If the previous XF was about dramatic insurrection into German territory, the new one is a more methodical expansion of its hard-won place in buyers’ minds.
Consequently, its slightly different proportions notwithstanding, the model doesn’t look drastically different from before, despite Jaguar’s insistence that the design was born of a clean sheet. This, of course, is nonsense. Being instantly recognisable as a Jaguar was rule number one, necessitating that it adhere to the same raked shape that had gone before.
Fitting this familiar profile onto the new platform was the more pressing task, the smaller XE’s size having helped to dictate the dimensions that its modular aluminum-intensive architecture must now adopt.
The move to a cutting-edge amalgamation of exotic alloys, self-piercing rivets and structural adhesives is the latest model’s defining feature. Its chief benefits – as much as 190kg shed from the kerb weight, a 28 percent increase in rigidity and 51mm gained in the wheelbase – directly affect much that we are about to discuss.
Aesthetically, though, they are cleverly hidden in the car’s elongated rear deck and dramatically shortened front overhang, resulting in a car that is 7mm shorter than before.
The body delivers near 50/50 weight distribution, with the chassis again based on front double wishbones and Jaguar’s own integral link rear suspension. Gaydon has persisted with this rear set-up’s weight penalty over a conventional multi-link in return for the freedom it offers its engineers in independently tuning for lateral and longitudinal loads.