Jaguar XF Premium Luxury 2.2D 2013 Review

Price Guide (recommended price before statutory & delivery charges): $76,500
Options fitted to test car (not included in above price): 19-inch ‘Aquila’ alloy wheels $1490; Sunroof $3920; 60/40 split rear seat $1000; Blind spot monitor $990; ‘Rich Oak’ interior veneer $320; Metallic paint $2650
Crash rating: Four-star (ANCAP)
Fuel: Diesel
Claimed fuel economy (L/100km): 5.2
CO2 emissions (g/km): 139
Also consider: Audi A6 TDI (from $78,900); BMW 520d (from $81,300); Infiniti M30d GT (from $87,900); Mercedes-Benz E220 CDI BlueEFFICIENCY Elegance (from $84,800)

There’s no doubting it: Jaguar XF cuts a fine figure on the streets, displaying all three crucial elements of a cat from Coventry: Grace, Space and Pace. What’s really special is that in Premium Luxury 2.2D guise this is all achieved with the added frugality of a turbocharged diesel four-pot.

As discovered during our review of the entry-level petrol XF the Jaguar’s entry into the prestige sedan segment loses nothing dynamically to its largely German opposition, with the benefit of keen pricing carried throughout the range. The Premium Luxury we sampled starts at comfortably under $80,000 (plus on-road costs), something only Audi’s A6 TDI can also claim.

In addition to being great value the Jaguar’s 2.2-litre turbo-diesel offers superior power and torque (147kW/450Nm) to the Germans, while being comparable on claimed fuel usage, matching the BMW and Mercedes-Benz by sipping 5.2L/100km.

So, it appears as though Jaguar has hit a sweet-spot, out-witting the Germans at their own prestige game. But there is one aspect where the British cat has copied, rather than created. This is revealed by the above options list. Disappointingly, it’s long and expensive…and really only the tip of an iceberg. The Stratus Grey of our test vehicle was exquisite, but would I pay an additional $2650 for the privilege? And a round $1000 for a split-fold rear seat I can get standard in a $20,000 Hyundai...

Thankfully, there was a sense of occasion that softened the blow whenever I spotted the XF in the driveway, the proud, traditional grille a particular aesthetic highlight.

Charisma continued once the cabin was entered and the engine started, the ventilation outlets and gear selector revealing themselves from hiding to the suave accompaniment of leather and ‘rich oak’ veneer trim (another $320). Unfortunately, the airbag-covering trim on the steering wheel centre felt harsh and cheap, letting an otherwise premium-feel cabin down.

Upon start-up the four-cylinder diesel was more obtrusive than expected, chattering its discontent until warmed through. Twisting the gear selector to ‘D’ saw the Jag slide away, still with some droning engine note through to the cabin under load. Once up to speed, however, the almost truck-like note dissolved into unobtrusive progress, wafting occupants along at freeway speeds in near-silence.

It was a pleasant surprise as the Jaguar’s shape doesn’t appear overly aerodynamic and the car rode on 40-profile tyres with 19-inch wheels which would normally add decibels. It also helped that in eighth gear, the diesel was turning a leisurely 1500rpm at 100km/h.

Speaking of gears the ZF self-shifter (with the option of sport mode and manual changing via wheel-mounted paddles) proved itself as the way forward for luxury transmissions, with none of the jerkiness you can experience in a dual-clutch arrangement. Perhaps the only criticism occurred when a kickdown from eighth gear was requested and the box scrambled to find the appropriate ratio, a delay which could prove dangerous if preparing to overtake.

Despite the impressive output from a relatively small capacity, the oiler never really overcame the XF’s 1859kg bulk, delivering its power smoothly but never really exciting its occupants. It was also less frugal than claimed, despite a lot of highway driving; on test, we averaged 6.9L/100km.

Long known for its chassis prowess, the XF’s ride was unusually firm at low speed -- those tyres again? -- but it smoothed out at speed to offer a fine blend of ride comfort and reasonably flat cornering for a car of such weight. On the highway, the way the Jag soaked up imperfections, combined with a regal seat position and wide centre console to rest the arm, made for deeply relaxing progress.

Also of note was the simple interaction with the major controls, which was almost therapeutic in a segment that is littered with complicated interfaces.

Touchscreen navigation control and Bluetooth connection were simple affairs, the wheel-mounted cruise control activation also logical in layout (flick the control up to engage…easy). The system did let itself down however by being slow to react to a driver’s input. Several times I adjusted the volume control on the steering wheel, or the HVAC controls, only for whole seconds to pass for the change to be reflected. It might sound small, but the distraction could lead to a safety issue.

Moving to the rear of the cabin, the quality trimming and plush cushioning continued, though the rear bench’s high-mounted position and hefty headrests actually restricted the driver’s rearward visibility.

There are vents to the back row, however, and rear passengers don’t have the ability to adjust their climate zones individually from the driver’s chosen setting.

Boot space was plentiful and again well-finished, further enhanced by the split-fold option.

In reality, the Jaguar was a pleasant, comfortable companion. And it would have remained so had not one option been ticked. Our advice? Keep the options sensible and you could have yourself a luxury bargain that stands out from the German crowd.

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