Jaguar XF 2008 Review

What we liked
>> Twin-turbo diesel V6
>> On-road presence
>> Engine-gearbox integration

Not so much
>> Rear legroom and egress
>> Interior gadgetry
>> The slot for the key fob is located just north of your right ankle!

Other models' ratings at bottom

About our ratings

OVERVIEW
Short-term profitability, a new, motivated owner at the door and a brand-new car -- things haven't looked this good for Jaguar in quite some time. Though the cloud of the untimely passing of Jaguar Land Rover boss, Australian Geoff Polites, hung over the local launch of the new XF, it did not mask the optimism company insiders have for their new saloon.

Built with more than a passing eye to the latest versions of Jaguar's well-received XK range of coupes and cabrios, the XF is the car that will make or break Jaguar... And not just on its sales success alone. Though a four-door, five-seater saloon, the new car is also a 'taste test' for the new models the British marque will debut in coming years.

The first-ever clean-sheet saloon for Jaguar's well-known design chief, Ian Callum, the XF ushers in the marque's latest design language. Though Jaguar says it pays homage to previous generations of various models, the XF is very much, to quote the company itself, a "forward looking" car.

The XF replaces the S-Type -- Jaguar's previous 'executive' model. It therefore sits under the range-topping XJ range and above (well above, as it turns out) the largely unloved, Ford Mondeo-based X-Type. As such, it takes on some of the automotive world's heaviest hitters, in terms of technology and refinement: Mercedes E-Class, BMW 5 Series and Audi A6.

The XF is, if nothing else, aiming high...

PRICE AND EQUIPMENT
To be fair, Jaguar Australia was at pains to point out at the XF's launch that the company is not about to knock off any of the above European juggernauts. At least not in terms of cars sold. Jaguar says it's now a "luxury, niche player" and will concentrate on selling "Beautiful fast cars" profitably...

The XF range therefore arrives Down Under without the $70-80K stocking-fillers that both BMW and Audi offer in their 5 Series and A6 line-ups. Though Jaguar says it could have played a pricing game, it decided to specify the XF models appropriately and let the price fall where it may. That means it'll take six figures to get your backside into the baseline XF.

Each priced at $105,500 and sporting near-identical specifications and standard equipment, the 2.7D twin-turbo V6 diesel and 3.0 V6 petrol kick off the XF range.

Standard specifications of the cars reflect the $100K-plus pricetag, save for the usurious $2500 demanded for metallic paint (of the 15 exterior paint colours only two -- porcelain and ebony -- are not metallic). Included, however, is a full complement of safety aids (park sensors are included, but the reversing camera is missed out -- see SAFETY for more) plus a hefty swag of comfort goodies such as: one-touch power windows; climate control; front power seats (10-way, two-setting memory, but no heating) and steering wheel adjustment; high-quality audio with full iPod and BlueTooth compatability; colour touch-screen satnav, and keyless start.

The 2.7 and 3.0 get leather seat facings but the stylish, soft-touch stitched dashpad and door tops are a man-made material that's derived from carbon not cows.

Both V6s are matched to a six-speed ZF auto operated via Jaguar's latest gadget, the much-hyped rotary JaguarDrive Selector. Steering wheel mounted gearshift paddles are standard on all XFs and the transmission features sport and manual modes for those looking for more involvement.

The naturally-aspirated 4.2 V8 is the next model up the XF ladder at $130,500. Included in the V8's price are all of the above plus metallic paint, bi-xenon headlamps ($1820 on the base models), folding mirrors and a reversing camera. The V8 also upgrades the keyless start system to keyless entry and start (a $900 option on the 2.7 and 3.0).

Inside, burl walnut timber highlights replace the entry models' American walnut, and the seat facings change from 'Bond' leather to 'Softgrain'. There's real leather to the dash and doors at this level as well.

The V8 rolls on 19-inch wheels (up an inch on the 2.7D and 3.0V6), the stereo is boosted to a 320W unit and Jag even throws in a set of carpet mats.

Top of the XF range (but not available to be driven at the local launch) is the SV8 4.2 --called the 'Supercharged' in some markets.

Not to be confused with the XF Type R, which is still some time away (more here), the $166,700 SV8 gets 20-inch wheels (8.5 front, 9.5-inch at the rear) and Jaguar's Computer Active Technology Suspension (CATS). The engineers have also tweaked the driveline electronics to include a Dynamic mode for on-track silliness. A tyre pressure monitoring system is also standard ($900 option on other models).

Inside, the SV8's front seats get more adjustability (16-way) and are heated and cooled. The wood accents are Rich Oak and the carpet mats become "premium" items. There's a full 440W output from the Bowers & Wilkins stereo and digital/analogue television tuners are added, as well as a voice-actuation system called, JaguarVoice.

The television tuners and vox system are $1400 and $1500 respectively on other models.

Other options offered across the XF line-up include sunroof ($3700), Adaptive Cruise Control (not on 2.7D, $5500), Blind Spot Monitor (V8s $830; others $2030 with Mirror Pack) and rear window blind ($830). Various option packs will also be available, as well as wheel and trim variations.

MECHANICAL
Although new, the XF draws on Jaguar's XK range for elements of its chassis including suspension design. The overall structure, however, is new and claims to be the best in class for torsional stiffness.

Like most of its ilk, the XF's body features widespread use of 'smart' steels to maximize strength while optimizing weight, workability and the cost/benefit equation. High carbon steels, dual-phase, hot-formed boron steels, and case-hardened steels all feature in the XF's body-in-white.

As noted, the suspension design comes across from the XK range. Indeed XF program boss, Mick Mohan says the naturally-aspirated 4.2 V8 XK coupe was the 'benchmark' car for the XF. While the saloon had to deliver appropriate comfort and space, he says it also had to match the XK for fun and wieldiness.

The front suspension uses the coupe's unequal length double wishbone design. There's multilink independent rear suspension and both are subframe-mounted for better NVH isolation and control. Aluminium componentry is used to minimize unsprung weight.

The V6s (petrol and diesel) and the naturally-aspirated V8 share suspension settings, says Jaguar. Only the SV8 gets Jaguar's CATS "semi-active" (Jag's claim, not ours) suspension system. This is also XK sourced and uses electronically-controlled, two-stage, adaptive dampers "whose characteristics are automatically adjusted within milliseconds in response to road conditions and driving inputs, for the optimum balance between comfort and control".

As you'd expect, the XF features a premium all-disc antilock braking system. All models bar the supercharged V8 feature 326 x 20mm vented discs all round. The SV8 upgrades its front rotors to 355 x 32mm units.

Steering is a variable-ratio power-assisted rack and pinion system. It's tuned to US tastes and is disappointingly light and vague on-centre. Ford's latest Falcon effort is better -- especially in XR guise.

Perhaps, therefore, Jaguar could get Broadmeadows to swap their steering tune expertise for the latest version of Jag's twin-turbocharged 2.7-litre 24-valve V6 diesel. This quiet, smooth and wonderfully elastic Euro IV compliant engine delivers a modest 152kW, but an XF-V8-beating 435Nm of torque.

Though initial orders are favouring the petrol V6, this is the engine most XF buyers will want once they drive the car. It's a ripper and certainly shades the petrol six for drivability!

Jaguar claims the twin-turbo oiler (developed with PSA) is the lightest diesel engine of its type and size. It features latest generation high-pressure common-rail piezo-electric direct-injection and, in a car that weighs almost 1800kg sans crew, returns an impressive 7.5L/100km in combined testing. We had no problems approaching this sort of economy on our admittedly brisk launch drive.

The 3.0-litre 24-valve V6 petrol engine is more capable than we expected and sounds better in the XF than in its previous guise under the bonnet of the S-Type. With 175kW, but only 293Nm, it struggles to match the vibrant in-gear acceleration of the 2.7D but it's no slug and will keep most owners happy.

Claimed combined fuel economy is 10.5L/100km and the petrol V6 does the 0-100km/h sprint in 8.3sec -- 0.1sec slower than its diesel counterpart. Both base XFs have top speeds on the go-to-gaol side of 220km/h.

Jaguar's proven and sonorous 4.2-litre V8 is offered in both naturally-aspirated and supercharged versions in the XF. Outputs are 219kW/411Nm and 306kW/560Nm respectively.

If the twin-turbo diesel is the thinking man's XF, the atmo V8 qualifies as the enthusiast's choice. Though its power is short of the likes of BMW's 550i and the 5.4-litre Benz V8, the V8 XF still manages to dispatch the 0-100km/h sprint in just 6.5sec and those in the know says it fair whacks the 250km/h speed limiter.

The engine has other charms -- chiefly its wonderful soundtrack thanks to a redesigned active exhaust system.

Claimed combined fuel economy is just 0.6L/100km thirstier than the V6. In a mix of country and city driving (around 240km from Mt Buller to Melbourne) we recorded an average of 10.3L/100km!

We'll deliver more information on the supercharged SV8 when it arrives Down Under, but for the record it's sportscar quick, taking just 5.1sec for the 0-100km/h. Overtaking and in-gear performance should be good too -- Jag says just short of 90 per cent of peak torque is available from 2000rpm to redline.

The XF uses ZF's excellent and proven six-speed autobox across the range -- there is no manual gearbox option.

In the XF the ZF box has been revised with shift-by-wire actuation and new gear-changing strategies. This adaptive gearbox is simply one of the best currently available, whether left to its own devices, locked into sport mode or operated via the wheel-mounted paddles. And yes, its does throttle blip on downchanges.

PACKAGING
The XF may have a coupe-esque silhouette but it's no pip squeak. Its length and width place it firmly in the Large Car category.

At 4961mm long, the XF is longer than both the Audi A6 (4916) and BMW 530i (4841) and even tops our own homegrown 'biggie', Holden's Commodore (4894). The Jag's 2909mm wheelbase is also rangey -- only 6mm shorter than the Holden and longer than both Euros (BMW 2888mm, Audi 2843).

The XF's front and rear tracks are 1559 and 1605mm respectively and in terms of overall width (excluding mirrors) the Jag's 1877mm is midway between A6 (1855) and our local  offering (1899mm). For the record, the 530i's narrower than the Audi.

Yep, it's a biggie, yet inside the cabin, the car feels smaller than both its European (and local) equivalents. Let's be generous and call it cocooning, rather than cramped.

Though Jaguar's pushed the front seats outboard as far as possible -- to generate more shoulder room -- the high, rising beltline and wide centre console combine to 'bracket' the front occupants.

The centre console is claimed to be sportscar-like. It seems to us, however, to be a victory of the Yanks over the rest of the world. Jaguar's new rotary gearshift control and electronic park brake control take up barely 20 per cent of the available real estate. The rest comprises three concealed cupholders -- one big enough to consumer the dreaded 'Big Gulp'.

Jag's keen to point out you can reconfigure one of the bins to store products other than CocaCola Corp's, but couldn't they come up with something to better suit the rest of the world?

Sitting low, on wide, flat, yet comfortable seat cushions, you face a dash that's dominated by horizontal alloy and timber detailing. Though the dashtop itself has been physically and visually lowered, this is still very much a car you sit in.

Though the roof line appears to plunge almost from the B-pillar, rear headroom is surprisingly good -- at least once you're in the car. You need to duck good and proper when getting in.

Rear legroom is okay, though not in the A6 league and there's only a moderate amount of room under the front seats for feet. If a six-footer's driving, there's not much space behind for adult passengers. And even when there's a shorty at the wheel, there's an issue with egress. A little like its (very) distant cousin, Ford Australia's AU-BF range, the space twixt seat edge and B-pillar makes getting your feet out of the car harder than it should be.

The rear bench is conventional (ie: shaped for three) but we'd suggest it'll be a squeeze for three adults. Indeed, such is the packaging, one wonders how close Jaguar got to taking a leaf out of the Benz CLS book and making the XF a pure four-seater.

The XF's high bustle does yield benefits in terms of boot space. Capacity with a space saver spare is an impressive 540 litres and versatility is maximized, thanks to a splitfold rear seat (good for another 400 litres!). Yep... In a Jag! Remember when Jaguars had no boot space?

The XF's interior has been one of the of success stories of the vehicle in terms of its reception worldwide. We're not sure what we're missing, but it not a standout for us.

That said the execution is impressive. The alloy dash panel looks and feels like real metal and the wood that's been used is well integrated. Fit and finish on the cars we drove was good without being top of the class.

We're not fans of gadgetry for its own sake. We'll leave it to you to decide if the start up sequence of 'pulsing' start button, rotating air vents and tumescence of the Jaguar Drive Selector does it for you.

And while we're talking about gadgetry -- the glovebox latch and map lights are operated via JaguarSense touch or proximity sensing. Jag says you need just touch the appropriate spots on the car and the lights go on (or off) and the glovebox door opens... Well, the lights worked fine, but the glovebox was hit and miss. Blame the writer's short fat fingers, perhaps...

SAFETY
Jaguar says it's serious about the safety credentials of the XF. It ticks all of the boxes you'd expect for a $100K car and adds an innovative active pedestrian safety system that previously has been restricted (largely) to sportscars.

The base structure kicks off the safety story with claims from the company its design has been led by crash safety needs "especially by the latest side intrusion and SUV over-ride requirements".

A full airbag complement is featured and driver aids include a full antilock braking suite (with Electronic Brake Assist, Electronic Brakeforce Distribution, Anti-lock Braking System and Cornering Brake Control) and a high-end stability system -- the latter with Understeer Control Logic which "decelerates the car and helps to restore grip to the front wheels when required."

XF's fitted with optional adaptive cruise control also get Electronic Brake Prefill. According to Jaguar: "This senses any rapid throttle lift-off and initiates a small brake hydraulic pressure build-up in anticipation of the brakes being applied, to give better pedal response and slightly shorter stopping distances." Benz, BMW and Audi all offer similar systems.

Park sensors are standard but the reversing camera is offered at extra cost on base XFs. Given the high tail of the car and reduced rearward vision, it's probably money well spent. With the exception of the rearward view, the XF's sight lines are good however -- a benefit of the special steels used to reduce A and B-pillar dimensions.

As noted above, the XF also features Jaguar's Pedestrian Contact Sensing System. Drawn from the XK range, the system employs sensors and a pyrotechnic-actuated bonnet to "mitigate pedestrian injury." In effect, the system allows Jag's designers to lower the XF's bonnet height and still meet European pedestrian safety requirements.

COMPETITORS
The usual suspects have been quoted throughout this launch review. And while the XF must battle with the likes of the A6, BMW 5 Series and E-Class Mercedes-Benz for the mainstream buyers if it is to be an international success, we've got a gut feeling it could punch above its weight locally and grab some surprising conquests.

The German executive-class cars approach ubiquity in Australian corporate and golf club carparks, so those looking for a change -- be it up, or down -- could be tempted by the XF. Jaguar Australia certainly hopes so.

Our impression of the packaging is that 5, A6 and E buyers looking to regularly carry four or five might be scared off -- despite the price advantage the V6 XFs offer. This space race won't concern, say, Benz CLS buyers and those coming out of Lexus GS models, or indeed cashed up 3 Series and A4 owners.

Specification-adjusted pricing is a moving feast in this end of the new car marketplace. At $105K the base model XFs aren't cheap but they seem to represent better than benchmark pricing. And comparing the $130K-ish V8 with something like a $140K-plus CLS 350 makes the Britisher seems like value.

Retained value may scare some buyers -- Jaguars traditionally plummet once driven off the showroom floor. We're prepared to punt that Jaguar will address this issue as part of the serious roll out of the XF.

ON THE ROAD
The XF is a good drive -- even the petrol V6, which frankly we expected to be less than convincing. In all variants it's very quiet, cultured and very competent. The diesel especially is amazingly serene -- even taking into account some coarse-chip tyre noise, in our experience it's the quietest of the current diesel execs.

The local launch drive was a big one as launch drives go -- around 480km from Melbourne to an unseasonably snowy Mt Buller for lunch and back again. The roads were a mix of city, suburbs, open highway and slick, but not icy, mountain switchbacks. They're roads we know well and coincidentally the route also overlapped some of the roads we drove recently as part of Ford's FG launch. We mention this because it gave us a chance to compare the resolution of the Jaguar with the local product in its latest from.

Jaguar won't be happy when we say both the steering and ride/handling balance of the XF are not as well suited to our roads as their 'cousins'' efforts in the top-line FGs.

The XF's steering is precise and its turn-in is sportingly sharp but it lacks the on-centre feel and feedback to enable the driver to make the best of that precision. We found at times we were 'chasing' the car, making a conscious effort to maintain road position.

Likewise, the car corners with aplomb, has huge reserves of grip (even on wet roads at 0 degrees C) and sits reassuringly flat when pushing on, but the ride response is too sharp -- at least as sharp as the 5 Series on sports suspension and runflats and significantly less soothing than, say, the new F6E Turbo (even on 19-inch wheels).

Jaguar says it will sell the car in the USA on this same suspension set-up. We'll be surprised if that's the case. Despite the company's move to the more sporting end of the spectrum, the base models could do with some tweaking for this market, or preferably, the availability of adjustable suspension with comfort and sport settings.

Given the excellent execution of the rest of the car, this needs attention.

In terms of powertrain choice, the V6 petrol has an engaging engine note -- not common for V6s outside the Alfa stable -- but requires some stirring along to deliver its best. So too, the V8 which is really only getting into its stride at velocities that will loose you your licence.

There's an infectious burble to the V8's exhaust which brings out the worst in some of us. At 120km/h the 4.2 really just wants to GO! Officer...

The 2.7D on the other hand has buckets of torque from down in the rev range and is both smooth and willing. When it's time to overtake, you just squeeze the pedal and go. We recorded better than 7.5L/100km and that included some aggressive mountain driving. On a Sydney-to-Melbourne run this car could deliver 6.0L figures.

On all three variants we drove, the gearbox is hard to fault. It's adaptive, so if you're having a lazy day it'll accommodate you. Need to liven things up? Then punch in sport mode or, better still, use the paddles and you're in action. We love the throttle blip on the downchange in manual mode.

All three powerplants have their place currently, though in the longer term we believe the competence, performance and economy of the diesel will make the 2.7D the default choice for local buyers.

We're pointedly not big fans of the XF's interior styling. The rotating vents are gadgetry, as is the rotary dial, but it all works well enough -- save for the ridiculous placement of the key fob storage (at what seems like ankle level to the lower right of the steering column). At least Jaguar has attempted to move outside the square.

In contrast, the external styling is growing on us. The car looks powerful and purposeful on the road and won't easily be missed. The rear three-quarter angle is especially good --and made better for the addition of Jaguar's wonderful 'Leaper' badge to the rear of the car.

To comment on this article click