Jaguar XFR 2009 Review - International

Jaguar XFR

What we liked
>> Potent, sonorous supercharged V8
>> Ride, handling, refinement
>> Quality feel

Overall rating: 4.0/5.0
Engine/Drivetrain/Chassis: 4.5/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 4.0/5.0
Behind the wheel: 4.5/5.0
X-factor: 4.0/5.0

OVERVIEW
When Jaguar last year launched the XF, it came as a breath of fresh air. For starters, it signalled the fact the leaping cat would no longer embrace the (unsuccessful) approach of clinging to its traditionalist roots. Where the XJ and X-Type were clothed in fuddy-duddy attire, the XF heralded a bold, new design language that, on the whole, was well received.

It's not quite as striking as the C-XF concept that preceded it, but a welcome change nonetheless.

Now, just under 12 months later, comes the uber-performance version, which -- in keeping with Jag hi-po nomenclature -- wears an R suffix. Company execs conceded at the launch that the 'R' doesn't stand for anything in particular, but it seems appropriate for a model that's racier than the donor car.
 
The XFR has a stiff task, as Jaguar's previous crack at a fast mid-size sedan -- the S-Type R -- is hardly likely to go down in automotive annals as an all-time great. Sure, the S-Type flagship was pretty quick and rode and handled competently, but it didn't quite manage to get the juices flowing.

The fact the basic S-Type platform (shared with the Lincoln LS) wasn't a benchmark-setter hardly helped matters. Then there was the fact that it looked a little contrived. In the eyes of most onlookers, the mishmash of old and new design cues made it a bit neither-here-nor-there.

This time around, Jag's lackeys in labcoats had a significantly easier assignment as the basic XF (more here) is a better-resolved package, and it drives a whole lot better than the S-Type even in standard form. Not surprisingly, Jag's brains trust looked closely at the BMW M5 when chalking out the dynamic parameters for the XFR, but they're adamant they weren't aiming to conjure up a copycat version of the Bavarian sedan.

"We like the M5, but we didn't set out to build a car just like it. The XFR had to be a Jaguar," explains the car's chief program engineer, Russ Varney.

By definition, this implies a more compliant, less manic offering than the overtly sporting M5, yet with enough pace to justify its 'R' suffix.

The pace part of the equation has been addressed via an all-new 5.0-litre direct-injection supercharged V8, and raw outputs of 375kW and 625Nm are clearly sufficient to put it well in the hunt against the M5 and Mercedes E63 AMG.

PRICING & EQUIPMENT
The XFR will go on sale locally in the third quarter of this year, according to Jaguar Australia spokesman Tim Krieger, and exact pricing -- which will be north of $200k (compared with $167k for the existing XF SV8) -- will be announced closer to the launch.

Although the sticker price is yet to be confirmed, the XFR seems set to comfortably undercut the BMW M5 ($242k), Mercedes-Benz E63AMG ($239k) and Audi RS6 (circa $265k).

It doesn't skimp on kit either, as the XFR comes with power everything, a premium Bowers & Wilkins audio system, satnav, adjustable heated front seats, 20-inch Nevis alloys, bi-xenon headlights, etc, etc...

The XFR also comes with Adaptive Dynamics (the latest in computer controlled continuously variable damping), Active Differential Control (an electronically-controlled rear differential) and an XXL braking package.

Visual changes that distinguish the 'R' from lesser XFs include revised bumpers and lower front air intakes, sill extensions, bonnet louvres and grilles, quad tailpipes, a boot-lid spoiler and the aforementioned 20-inch alloys.

MECHANICAL
The heartbeat of the XFR is provided by the all-new AJ-V8 Gen III R supercharged 5.0-litre engine. And, unlike many 'all-new' powerplants these days, it literally is almost 100 per cent all new -- just two components (the cylinder-head bolts and tappets) have been carried over from the old 4.2-litre donk.

Efficiency is a keyword as the direct-injection engine breathes much better than its predecessor and -- even though it cranks out an extra 60kW -- uses less fuel, claims Jaguar. The 375kW engine is also lighter and more compact which has yielded packaging and weight distribution benefits.

The V8 is fed by a Roots-type Eaton supercharger, and it's part of the reason why the 625Nm peak torque figure remains on tap from 2500-5500rpm. It makes for effortless urge across the rev range, but more on this later.

Jag quotes a 0-100km/h sprint time of 4.9sec, and this puts it pretty much lineball with the BMW M5. However, the real clincher is the 80-110km/h split of just 1.9sec, as this makes highway overtaking a doddle.

The engine is hooked up to a six-speed ZF transmission, and the company is boasting of best-in-class response and shift times -- thanks to extensive tweaking and calibration. The Jaguar SequentialShift system makes manual shifting accessible via steering wheel-mounted paddles.

The driveline is completed by a new rear differential (which wears the label Active Differential Control), and this electronically-controlled unit is said to be more precise in operation than conventional mechanical diffs. The upshot, claims Jag, is better traction under a range of conditions, and less intrusion by the DSC (Dynamic Stability Control) system.

Also debuting in the XFR is Adaptive Dynamics, which is essentially a fancy title for an active damping system that automatically tailors the damper settings to suit the way the car is being driven, as well as the road conditions.

The system works by monitoring by body motions [Ed: the car's, we're assuming Gautam] 100 times per second, and then setting each damper to an appropriate level to keep the car as flat as possible. The system also predicts roll-rate during to steering inputs, and pitch rates induced by braking and throttle applications and compensates by individually varying damping forces.

Rounding off the XFR's mechanical package are the biggest brakes fitted to any XF, with 380mm ventilated front discs, supplemented by Emergency Brake Assist.

PACKAGING
Measuring just under 5.0m long and 1.9m wide, the XFR is a large-ish and heavy-ish car (1891kg) for something with sporting aspirations, although the BMW M5 (1830kg) isn't a whole lot lighter.

In the Jag's favour is a bodyshell that's claimed to be the safest in the class, which theoretically boosts its safety/refinement/dynamic credentials.

Jaguar has in the past been guilty of coming up with interiors that are a bit on the pipe-and-slippers end of the scale, but the XF last year ushered in a new era via a funky cabin that's replaced olde-worlde quaintness with hip, cutting-edge design. The R version retains the core essence of the base models -- including the novel (perhaps a little gimmicky, even) JaguarDrive cylindrical gearshift knob, which rises from the centre console and pulses red like a heartbeat when you fire up the engine -- but gains a few tweaks befitting its sporting orientation.

The driver and front passenger are gripped by new 18 x 14-way adjustable sports seats with newly shaped electrically adjustable squab bolsters that offer better support when you're in max-attack mode through the twisties. They're eminently comfortable, and there was no stiff back or aches and pains to complain of even after several hours on the road. Each seat has an R logo embossed on its squab, and the steering wheel also has its own R logo.

The general standard of fit and finish is excellent and the materials used throughout the cabin have a high-grade feel to them. In fact, the only element that isn't entirely to our liking is the faux metal trim that adorns the dashboard fascia. It looks a bit low-rent and mars what would otherwise be an absolutely top-notch cabin.

The boot displaces a useful 540 litres, so there's easily enough room there to throw in a couple of golf bags or large suitcases.

Jaguar is also boasting of the XFR's drag coefficient of 0.29, which puts it among the lowest in its class. The benefits are lower fuel consumption at cruising speeds, as well as reduced wind noise, according to the company. (We'd differ slightly on the latter point, but more on this later)

SAFETY
The XFR's active safety arsenal has already been described earlier and, to recap, this includes Dynamic Stability Control, Active Cruise Control, Emergency Brake Assist and Active Differential Control. All these systems are designed to keep you out of trouble in the first place -- and that, too, in relatively unobtrusive fashion.

Helping in this department is the Adaptive Dynamics active damping system, which further aids the suspension in maximising grip levels and optimising body control.

NCAP crash-test data is yet to be released, but the stiff bodyshell and battery of airbags suggest the XFR should garner a good rating. See the above link to our launch review of the standard XF range for more.

COMPETITORS
The XFR's key opposition will come from the BMW M5, Mercedes E63 AMG and Audi RS6. As alluded to earlier, the Jag is expected to significantly undercut the German trio on price, even though it's in the same ballpark in terms of power, torque and kit levels.

In keeping with the Jaguar tradition of silky smoothness, the XFR is a softer, more refined chariot than, say, the M5, and company execs say this is by design.

The car's dynamic abilities are right up there with the Teutons (read on for more detail), but Jaguar's resale values haven't traditionally been as strong as those of Mercs and Bimmers. Audi lies midway between the two groups, but the maker claims they're on the improve. Check out Redbook.com.au for detailed information.

ON THE ROAD
It was on a Spanish freeway that it first became obvious. This thing -- the XFR -- really does embody the effortless grace that characterised Jags of yesteryear. Loping along nonchalantly across the vast expanses of Seville countryside, my impression was that we were cruising at about 110km/h. A quick glance at the speedo revealed otherwise -- we were actually bounding along at 170-plus!

In a sense, the newborn leaping cat recaptures the essence of the 1960s Jaguar Mark II -- a fast, refined and graceful conveyance that could cross continents with ease.

A great engine is a must-have for any wannabe super-sedan these days, and the XFR isn't wanting in this respect. The supercharged 5.0-litre V8 is a gem. Extracting the best from the engine is easily done, too, as the six-speed ZF transmission has been calibrated to perfection by Jag's engineers.

Company execs had told us before the media launch drive programme that a dual-clutch sequential gearbox -- as per the BMW M3 and Nissan GT-R -- wasn't in the pipeline because the auto did the job just fine, and they weren't kidding. The six-speeder is quick, responsive and virtually seamless -- so much so that shifts are all but imperceptible at normal touring speeds.

The steering wheel-mounted paddles are beautifully tactile, and upshift/downshift commands issued by your fingers are hastily administered to by the transmission's software.

The whole drivetrain combo is hard to fault. The ample reserves of the supercharged V8 means it never feels strained or inadequate. Extend your right ankle and the rewards are instant -- a surge of acceleration accompanied by a gloriously throaty note from the quad exhausts.

It devours distance with the same voraciousness with which Elvis Presley used to tuck away fried peanut butter and banana sandwiches.

Getting 375kW and 625Nm to terra firma can be an issue -- a flashing DSC light, rather than wheelspin and a wagging tail, being the symptom in most potent rear-drive cars these days. Overall, the XFR's active rear differential does a pretty efficient job of converting twist to forward motion.

A "wet T-junction" test (so named because it simulated a wet T-junction... well, duh!) we essayed at the Monteblanco circuit near Seville demonstrated the efficiency with which
the system works. Wind on half a turn of steering lock, plant the loafer and the Jag simply sorts out the myriad inputs and gets you safely and unobtrusively around the corner.

In real-world conditions, the Jag's behaviour is impeccable. Its well-tuned damping irons out even B-grade road surfaces, yet this doesn't come at cost of wallowy, marshmallow-like dynamics.

Quite the opposite; the XFR feels taut and composed, and this is no doubt partly the result of its stiff bodyshell. Noise levels are generally low -- so much so that you can converse without raising your voice even when wafting along at 150km/h. The only intrusion is a slight wind rustle emanating from the A-pillars and door mirrors.

While it rides and handles superbly on public roads, the Jaguar can't hold a candle to the raw pace of the Cadillac CTS-V (which I happened to road-test recently) on a racetrack. No two ways about it, the Caddy is faster everywhere -- in a straight line, under brakes and in mid-corner. (In fact, it's a damn shame we won't be seeing the Michigan-built missile here.)

That said, the Jag is a far more refined and understated package than the CTS-V, and this is in keeping with the brand's core values.

In fact, for my tastes, it's just a bit too unassuming. The only visible differentiators between it and lesser XFs are a set of 20-inch rims, a more aggressive face with chrome grilles, "Supercharged" bonnet louvres, a quartet of polished exhaust tailpipes and discreet "R" badging. You'd need to be a diehard Jag aficionado to immediately pick up on the visual cues.  But if the whole "street sleeper" concept rocks your world, then step right up. This is a true silent assassin.

On the whole, Jaguar's engineers have nailed it with the XFR. It's enjoyable, desirable and easy to live with. As an everyday super-sedan, it ticks all the requisite boxes.

So has Britain finally built a true alternative to the might of the German powerhouses? Does the XFR spell trouble for the BMW M5 and Mercedes E63 AMG?

You bet it does.