But that’s it as far as complaints go. For
the duration of the 20,000 km test, the XFR’s cabin remained rattle-free and
the materials well up to standard family (ab)use. What the XF continues to do
better than any of the Germans is its ability to imbue every drive with a sense
of occasion.
Press the pulsating starter button and the
rotary gear selector rises softly into the palm of your hand. The ventilation
outlets rotate into their open positions. And, at night, the subtle blue
mood-lighting gives the cabin the ambience of an upmarket cocktail lounge.
Overall, the effect is as far removed from the previous “pipes and slippers”
approach as can be. The driver's seat is superb; it offers adjustable cushion
length, which aids comfort over long distances by adding welcome support under
the thighs. Further boosting comfort levels, especially on cold, wintery Cape
Town mornings, are the heated (and ventilated) front seats and heated steering
wheel. It is a superb machine for the early morning slog to the office,
especially with that impressive Bowers & Wilkins sound system, too.
Supercharged
V8 makes 503bhp and is mated to an eight-speed ZF auto
But the XFR is not made for morning
traffic, even though it does that very well, if thirstily so (17.0 litres/100
km). It is a blast to drive on smooth, long stretches of open road with curves
of various radii. I’ve blogged on this topic numerously, but I’ll say it again
– control harmonization is one of the most underrated influences on driver
enjoyment. The XFR does this with aplomb. There is a consistency of lightness
and immediacy to all the major controls (steering, throttle, transmission,
brakes) that endow the XFR with a feeling of agility belying its weight (nearly
two tonnes). And, in contrast with its German rivals, there aren’t layers of
complexity when delving into its more sports-oriented modes. Want the six-speed
XF automatic transmission to shift faster? Turn the dial into S. In the mood to
let it all hang out? Press the button with the chequered-flag motif. Simple.
The
bonnet sports cooling vents emblazoned with Supercharged
That said, it doesn’t take much to get the
XFR to misbehave. There’s plenty of torque (625 Nm from 2,500 r/min) from the
supercharged 5.0-litre V8 engine and the throttle response is electrifying.
Couple this with Dunlop SP Sport Maxx tyres that are not very grippy when cold
and you could end up going sideways out of your driveway on the way to work in
the morning if you’re not careful.
I took the Jaguar on a number of longer
trips and it is in these circumstances that the XFR has considerable appeal.
Firstly, overtaking slow-moving traffic is never an issue courtesy of the grunt
of the engine (100-140 km/h in around 3.3 seconds). The fuel consumption, which
is very heavy in town, improves hugely on the open road and especially when
using the cruise control. I achieved a best figure of 11.8 litres/100 km, which
nobody in the office believed until technical editor, Nicol Louw, achieved the
same on another trip and tweeted the evidence. It also has to be said that, for
such a sporty machine, the XFR’s ride quality is remarkably good.
Redesigned
rear lights and chrome strip were among recent revisions
Test Summary
Thrilling to drive and possessing an engine
note that will stand the hairs on the back of your neck to attention, the XFR
remains a convincing super saloon. Yes, it may lack some of the ergonomic
refinements of its rivals, and it isn’t as spacious either, but then it is also
more affordable and arguably possesses more charm. If driving enjoyment is more
important to you than sci-fi features and Nürburgring lap times, the XFR
remains one of the world's finest flagships.
