2015 Jaguar XF 3.0 TDV6 S first drive

Back in 2007, the original Jaguar XF became the new face of Jaguar. Liberated from the shackles of Ford ownership and backed by Tata, Jaguar was free to carve its own path in the premium car segment, starting with its XF.

Almost eight years down the line, the second-generation XF is getting ready to pick up the baton from its predecessor. With prices starting from £32,300 it’s being pitched squarely against the giants of the premium saloon segment – where sales power is balanced between the bonnets of the Audi A6, BMW 5 Series and Mercedes-Benz E-Class.

The new XF is claimed to be lighter, more efficient and more technologically advanced than the car it replaces. Key to that lightness is the new iQ[Al] aluminium-intensive platform shared with the smaller Jaguar XE – meaning that the new XF is as much as 190kg lighter than the old model, with a body-in-white weighing just 282kg and a kerb weight as low as 1455kg.

The new XF has also shrunk compared to the outgoing car, with its dimensions making it marginally shorter (7mm) and lower (3mm) than the current XF – although it has a 51mm longer wheelbase. Jaguar is promising best-in-class space for rear passengers – one of the few areas of contention on the old car.

Three engine options will be available in the UK. The majority of sales – of which around 45% will go to fleets – will come from the 178bhp, 317lb ft four-cylinder 2.0-litre Ingenium diesel engine, while a 161bhp/280lb ft version is also available.

The same 375bhp 3.0-litre supercharged V6 petrol engine as found in the Jaguar F-Type is also available, and sits at the very top of the range. The model tested here, however, is a 296bhp, 516lb ft version of the familiar 3.0-litre V6 turbodiesel - offered in the UK in range-topping S trim only.

Very competent indeed. The new XF is every bit as impressive as the current model, and then some.

While the Ingenium engines may take the vast majority of sales, it’s this V6 turbodiesel where keener drivers are likely to find a home. The 3.0-litre unit is responsive and powerful from very low down in the rev range, with the maximum 516lb ft of torque (100lb ft more than the old 3.0-litre V6) being unleashed from just 2000rpm.

It doesn’t sound as sporting as you might like, emitting only a faintly performance-orientated tone higher up the rev range. In fact, at around 2000rpm, there’s a distinctive diesel rattle. Once you know it’s there, it’s hard to ignore.

Power is managed expertly in most cases by the ZF eight-speed automatic transmission – selected via the new roundel in the centre console. We say in 'most cases' because, while the transmission does an excellent job in Drive mode, when Sport is selected the downshifts are accompanied by the odd pause.

The thrill of full throttle is diminished as the gearbox ponderously selects the appropriate gear, too. It’s a minor niggle, definitely, and can be negated by using the wheel-mounted paddle shifters for faster changes.

The XF’s dynamic qualities have only been enhanced in its second generation. The steering feel, agility and cornering stability we loved about the original XF remain in this new model, but it’s all been subtly tweaked. The steering is even more accurate and full of feeling, resulting in excellent front-end responses. It’s also joined by a ride that feels comfortable on the motorway but firms up at lower speeds.