What is it?
It’s Jaguar’s new design hero – the S-type is dead, long live the XF. But does it drive like it looks?
The XF’s all-new shape has successfully jumped a couple of design generations to re-establish modernity as a core value at Jaguar for the first time since Sir William Lyons was in charge.
And the first question I had was answered before we left the car park: this car is as fine to behold in the real world as it was on the motor show stand. Better looking even. As our test car stood in the parking area of Jaguar’s Paradise Valley test base in Arizona, where we were provided with our first drive in the car, the delicacy of its graceful shape made the cars around it look coarse and ordinary.
The ante, then, had been upped before we’d even set out. Can the XF’s behind-the-wheel experience match its incredible fusion of beauty, grace and visual endeavour?
What’s it like?
"Drive", they said. So I did. In the 4.2-litre, 420bhp, supercharged V8 version of the Jaguar XF — called SV8 — with the 0-60 mph time of 5.1 seconds and governed top speed of 155 mph. It’s due on sale in March at the competitive starting price of £54,900, and orders are already building.
The length and confidence of the long lines that define its coupe-like body (the front and rear screen rake angles are almost identical to the XK coupe’s) make the car seem low, but it isn’t. You slip as easily behind the wheel as you do in any other modern car.
The driver’s bucket seat looks a little meagre and uninviting, but luckily it’s the only unprepossessing feature of the entire interior. In any case, it’s quite comfortable in a class-average sort of way. Cabin space turns out to be class average, too. I can sit comfortably behind a driver's seat set for myself, but it’s a snug fit for four full-sized adults.
Press the SV8’s starter button and two things happen. The engine fires and settles to a smoothly distant V8 beat, and the transmission’s rotary switch, until now flush with the console top, grows upward. Twist it to D, and the car creeps off the mark like any big-engined auto. If all you want is a smooth power delivery, that is all you need ever do.
But if you’re a keen driver, the SV8’s transmission offers plenty of options. One is to twist the transmission to “Drive-Sport”, which holds gears longer and provides better engine braking. Beyond that, you can start using the paddle-shifts manually. Work them at any time, either to hold gears, or just to hear the F1-style automated engine blip.
On top of that, the SV8 has a Dynamic Mode which reconfigures the transmission for quicker shifts and yet sportier use of the engine. The DSC (Dynamic Stability Control) is also altered to a special Track setting that allows you to play the hero by allowing a whiff of on-limit sliding in corners before intervening.
The mighty V8 is the car’s focal point, of course, providing copious amounts of smooth thrust almost in silence at low revs, but with a satisfying rumble when bigger demands are made.
Our test route was dogged by the threat of motorcycle cops, but it was still fun to soar along sinuous, smooth-surfaced canyon roads with the engine turning between 3500rpm and the 6250 redline, millimetre movements of the fingertips dictating which gear you’d use. This will prove, we believe, to be one of the XF’s defining features.