The appearance is non-familial. But it will be familiar. The “cues” are there, too, though some are evolutionary. Jaguar director of design, Ian Callum, recently joined journalists from around North America for the continent’s first test drive of the new Jaguar XF, in San Diego, California. The XF is the replacement for the late S-model range, and manages to surpass its predecessor in almost every aspect.

Backstory

Introduced at the 2007 Frankfurt Motor Show, the XF is a total departure for current design of the marque, whose lineup could (excepting the XK) charitably be described as retro, but in reality is nothing less than stodgy. Callum, rightly so, has said (in so many words) the current state of Jaguar design has reached its zenith. With the pending sale to Tata Motors all but complete, it’s time to rescue the firm from its nadir as well.

Aesthetics (4 / 5)

A handsome departure from the throwbacks to the past, the Jaguar XF follows a new, modern profile, which builds in a wedge-like fashion and a high-backed waistline that climbs higher towards the rear of the car. But let’s not get ahead of ourselves. Gone is the Jaguar grille of old (this is a story about an old English institution, isn’t it?) Instead, it is a new design that will influence grilles in upcoming models through the line. On either side of the grille are headlights that feature curved or rounded designs that mimic earlier models, while stepping them forward into the future. So aero-friendly is this XF, that it has the lowest drag coefficient of any Jaguar in the current line, slotting in at CD 0.29, which, incidentally, is very close to the numbers posted by the old XJ220 supercar.

Clever design incorporating chrome bright strips around the side glass impart the feeling of a four-door coupe in much the same manner as the Mercedes CLS. Other design cues of note: Chrome “blades” which bisect the intakes in the front fascia and then lead to cuts just above the rocker panels stretching to the rear doors. They don’t do anything. They just add visual interest to the flanks. Design director Callum didn’t stray too far from his Aston roots, designing a rear fascia that cues on recent Aston-Martin-ish tail lamps. In a first, the “leaper” mascot is featured in profile along the edge of the boot (trunk), fully adorned in chrome. Being a fan of symmetry, we prefer the head (the “Growler”) of the Jaguar.

When evaluating the XF’s looks, it’s hard not to compare it to the stunning C-XF concept car. We could overlook the fact that the concept’s deeply recessed grille has been replaced by a flatter lookalike. The raised roofline is understandable, considering the need for increased headroom. And we actually prefer the XF’s tail end to that of the C-XF.

But headlights are a major sticking point. Our problem isn’t with the units on the production car per se — they’re sufficient. Rather, it’s an absolute let-down that the stunning headlights from the concept car didn’t make it to production. They were, arguably, the best-looking headlights ever proposed for a sedan.

Performance (4.5 / 5)

Available in US kit, the Jaguar XF will feature two engine choices: a 300-horsepower 4.2-liter V8 with 310 lb-ft of torque, and a 420-horsepower 4.2-liter supercharged V8, which pumps out 413 lb-ft. Both are derived from a ribbed aluminum block, which is stiffened to make it sound as though the NVH engineers have been earning their keep. The naturally aspirated engine is offered in the Luxury and Premium Luxury range, with the Supercharged being presented in a performance version. Regardless, both sound intense; the naturally aspirated is athletic, the supercharged sounds as though it is coiling, preparing to strike. The supercharged power band is virtually flat with 86-percent of peak power arriving from 2,000 rpm onward.

The interesting thing about all of this is the fact that the 420-horsepower 4.2-liter is essentially the engine that is found in the current XJ-R and XK-R models. Here they make an appearance in the “regular” XF models, which begs the question, “What will the new R-series cars do?” Callum would only grin when asked. By the way, its EPA numbers are 15 mpg city/ 23 mpg highway.

Either engine is mated to a six-speed Jaguar Sequential Shift automatic transmission. The manual gearchange function, already in use in the XK model, offers cheap thrills with little fuss when a driver finds him or herself in traffic. Through the use of paddle shifters, coupled to the JaguarDrive Rotary Gear Selector, the XF is a thoroughly “drive by wire” affair. Push the dial down, and crank it hard right for the Sport mode, which remaps the engine’s shift points for more responsive gear changes.

The suspension is offered in two variations. Both are developed from the current XK sports car, and are comprised of unequal length wishbones in front, and a multi-link setup in the rear. The supercharged XF makes use of Jag’s Computer Adaptive Technology Suspension (CATSTM) from the XK sports grand tourer. Using electronic dampers, the system makes critical adjustments within milliseconds depending on road conditions at the moment. Coupled with 20-inch Volans wheels shod with Pirelli P-Zeros, the result was a ride that was surefooted, with little in the way of dive and lurch under acceleration and braking. A firm, but not uncomfortable ride was the result of the extra distance Jaguar went in developing the suspension.

Technology (4 / 5)

At the top of Jaguar’s technological heap is the XF’s Sequential Shift System transmission control. The shift-by-wire system replaces the gear linkage and results in substantially quicker shifts than possible with any manual transmission. At the heart of all this technology is the Rotary Gear Selector. An industry-first, it sits flush with the center console. As the start/stop button pulses in red imitating a heartbeat, the driver pushes it and the gear selector knob rises from its flush position. At this point, you select where you want to be (P-R-N-D-S) and let ‘er rip.

Other innovative cues include the Jaguar Sense control, which allows for touch or proximity control. Gently rub your finger near a sensor located on the dash for the glove box or overhead console lights for a cool gee-whiz experience that will definitely impress the neighbors. Hey, look at it this way: there are now two less mechanical switches that may need to be replaced at some point.

Driver assists abound, with Emergency Brake Assist (EBA), Electronic Brakeforce Distribution (EBD), Anti-lock Braking System (ABS), traction control, Dynamic Stability Control (DSC), and all the others. One that impressed us, though, was Understeer Control Logic, which lessens understeer through engine management to restore grip to the front wheels.

Cabin (5 / 5)

The interior of the Jaguar XF has enough leather and wood to piss off PETA and the Sierra Club simultaneously. Leather seating imparts style and class throughout, with room for five adults including a couple of 6-footers in the back seat. The front seats offer comfortable driving positions without making you aware of the bolstering.

Dashboard controls are Jaguar conservative, meaning they are very well executed. The starter button is the figurative heart of the XF lying at the top of the center console. As the car senses the proximity of the smart key fob, a red ring of light around the button starts to pulse in the manner of a heartbeat. Push the button, and the 4.2-liter engine roars to life. At this point, the dash panel transforms from a clean slab of brushed aluminum to one with rotating air vents. At the same time, the Rotary Gear Selector raises from its flush-mounted position, awaiting the driver’s input. Further rearward is a cubbyhole that is large enough for CD storage (people still use them?) and also includes an auxiliary power supply as well as an iPod/MP3 hookup. Jaguar has not forgotten the cupholders either, supplying several including one that will accommodate a Super Big Gulp from the local 7-Eleven.

Climate control and audio buttons are located within the center stack and stretch into the center console, the most useful of these being the “home” button. If, while navigating through menus, you find yourself over your head button-wise, just push the home button, which immediately takes you back to the beginning of your search. It is a much more elegant solution, and one that we wish BMW tried with their I-Drive system.

The Bowers and Wilkins audio system is available in a 440-watt Surround Sound system with remote amplifier and 14 speakers that could take a bullet for you. Kevlar (the same material used in bulletproof vests) speaker cones in the larger speakers produced distortion-free sound loud enough to make the hair in some ears vibrate.

If the interior does have a fault it would be in trying to clean up the dash by the use of sometimes non-descript buttons, which in other situations would be a little more obvious in their function. An example of this is the use of up and down arrows that at first glance appear as search and scan buttons for the audio system but in reality are temperature controls. The trouble is that normal red and blue for warm and cold are so subtle as to appear black against the brushed aluminum. We are all for clean design, but sometimes things need to be refined to a more functional state.

Bottom Line

The introduction of the 2009 Jaguar XF hints at just a glimpse of the changes ahead for the fabled British, then American, and now, soon-to-be Indian-owned company. If they follow the design language that Ian Callum and his team of designers have laid out, expect new looks that will honor the past without becoming mired in it.

4.2 Supercharged MSRP: $62,200.00
4.2 Supercharged PRICE AS TESTED: $65,475.00 (includes $775.00 transportation fee)

Words and Photos by Mark Elias.

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