecessor did when it first arrived here. And the powered vents, as it turns out, cost an extra $510 as part of a 'Black Pack' option.

So the new XF is a bit more sensible and straight-laced than the previous model perhaps, but it's not without some niggles... and they are in the category of driver-assist technology. The Lane Keeping Aid, which is an option priced at $1060 with Driver Drowsiness thrown in, struggled badly with Australian country roads, even when they were marked with a distinct line at the shoulder. Rivals are doing better these days, and since this is a problem afflicting Land Rover products as well as this particular Jaguar, it must be time for JLR to catch up – or our country roads to improve...

The High Beam Assist was not as responsive as a similar system from BMW recently tested in that company's MINI JCW. On one right-hand bend the Jaguar system failed to recognise an on-coming vehicle and didn't dip the lights at all because the other vehicle was approaching from a more obtuse angle. All that said, however, BMW's 750i recently blotted its own copybook in similar fashion.

As a package the XF S is roomier in the back than the XE, naturally. The roofline is still a bit low (not helped any by the low ride height of the XF S), but inside there's laudable headroom, even with the optional sunroof fitted (costing $3200 extra). Kitted out with a mix of carbon fibre and satin-finish metallic trim the vehicle on test was upholstered in bone leather with contrasting soft materials in charcoal and a black headlining. It would be a devil of a thing to keep clean, but looked great.

Overall the Jaguar's fit and finish were up there with its prestige rivals, but if you stoop and look into the boot there's a roughly-and-ready subframe in there, under the parcel shelf. There's barely a lick of paint on it and it looks unfinished. While some prestige brands in this market segment – and consider what the XF S costs to purchase – do line the boot fully, Jaguar has chosen not to do so. Whether this will be a deal-breaker is up to the individual buyer.

The boot is a shallow affair, even with a space-saver spare tyre under the boot floor. Gooseneck hinges don't intrude on boot volume to any great degree, because the space around the hinges wouldn't be especially useful anyway. But it's interesting to note that Jaguar hasn't adopted the solution of at least one local manufacturer building large, rear-wheel drive cars: gas struts tucked up out of the way in the boot's rain channel.

For all that, however, this particular Jaguar is an appealing car. Most prospective buyers could live with the niggles mentioned above because there's an impressive level of performance and looks in this car, to say nothing of the whole driving experience and its Dr Jekyll nature when touring. If one is to lash out $128,200 for a new, luxury sedan, it might as well be a decision made jointly by the heart and the head.

2016 Jaguar XF 35t S pricing and specifications:
Price: $145,040 (as tested, plus on-road costs)
Engine: 3.0-litre six-cylinder supercharged-petrol
Output: 280kW/450Nm
Transmission: Eight-speed automatic
Fuel: 8.3L/100km (ADR Combined)
CO2: TBA
Safety rating: Five-star (EuroNCAP)

Also consider:
>> BMW 535i M Sport (from $122,600 plus ORCs)
>> Lexus GS 350 F Sport (from $94,000 plus ORCs)
>> Mercedes-Benz E 400 (from $129,040 plus ORCs)