JAGUAR XF P300 R-DYNAMIC HSE
Slick, fine-driving, all-paw sedan is left as last cat standing after range cull
Model Jaguar XF R-Dynamic HSE P300 AWD Engine 1997cc 4cyl, dohc, 16v, turbo Max power 221kW @ 5500rpm Max torque 400Nm @ 1500-4500rpm Transmission 8-speed automatic Weight 1819kg 0-100km/h 6.1sec (claimed) Economy 7.3L/100km Price $102,376 On sale Now
Jannouncement that it will focus entirely on electric vehicles from 2025 stands to bring a major shake-up for the Brit manufacturer. And while the future of the XF is still up in the air, it’s likely this latest version will be the last to come with pistons.
Coventry has already made its
BMW 5 Series rival greener, ditching both the supercharged V6 petrol and twin-turbo V6 diesel powertrains.
This leaves it as a four-pot-only affair, powered by the P300 2.0-litre fourcylinder Ingenium petrol engine. (As well as not-for-Oz mild-hybrid diesel, which is available in the F-Pace SUV.)
This has seen the local XF range whittled down from 15 variants to just one: the XF R-Dynamic HSE P300 AWD, which is likely to be the big sedan’s swansong model here. If that is the case, it will be going out in style.
It will take a keen eye to notice the external differences which include revised grille and bumpers and new LED headlights. Rather, the 2021 upgrade mostly focusses inside the four doors, resulting in an all-new, crisp and clutter-free cabin design that gives the Audi A6 a run for its money.
At its heart is the 11.4-inch curved touchscreen that floats in front of the dashboard and controls JLR’s latest Pivi Pro infotainment system with sharp graphics, intuitive menu and now-mandatory Apple CarPlay/ Android. In front of the driver is a 12.3-inch fully configurable instrument display featuring 3D mapping that also shows navigation directions.
Interior fit and finish is excellent and tasteful, and I like the multipurpose air-conditioning dials and pop-up drive mode controller that features in its Land Rover cousins. Jaguar has also done away with the unpopular rotary gear shifter in favour of a by-wire push/pull shifter, though the operation of this in tight parking situations can be a little fiddly.
Other standard technology includes active road-noise cancellation, surround-view camera and driver condition monitor, along with lowspeed autonomous emergency braking, lane-departure warning, active blindspot assist and auto parking.
Pricing starts at a hefty $102,376, with our test vehicle coming with nearly $12K of extra-cost options. These include adaptive suspension and configurable driving dynamics, a panoramic sunroof, head-up display, camera-based rear-view mirror, privacy glass, boot lid spoiler, wireless phone charger and a leisure activity key that you wear like a smartwatch, all of which take the price to $114,146.
The cabin is a nice place to be, particularly upfront where both seats
have 16-way power settings, though curiously there’s no seat heating or ventilation, which you’d expect at this lofty price point.
The featureless back seat also belies the six-figure price tag, with amenities limited to a 12v socket, air vents and fold-down centre armrest with cupholders. The seat itself feels a little too firm, but the broad cushion provides good bum and under-thigh support. Legroom is okay, but headroom is a little tight for taller types, even without the optional sunroof.
The XF wins more points for its 459-litre boot, which is about average size for a sedan this size in terms of volume but offers a decent 1200mm between the seatbacks and boot lip.
Under the bonnet, the 2.0-litre Ingenium engine produces 221kW and 400Nm, and is paired with an eightspeed automatic transmission and all-wheel-drive system. It’s capable of pulling the 1819kg luxury sedan from 0-100km/h in a claimed 6.1 seconds.
The powertrain feels refined, although when you press the start button the initial burst of high revs causes quite a racket that’s a bit unbecoming for a car like this. But once the engine warms and its idling slows it’s very quiet and engine noise and vibration is minimal on the move, aided by excellent soundproofing which includes that active noise cancellation system.
However it isn’t as punchy off the mark as that 6.1sec claim may suggest. The combination of weight and the need for boost means the XF is at its best on the move, when you can exploit the generous midrange. Overtaking performance is suitably swift, and Sport mode holds ratios longer before upshifting; or you can take manual control via the chunky metal paddle shifters that look and feel good.
The downside of a big cat that prefers to purr than roar is the lack of a smile-inducing engine note when you put the foot down. Instead you’ll keep your eardrums greased with the 400w 13-speaker Meridian sound system that’s part of the standard kit.
Official combined fuel consumption is 7.2L/100km though that blew out to about 10L/100km in real-world conditions that included a mix of urban and freeway driving.
Regardless of powertrain, you expect a big Jag to ride and handle with real deftness and to this end the XF doesn’t disappoint. It corners with poise thanks to its taut chassis and double-wishbone front and multi-link rear suspension, and its already supple ride further irons out imperfections with the optional adaptive dampers. The electrically assisted steering feels sharp and fluid, and provides good communication with the road.
While the four-cylinder engine won’t satisfy the purists, there is a lot to like about the revised XF. It embodies the sporty sophistication associated with Jaguar and while it doesn’t set the world on fire when putting the foot down, it’s a lovely thing to drive.
If this is the final XF then it’s fair to say that, as an overall package, Jaguar has left its best until last. However, I don’t think it does enough to sway buyers from the bigger-selling F-Pace that shares its interior and underpinnings, and offers far a greater engine choice.