The new Jaguar XF is not only the last Jaguar developed under the ownership of Ford but it is also the most important Jaguar in history. Because X-Type is set to enter graveyard in one to two year's time, while the low volume XJ and XK are unlikely to earn profit, the future of Jaguar will rely on the middle-size XF, which is replacing S-Type as a British fighter to Mercedes E-class, BMW 5-Series, Audi A6 and Lexus GS etc. If it is well received by the market, Jaguar will be out of danger zone for the next 5 years. Otherwise, not even its new owner (expected to be Tata at the time of writing) could save it. Some background information first. Because Jaguar is short of cash, it builds the XF on the same platform as the outgoing S-Type, which means the same hard point positions (such as the same 2909 mm wheelbase) and some common steel pressings. This saved development time and costs. Another cost saving measure is to use conventional steel monocoque chassis instead of the aluminum spaceframe originally planned. This sounds disappointing to car lovers, but in my opinion it is probably a correct decision. Remember, even the pricier Mercedes and BMW could not afford the extra costs of aluminum spaceframe technology.
Using conventional steel chassis means it does not have any advantage in weight compare with its rivals. In fact, being longer and wider than others, it is also the heaviest in the class. For example, a 3.0-liter XF tips the scale at 1679 kg, some 150 kg more than BMW 530i or 60 kg more than Lexus GS300. However, it still undercuts its precedessor by 30 kg, thanks to the use of more high-strength steel in the chassis. Looking from these photos, we can see Ian Callum's new design is surprisingly pleasing. At first, you might find difficulties to accept its thoroughly modernized looks. Traditional Jaguars penned by William Lyon and Geoff Lawson were slim and classical. In contrast, Callum's XF is sporty, muscular and sophisticated. Like most modern rivals, it surrenders to the laws of physics and reshaped its waistline to rise gradually towards a high-set tail in order to reduce aerodynamic lift. From some angles it looks quite similar to Lexus GS – which is not a bad thing – but with a steeply raked fastback, it looks even more like a 4-door coupe. In fact, Callum wants it to look like a 4-door version of XK. Also like the XK, it adopts a bonnet which pops up automatically in the event of collision to provide enough clearance from the engine hard points. This allows a sleek front end design while meeting European pedestrian safety regulations. A smooth roofline and raised tail contribute to a drag coefficient of 0.29.
However, the highlight should be the interior design instead. It gives up the old-fashioned leather-and-wood approach and pursues a modern feeling by using metallic effect as the main theme. This leaves woods and leather as supporting roles. The materials and build quality is perfect, matching the high standard set by Audi and easily leaving BMW behind. When you enter the cabin, you may be surprised by its simplicity – where are the air vents ? where is the gear lever ? Once you press the START button on the transmission tunnel... A-ha ! Those small covers on the fascia suddenly rotate to reveal the air vents, while a rotary gear mode selector rises from the transmission tunnel. At the same time, the dials on the dash illuminate, the trip computer's LCD screen (located between the dials) turns on and the touch screen on the center console comes into live. These gimmicks show a very different Jaguar from what we used to know: it says modern, it says high-tech, it says user friendly.
Space is a critical issue to the XF. The S-Type was infamous for a cramped cabin even though it had the longest wheelbase in class. The new XF is a little more generous, thanks to the use of thinner seats. On paper, it even offers space comparable to its best rivals. However, in reality most road testers still reported that the rear seats are more cramped than others, especially headroom is limited by the sloping roofline. Four 6-footers will be tight fit. The fifth passenger will find his legs blocked by the large transmission tunnel.
The mechanical side is perhaps the least surprising, because XF shares all major components with XK coupe, XJ sedan as well as its predecessor S-Type - engines, gearbox, differential, subframes and suspensions. There are four familiar engines: 2.7-liter twin-turbo diesel V6 (207 hp), 3.0-liter petrol V6 with dual-VVT and variable induction (240 hp), 4.2-liter V8 (300 hp) and 4.2-liter supercharged V8 (420 hp). All engines mate with the excellent ZF paddle-shift 6-speed automatic with Jaguar's shift program. As before, the suspensions consist of double-wishbones up front and a multi-link setup at the rear. Although they are basically the same as XJ and XK's, they have unique anti-roll bars, knuckles and bushings. Again, CATS adaptive damping is standard on the V8 models.
On the Road No cars in this segment are perfect. Some suffer from firm ride (e.g. BMW 5-Series on run-flat tires). Some suffer from mediocre dynamics (e.g. Audi A6 and Volvo S80). Some suffer from lifeless steering (e.g. Lexus GS). Some suffer from aging cabin (e.g. Mercedes E-class). Perhaps the biggest problem is, most of them can hardly stir your soul. Having seen so many executive sedans, you started feeling they are just business as usual. To be different, you need to seek help from Italian or British. If you cannot afford a Maserati Quattroporte, then Jaguar XF could be the best answer. We are not talking about figures. If we are, we shall find the Jaguar very normal. It is neither the quickest nor the slowest in the class. It provides neither the sharpest handling nor the softest ride. However, if you combine all subjective aspects together, you will find it unusually desirable. Sitting in the driver's chair gives you the first unusual experience - the view over the low dashboard and the sloping rear screen, cocooned in a supportive seat, wide transmission tunnel, a sea of aluminum, wood and leather and the interesting rotary gear lever... Jaguar successfully lets you believe you are driving a premium coupe rather than a mass market sedan. If Bentley Continental GT has a little brother, then this could be it !
Start the motor - we are talking about the 4.2-liter normally aspirated V8 - you will find a near-silent idle. Yes, this motor might be 12 years old, but it is still free-revving and refined by today's standard. While it lacks bottom-end torque, it is compensated with the best automatic gearbox in the world. As shown in the XK coupe, Jaguar's own programming makes its gearshift slicker and quicker than other ZF 6-speeders being used by its competitors. The result is a perfectly refined and responsive power delivery. The chassis of XF is another source of joy. Jaguar's chassis tuning maestro, Mike Cross, succeeded to bring a smooth ride and good handling simultaneously. It feels like the sedan version of XK coupe - more nimble than its size and weight suggested. Its cornering attitude is neutral until a nice stabilizing understeer intervenes near the limit. The suspensions (with CATS or not) keep the car stable in cornering. The steering is precise, well weighted and, most important, the most feelsome in this class. Therefore driving the big cat in tight mountain roads is confidence inspiring. Overall, the handling lacks the sharpness of BMW, but in return the Jaguar delivers better ride quality, especially more absorbent than the German cars on B-roads. Its cabin is also better insulated from suspension noise, tire noise and wind noise. The XF is one of the few cars that is fun to drive hard and relaxing for the rest of the time.
But the new Jag has its worry too. Among the four engines it offers, only the aforementioned normally aspirated V8 excels. The 420-horsepower supercharged V8 might provide strong performance (say, 0-60 mph in 5.1 seconds) and stronger handling, but it can't match the smaller engines' smoothness, quietness (consider that supercharger whine) and steering feel. It is also very expensive. Most customers in this class buy a 6-cylinder engine because it is cheaper to buy and more economical to run. Unfortunately, the XF's Ford Cleverland V6 is the weakest link. Just as in S-Type, it lacks both torque and refinement. What a pity Ford could not invest more money into the project. This leaves the 2.7-liter twin-turbo diesel V6 to be the only credible choice to most buyers. As shown in the XJ 2.7D, it is a remarkable diesel engine, being gusty, frugal and especially refined. However, the aluminum XJ 2.7D is 110 kg lighter than the XF 2.7D. Will this engine pull the XF as well as its brother ? We can't tell until it go on sale later this year. However, one thing is for sure: the diesel engine will not be qualified for the USA market, so it is not going to be a savior Jaguar would like. Although we like the XF very much, it seems that its fate is already decided. I hope I am wrong, but my sixth sense tell me even this good car cannot save Jaguar. Good luck ! |
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| The above report was last updated on 6 Jan 2008. All Rights Reserved. |
