Jaguar XF 2009 Review

What we liked
>> No-knock, no-lag diesel
>> Evocative V8s, especially the supercharged engine
>> Style, interior packaging and design

Overall rating: 3.0/5.0
Engine and Drivetrain: 3.5/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 2.5/5.0
Behind the wheel: 3.0/5.0
X-factor: 4.0/5.0

About our ratings

OVERVIEW

But it has paid dividends for the prestige British manufacturer. Singlehandedly, it would seem, the XF has reduced the average age of the Jaguar-buying demographic in Australia from 55 to 49 -- with XF buyers averaging 44 years of age.

If the XF is as far removed from the philosophy behind the 'nouveau classic' look of the S-Type as possible, it has nonetheless been well received by over 500 buyers in Australia since its launch this time last year.

Indeed, it's the XF that's largely responsible for Jaguar's resurgence in what is a depressed market this year. Though still small, the importer's sales are up 27 per cent, year-to-date and the sales forecast for this year shows the XF accounting for up to 60 per cent of all sales. Jaguar Australia's General Manager, Chris Lidis, welcomes the fact that half the XF's customer base comprises repeat buyers -- because that obviously means the other half has never owned a Jaguar before.

And it's not just the XF's styling that the public has embraced. There's the innovative design in the cabin and an improving reputation for build quality and reliability, plus vehicle dynamics and competitive value.

With things going so well for this new model in the long-established marque's local line-up, the temptation must be to sit back, accept the pats on the back and revel in the proceeds of all that good work. That's probably how things would have gone in the past. To the surprise of many, however, Jaguar has not rested. Barely 12 months after the XF was released in Australia the model range has been upgraded.

This is no mere 'refresh' either. All variants are mildly facelifted but there's an even stiffer body, upgraded brakes, a four-point mounting system for the differential (in lieu of a three-point system previously), new active safety technology and an improved ZF six-speed automatic transmission. 

Most importantly however, the supercharged XF model is significantly better in most important respects and is now branded the XFR. The naturally-aspirated V8 model is more efficient and more powerful, and the diesel variant has made a major leap forward.

PRICE AND EQUIPMENT

The XF with naturally-aspirated V8 has risen to $147,900, a premium of $14,070, and dealers will ask $208,450 for the XFR. Although the XFR shouldn't be directly compared with the previous XF SV8, the difference in price between the two is, nonetheless, a jaw-dropping $35,280.

The flagship XFR can be distinguished from the other XF variants by: unique 'Nevis' 20-inch alloy wheels; revised bumpers and lower front air intakes; sill extensions; bonnet louvres and grilles; four tailpipes and a boot-lid spoiler. Exterior colours available for the XFR are: Ultimate Black, Indigo, Liquid Silver, Lunar Grey, Porcelain, Botanical Green, Kyanite Blue and Salsa.

Among the features fitted as standard across the XF range are: electric windows/mirrors, electrically-adjustable front seats, Bluetooth connectivity, iPod/USB connection for the audio system and a touch-screen display for satnav and infotainment.

Jaguar is also adding to the XF range a 'Portfolio' option, available with either the 5.0-litre V8 or the turbodiesel variants. Based on the Premium Luxury grade, the Portfolio option will include the following additional features: 20-inch Selena alloy wheels; power-adjustable and actively ventilated heated and cooled front seats; leather seat back map pockets; 'Suedecloth' premium headlining; door-top and instrument panel trim featuring contrast-colour twin-needle stitching; and premium carpet mats with contrast-edge binding and embroidered Jaguar logos.

Developing 202kW of power and a whomping, stomping 600Nm of torque, the new 3.0-litre turbodiesel V6 features an induction system described by Jaguar as a 'parallel sequential twin-turbo' set-up. By 'parallel', Jaguar means that the two turbos work in unison at higher revs. This engine replaces the 2.7-litre engine fitted to the pre-upgrade model and has successfully overcome the conflicts inherent in high-torque diesels offering petrol-engine throttle response and NVH.

According to Jaguar, the diesel XF is 33 per cent more powerful than the smaller 2.7-litre engine and is also 10 per cent more economical (6.8L/100km in combined-cycle testing). That fuel consumption equates to 179g/km of CO2 emissions -- also a 10 per cent improvement on the same figure for the 2.7-litre engine.

These gains are largely the result of the new induction system; a large turbine providing boost at lower revs and the smaller turbine supplementing that boost at higher revs.

Compact and lighter than the 4.2-litre engine it replaces, the naturally-aspirated petrol DOHC V8 displaces 5.0 litres and features all-alloy construction and direct-injection fuel delivery. Jaguar has developed variable camshaft timing on all four camshafts, and cam profile switching for the atmo V8. In addition to boosting power and torque (283kW and 515Nm respectively), these components result in fuel consumption of 11.1L/100km and 264g/km of CO2 emissions.

Other than the cam profile switching, these elements are also featured in the supercharged engine that powers the XFR variant, with the addition of the Eaton twin vortex supercharger. Peak power and torque figures for this engine are an impressive 375kW/625Nm and fuel consumption and CO2 emissions are rated at 12.5L/100km and 292g/km respectively.

Jaguar makes the claim that the XFR will reach 100km/h from a standing start in 4.9 seconds, aided by a new Active Differential Control system. The final-drive system is fitted with an electric motor to clamp the clutch pack in place, ensuring that torque loss is minimised. Falling somewhere between traditional limited-slip differentials and electronically-controlled systems, the ADC provides the necessary traction without the low-speed understeer that's often a hallmark of the mechanical LSD, says Jaguar.

Adaptive Dynamics is another sophisticated system fitted as standard to the XFR. It's a computer-controlled system that monitors both steering input and suspension operation to adjust damping and ensure roll and pitch are kept to the minimum. The manufacturer says that Adaptive Dynamics will monitor road-induced body motion 100 times a second and wheel position 500 times a second.

Jaguar has specified a faster steering ratio and larger brakes for the XFR, although all XF variants are fitted with larger brakes for 2010. Suspension is independent for all four wheels, with a double-wishbone set-up at the front and a multi-link system behind.

To read more about the mechanical upgrades for the XF, click on our earlier news story here /news/2009/prestige-and-luxury/jaguar/xf/third-quarter-launch-for-empowered-xf-13086.

PACKAGING

Jaguar has retained all those surprise and delight features for the 2010 upgrade of the XF, as well as upgrading the satellite navigation and specifying an Acoustic Laminated Windscreen. The various trim materials and colours continue to appeal and Jaguar has not mucked around with such things as the dimpled aluminium decorative trim, for example.

For each new variant, Jaguar's interior designers have specified different combinations of subtle woodgrains and stitched leather on the dash and door tops with other soft materials such as the suede headlining and roof pillar mouldings in the XFR, the woven cloth for the same fixtures in the naturally-aspirated XF driven or the flock trim in the case of the diesel XF driven.

Another one of those cute innovations developed for the XF's interior is the pressure-sensitive patch on the woodgrain strip just above the glovebox to unlatch the glovebox. Unfortunately, the glovebox itself is arguably a cheap fitting for this sort of car.

As for the rest of the interior, no argument. It's nicely styled and finished, although the bottle-holder cover on a couple of cars driven didn't really line up all that neatly. There were also minor squeaks from interior fittings -- of which one at least was from the same bottle-holder in the centre console. One diesel variant we drove intermittently flashed up a warning that the bonnet was open, but it wasn't.

While the seats don't appear aggressively contoured, they do hold the occupant in place and provide plenty of support all the same. As a bonus, they're quite comfy and offer a fairly vast range of adjustment, although some of the variables are curious. For example, to set the passenger seat back far enough, the occupant must lower the seat height to get that basketballer-style legroom in the front.

In the XFR, the seats are more heavily bolstered and, to be frank, this writer preferred them, but they may not be to everyone's liking.

There's adequate head and legroom in the rear for adults, as long as the front-seat occupants don't have the seats set back too far. The boot in the XF is stylish rather than completely practical. Buyers expecting commensurate luggage capacity with some of the Jaguar's competitors are bound to be disappointed.

While inviting, the XF's interior design was not perfect. There was a lack of reach adjustment in the steering column and our co-driver on the launch felt the calibrations, for the speedo in particular, were too fussy for easy reading.

It's a rare occurrence for a puncture to occur during a launch -- and it's even rarer that a writer gets to comment on the trials and tribulations of changing a wheel!

So this isn't exactly a safety aspect so much, as more one of convenience. From a safety standpoint, it's to the credit of the XF there were relatively few tell-tales from the driver's seat there was a problem. That's largely due to the DSC system.

Convenience? That's a different matter. The scissor jack supplied with the XF is pretty common for its type, but it's not much fun to use and was complemented by an L-shaped wheel brace -- not a cross-brace, which would have been preferable. There was a space-saver spare in the wheelwell and by the time this was fitted and the car lowered, we were re-thinking our previous aversion to run-flat tyres.

For information on the XF's safety credentials, see our original launch review here /reviews/2008/large-passenger/jaguar/jaguar-xf-27d-30-v6-and-42-v8-6417. 

As well as the two Mercedes products, the XF will be targeting buyers of Audi, BMW and Lexus. The Jaguar XFR, for a considerable price advantage, develops torque just 25Nm shy of the peak figure for the rampaging RS6, although the Audi develops something like 50kW extra and offers all-wheel drive.

At the other end of the scale, the cheaper (again) XF diesel uses less fuel in combined-cycle testing than the Lexus GS450h. That would make for an interesting comparison some day...

BMW's 530d is line-ball with the diesel XF on price and the Mercedes-Benz E280CDI is actually cheaper, but the XF is well ahead of both for power, torque and fuel efficiency. Even without comparing the three directly, we'd still take a punt on the diesel Jaguar offering the more refined engine.

There wasn't much opportunity to drive the XF in a revealing way where cornering was concerned. The best opportunity to do so was thwarted when the left rear tyre deflated for no apparent reason, leaving us no option but to continue on the space-saver spare -- and wow, did the stability control have a field day through the right-hand bends!

Based on what opportunity there was available, the XF's turn-in was rapid and responsive, combining well with the neutral handling. Gentle application of power from the apex of a corner will lend some 'push' to the car's stance, but the XF adopts a very 'compact' line through a corner on a trailing throttle.

As said before about the XF 4.2 Supercharged, DSC is nothing if not proactive. It will blow the whistle on any shenanigans pretty quickly. Maybe that's a good thing, if we're considering the XFR at this juncture.

The diesel V6 is ridiculously unassuming. Out on the open road, with six forward gears in the ZF transmission and plenty of torque, there's just no way of telling it's a diesel and not a petrol V6 or V8 -- unless you watch the tacho like a hawk.

Exhibiting virtually no lag, it developed its power in the much the same way a high-performance petrol engine would. It was remarkably impressive by any standard. This is the diesel you could ask fussy old, diesel-hating Grandad to take for a drive and he wouldn't pick it.

The immediate throttle response is something Jaguar has actively pursued in the further development of the diesel V6. What they've achieved is, frankly, nothing short of astounding. You would have to listen very closely to pick it as a diesel -- and even then it wouldn't be guaranteed.

Other V6 diesels (like the 3.0-litre TDI engine in the Audi Q5) can be refined to the point of inaudible, but the Jag engine doesn't have the pudding-like throttle response, making it even less like a diesel. One giveaway that it's a slogger is the automatic transmission changing up around 4500rpm, but with 600Nm of torque and 202kW of power to play around with, it's more than ready for the next gear. On admittedly open roads and freeways for the run back to Sydney from Cessnock, the diesel returned a figure of 7.9L/100km.

The supercharged V8 in the XFR is much more blatant in its character. Where the diesel is a chameleon, hiding its true nature, the XFR's powerplant revs as hard as the naturally-aspirated V8, but with the thrill of some supercharger whine thrown in. Yes, you can still hear it, even though Jaguar has reduced it considerably, they tell us. For more impressions on the XFR see our international launch coverage here.

We saw an average fuel consumption figure of 10.4L/100km from the naturally-aspirated V8, but didn't obtain a consumption figure for the XFR, unfortunately. Both the petrol eights were brimming with aural temperament and invited a heavy right foot slow to lift off the loud pedal.

The XF continues with the pulsing 'heartbeat' engine-start button, as well as the rotary-deployment HVAC vents and the transmission selector dial that rises out of the centre console; all good features if you like that sort of thing -- and this reviewer does. For rapid gear-changing, the XF's shift paddles remain among the most ergonomic of their kind and the infotainment and satnav systems are likewise easy and intuitive to use.

Our co-driver drew attention to the XF's 'soft-stop' braking -- or actually, the lack thereof. As he said, the way the XF pulled to a halt and shuddered through its disc rotors under light pedal pressure would be unacceptable in a $14,990 light car. Perhaps the Jaguar can be forgiven in this regard because its stopping power is going to offer a marginal advantage over the cheap shopping trolley!

And that's the point. The XF is not perfect, but it excels in so many ways that the few imperfections can be, if not forgiven altogether, at least tolerated or ignored. That doesn't sound like much of a recommendation, so let's put it more bluntly: If you have $120K to spend on an executive saloon and don't at least take the diesel XF for a test drive, you need your head read!

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