Jaguar is one of the most iconic automotive brands in the world coming out of Britain. However, similar to most

legendary British brands, Jaguar has gone through significantly rough patches. So much so, that at one point of

time there were uncertainties about the Leaping Cat’s ability to carry on. The biggest problem for Jaguar was

finding the optimum levels of efficiency in manufacturing, right mix of reliable and modern technology and leav-

ing their classic design philosophy in favour of something new ground-up.

JAGUAR XF S MARK OF A TRANSITION

NEW VEH ICLE JAGUAR XF S

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Extensive use of aluminium makes the XF S a light-footed runner (Image: MY11)

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In a do or die effort, Jaguar put in the best it could and came up with the XF in 2008, which at the first look made it clear that Jaguar had found a new design philoso-phy and a new technical direction. The XF then could be termed as the Leaping Cat’s most significant leap and it also brought a sigh of relief to many since more than 7,500 jobs were resting on the XF’s ability to deliver.

Coming to present times, the XF not just saved Jaguar, but turned around the company 360o financially. From £ 14.6 mn in 2009-10, net profit grew massively to £ 1.1 bn in 2010-11 and sales revenues were up by 51 % to £ 9.9 bn. This turna-round was largely due to the wide accept-ance of the XF and also due to Jaguar finding more efficient ways of operating.

Now a profitable and fast-expanding brand, the Tata Motors owned Jaguar launched the 2012 XF at the Auto Expo in New Delhi in January 2012. The new model is different from the MY 2011 in terms of exterior looks and is actually a lot closer now to the original XF Concept. We drove the XF S and bring to you a detailed look in the new XF’s technology and how good that technology works in varied conditions on our roads.

Design

While the original XF was already a bold design, the 2012 XF pushes the bounda-

ries further by bringing the styling closer to the concept, something not too com-mon. The best part about the XF’s design is that seen from any angle, the car looks fast. The design is properly modern and looks to be a perfect blend of art and sci-ence. At the front, the long sweeping hood provides a good mix of classic and modern lines. The headlamps are in line with giving the car the look of a cat and the LED DRLs accentuate that look fur-ther. Adding further to the aggressive character are the wide air intakes housing chrome splitters.

Viewed from the side, the XF’s coupe-like design is evident, courtesy the sharply raking pillars and tapering roof-line. An upswept waistline extending till the rear end results in a higher tail than any other Jaguar yet. The combination of a low hood line, raked pillars, tapering roof and a high boot lid results in a visu-ally appealing and aerodynamically effi-cient design.

A close scrutiny of the XF from every angle possible didn’t result in any sort of oddity or room for improvement.

AeroDynAmics

The XF is one of the most aerodynami-cally-efficient four-door saloons ever made by Jaguar. The entire body of the XF was designed using Computational Fluid Dynamics (CFD), a first for Jaguar.

This process allowed the engineers to optimise areas such as exterior panels, undertray and exterior mirrors before wind-tunnel testing. The upswept and squarer rear is more efficient than a lower and rounded one. The result of this engi-neering-focused design is a coefficient drag (CD) of just 0.29, with the front-to-rear lift balance being precisely zero.

At high speeds we found this design to result in a very silent drive since wind-noise is barely audible. Here’s an interest-ing fact about the XF’s aerodynamic effi-ciency – the XJ 220 was one of the fastest supercars made by Jaguar and the XF sedan is aerodynamically more efficient than the legendary supercar!

PowertrAin

XF S is powered by a 3 l AJ-V6D Gen III diesel engine, producing 271 hp (275 ps) and 600 Nm of torque. The engine is broadly based on the earlier 2.7 l unit but is vastly different. Borrowed components such as cylinder heads and blocks have been reworked extensively while the pis-tons, con-rods and crankshaft are entirely new.

A highlight of the engine is the ‘paral-lel sequential’ turbocharger system, which is a global-first for a V-engine. The system allows for a better torque spread through-out the rev band, making it easier to drive the car in almost any condition or at any

Upswept headlamps lend an aggresive look to the front New Jaguar models no longer uses its name on the rear

The 3 l AJ-V6D Gen III diesel engine presents a great mix of performance and efficiency

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NEW VEH ICLE JAGUAR XF S

speeds. During our test we found the XF S to be extremely relaxed in city traffic. A widespread torque band meant that every time we kicked-down the throttle, the power would come through at a linear rate and the surge would sustain till about 4,000 rpm. 600 Nm of torque ensure that acceleration is rapid in any gear and reaching speeds of 200 km/hr is an effort-less exercise.

The two-turbochargers work depend-ing on the requirement and hence save energy. For daily driving, including in-city and expressway runs, a variable-geometry primary turbocharger does the entire induction job. The secondary turbo mean-while is inactive, saving energy and fuel. Once past 2,800 rpm, 300 milliseconds is all that is needed to make the smaller turbo active. This results in seamless power delivery without any turbo-lag.

The system is well-engineered to work in diverse conditions and we found it hard to notice turbo-lag at any speeds except the start-off. Jaguar engineers worked well on the turbo-lag and the out-come is the engine’s ability to deliver 500 Nm torque from idle in just 500 millisec-onds. By now you could be wondering why the turbo usage is the other way around since most engines use the smaller turbo for primary use and the larger one for higher power. The reason is that in such configuration exhaust pressures and pumping losses are higher. The Jaguar system by using the larger turbo most of

the time reduces the power losses and improves efficiency.

The Bosch common-rail system has been developed to deliver up to five injec-tions in each combustion cycle at a pres-sure of 2,000 bar. Each injector tip has seven holes, allowing for better atomiza-tion of the fuel. In addition, the crystals in the injectors are fitted nearer to the tip, which means they are mounted deeper

inside the engine, providing better sound insulation and quieter operation. Multiple injections at high pressure lead to increased power output and lower CO2 and particulate emissions.

Emissions are further reduced through the usage of diesel oxidation catalysts and diesel particulate filter (DPF). NOx levels are reduced significantly at their point of origin through the design of the combus-

Up to five injections per cycle at 2,000 bar leads to efficient combustion inside the chamber

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tion system. It features a common rail injection system and an exhaust gas recir-culation (EGR) system with by-pass. The efficiency of this design can be ascer-tained by the fact that the engineers didn’t find it necessary to have NOx exhaust after-treatment, thereby reducing the need for platinum in the exhaust.

Another interesting bit about the injec-tion system is the metering mode. In a conventional diesel common-rail system, the fuel pumps supply the injectors with more fuel than required and the surplus is sent back to the tank. Through this phase, the fuel temperature increases signifi-cantly and cooling it requires a considera-ble amount of energy. Metering model enables the pump to deliver fuel in accordance with the immediate require-ment, thereby reducing energy consump-tion. Overall, we found the engine to fea-ture appreciable levels of refinement and power delivery. Since the power delivery at all times is linear, the XF S is a very easy car to drive, irrespective of the conditions.

trAnsmission

The AJ-V6D Gen III diesel engine in the XF S is mated to a ZF 6HP28 six-speed automatic transmission. The unit features an adaptive shift-system, which adjusts the shift pattern depending on the driving style. The system helps deliver smooth

gear changes and increases efficiency too. We found the gearshifts in ‘D’ mode to be fairly quick and sudden change in driving characteristics too do not catch the trans-mission unprepared. Shifting through the paddles makes the shifts even quicker and hence apt for spirited driving.

Given the positioning of the XF S as a sports saloon, the transmission strikes a good balance between performance, com-fort and efficiency.

susPension & DynAmics

The XF’s suspension is built around the core Jaguar suspension set-up – wish-bones at the front and rear. It is capable of filtering most bumps before they reach the cabin and the stiffness is just about right, not too soft and not too stiff either. The suspension reacts well to sweeping corners and a series of long turns but sharp turns in quick succession can unsettle it. While the configuration is the same as found on the XK and the XJ, each car’s damping varies. Jaguar presently tunes just the damping based on measure-ment from 890 parameters.

Weight saving is critical for an efficient and dynamically sound car, and Jaguar’s focus in this area has been commendable in the past few years. The rear differential is now made of aluminium to save weight and features low-resistance bearings and a ratio-change for enhanced efficiency.

The XF S is almost five metres long at 4,961 mm with a wheelbase of 2,909 mm – not so good numbers for performance. However, at 1,820 kg, the XF S isn’t too heavy. This is primarily due to the exten-sive and well-engineered use of alumin-ium. The car builds speed effortlessly and goes well around corners but does suffer from a little more body-roll than expected. The best combination to extract the most possible is to select the ‘S’ mode, shift through pedals and activate the dynamic mode by pressing the chequered flag but-ton below the rotary shifter. The result of this combination is quicker shifts that will take place at the red line, if needed, and better handling from a firmer suspension setup.

Two things however prevent one from pushing the XF S to the limit of its bril-liant chassis. One of them is the Dynamic Stability Control (DSC), which always cuts in too early in normal mode. Things can be improved by selecting the Trac DSC, but the intervention takes place a tad too early even then. The other issue is the feedback from the steering wheel, which isn’t enough. Steering precision and accuracy however is spot-on. An advantage of the Servotronic steering is that it’s fairly light, making driving and parking easier in city-conditions.

The highlight of the XF S’ dynamics is the balance it strikes between practicality and performance, considering it’s not a track-focused car. Given the overall per-formance package, the issues mentioned are easy to live with and will be experi-enced only on rare occasions. The XF S might not be the best handing or the most comfortable car in its segment, but we feel that it certainly is the one with the perfect balance between dynamics, com-fort, efficiency and pleasure.

interior

The moment one steps into the XF S, awe is the first emotion to reflect. The interior is well laid out and offers a good mix of modern and classical design. The design philosophy of the XF’s interior is ‘invisible until needed’ and its implementation results in a nice and soothing cabin.

The controls are neatly placed and there aren’t too many buttons on the con-sole, making it easier for a new user to

Jaguar XF S comes packed with active safety features

The XF S' interior is a great example of British craftsmanship Rear seat comfort and boot space is ample

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adapt with the car. Any function that one might need, while driving, has been given a button below the touch screen. Every-thing else is controlled from the touch unit, making the console one of the clean-est-looking in its segment. The seven-inch touch screen is easy to use but is a bit slow. Special focus was laid upon the cen-tral screen’s clarity and hence it features a polarising filter. The central panel is flat with no air-vents visible and only when the AC/ blower is switched on, the vents rotate from within. Similarly, there isn’t any gear lever in the cabin and the moment the ignition button is pressed, a chrome-plated rotary shifter gradually pops out. The layout not only looks good but also adds to the spacious feel inside.

The seats offer ample cushion and good lateral and under-thigh support. Despite the sloping roofline, most rear passengers will find themselves seated in comfort with adequate headroom. In most modern cars of this segment, wooden-fin-ish panels are a common sight but not everywhere one can find wood. Cost-pres-sures and engineering costs force many manufacturers to use look-alikes. In the case of Jaguar though, what looks like wood is actually wood. In fact, the XF has one of the highest wood content on a Jag-uar car ever, a good thing for light-weight-ing. The veneers include satin American walnut, burr walnut and straight-grained rich oak, all of which go along well with the rest of the interior. The remaining

interior is primarily made up of alumin-ium and plastic in order to save weight.

The storage compartments in the cabin are adequate in number and volume in respect to the XF’s dimensions. The over-all feel of the interior cabin is such that it looks less of a design and engineering effort and more of craftsmanship, just the way one would ask for in a Jaguar.

sAfety

The XF’s body shell is made from light yet high-strength steel to offer added protec-tion in the event of a crash. Airbag set-up

includes front, side and curtain units, con-trolled electronically to deploy only if the seat is occupied. The seatbelts are designed to soften the impact pressure between the occupant and airbag in order to reduce chances of minor injuries stem-ming out of airbag contact.

Pedestrian Contact Sensing System can sense an impact with a pedestrian and raise the bonnet slightly. This helps in prevention of the pedestrian’s head com-ing in contact with the harder areas and helps in reducing chances of critical head injuries. Active safety technologies include ABS with EBD, traction control, DSC, cornering brake control, engine drag torque control and understeer control logic, which slows the car if understeer is detected. This allows the front tyres to regain grip and reduces the chances of a crash, while turning.

technicAl rounD-uP

It is the XF that has literally infused life into the legendary British brand, which was on the verge of becoming non-exist-ent. The car has found wide acceptance among buyers from different geographies and demographics. This reflects the ability of Jaguar’s engineers to build a package with almost everything for everyone and not just something for everyone.

The highlight of the MY12 XF is the increased design proximity with the XF

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MY11 XF being built at the Castle Bromwich assembly line

A sloping rooflline along with wide twin-exhausts adds to the XF S' sporty appeal

specificationsEngine Capacity (cc) 2,993

Cylinders Layout V6

Compression Ratio 16.0:1

0-100 kmph (seconds) (claimed) 6.4

CO2 Emissions (g/km) 179

Max. Power (ps) 275

Max. Torque (Nm) 600 @ 2,000 rpm

Transmission 6 Speed Automatic

Length (mm) 4,961

Width (mm) 2,077

Height (mm) 1,460

Wheelbase (mm) 2,909

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concept and the existing XJ saloon. The XF is then not just Jaguar’s best-selling car; it is the model that marks the transi-tion of a company from being a classic marquee to a modern engineering and technologically advanced brand. Jaguar got into the engineering race a little late but considering what it achieved with the XF, it doesn’t seem to have lost out much. From an engineering and technology per-spective, XF is largely the reason why Coventry is today parallel to Munich, Stuttgart and Ingolstadt. The C-X16 Con-cept is a clear indication of the engineer-ing path adopted by the company and the technical leap it has made in just about five years. Jaguar has also done a remark-able job in terms of lightweight technolo-gies in a very short time and very soon we’ll bring to you a special feature on that.

At ` 54.57 lakh, ex-showroom Delhi, the XF S is a bit more expensive than sim-ilarly-equipped competitive models. How-ever, the extra bit of money is worth spending since it gets you a car which pampers the backseat occupants yet excites an enthusiastic driver. In addition, the awe value that comes along with a Jaguar is something that can be described only from the cabin of the car.

text: Arpit Mahendra

Photo: Bharat Bhushan Upadhyay