Jaguar XF VS Jaguar XJ
- Beautiful to look at
- Fantastic drivetrain
- Properly luxurious
- The cost
- No Apple CarPlay/Android Auto
- Not really a five seater for long trips
- Characterful supercharged V8
- Agile handling with great ride
- Individual looks
- Options pricing
- InControl software a bit ordinary
- Too much in-cabin chrome
If a Jaguar owner fell through a wormhole from 2003, the company they bought their car from would be almost unrecognisable. Back then, it was a bewildering mess making an odd assortment of cars, yet to emerge into the light after Ford's confused and debilitating period of ownership.
Why 2003? Fifteen years is a nice round number and pre-dates the arrival of the brand-saving XF.
Today, Jaguar has three SUVs, and the gorgeous F-Type, the XE, its second-generation XF and the big XJ. It has three SUVs (the F-Pace, E-Pace and I-Pace) because without them Jaguar would be a niche manufacturer before long, because big sedans, formerly the brand's trademark, are continuing their gentle decline. Oddly enough, one of the market segments contracting even faster than sedans is wagons.
So what better time to launch into a draining pool from the three-metre board than now? Jaguar has bravely taken that risk and brought us the puzzlingly named XF Sportbrake.
|Engine Type||3.0L turbo|
As a child, my parents - who aren't car people - would see a Jaguar and point. It didn't matter if it was an XJ, Daimler Double Six or a Mark II, there was a great deal of mystique around these bastions of Britishness. It also didn't matter that these weren't necessarily good cars. The Seventies and Eighties saw the brand slide into a funk while being passed between owners like hot potatoes.
Somehow, the brand survived its brush with Ford's useless Premier Automotive Group strategy which only came good towards the end as Jaguar's management woke up and put in place a change in direction that produced the Ian Callum-designed XF. Riding high on that design, Jaguar then promptly introduced the very pretty Jaguar XJ.
It has been on sale for ages, but with the addition of a few bits and bobs to stay competitive, it's as compelling as ever. Most importantly, the performance-focused R has kept its unique supercharged V8.
|Fuel Type||Premium Unleaded Petrol|
With that iron fist wrapped in a velvet glove wrapped in bubble wrap engine, excellent ride and gorgeous looks, the XF Sportbrake ticks all the boxes. Apart from the entry price and options prices, there are few objective reasons not to buy the car. It's just as good as any of its German competition and arguably the prettiest of the lot.
Should Jaguar have taken the dive? Given the XF Sportbrake is a luxury wagon done right, yes.
So you've decided you want a prestige wagon? Is it the Jaguar for you, or do you need a German machine to lug your load?
It might be old and facing German competition bursting with advanced technology, but the XJR is still a car you can buy with heart and head. But mostly your heart. It goes like stink, has a much better interior than the Quattroporte and is more interesting than just about anything this big or this grand.
It's also a better car than the Maserati Quattroporte if you want to get on with the driving yourself and is far prettier than the Porsche Panamera. It's a wonderful thing and even more wonderful that Jaguar continues to build it. Long live that supercharged V8 and the XJ is a great home for it.
Is the XJ your cup of Earl Grey or are you more interested in a Maserati espresso (sorry) or a Porsche stein (sorry, again)? Tell us what you think in the comments below.
The second-generation XF is a very pretty car. A few carmakers have a had a crack at that four-door coupe idea, but Jaguar's Ian Callum got it right first go. You might expect the wagon to be a bit dumpy but it's far from it. That's not to say wagons can't be good looking - many are better-looking than the car they're based on (the weirdly proportioned Golf wagon being the exception to the rule). The XF sedan just looks right.
Anyway, the Sportbrake is basically the same until behind the B-pillar, with the roof continuing on to steeply raked tailgate glass. Obviously the lights are different back there but it's a nicely integrated job, it doesn't look like a dodgy extension. Rolling on the optional 20-inch wheels it looks amazing - low, long and well-proportioned. Unfortunately, it's more than vaguely hearse-like in black (the only First Edition colour).
Inside is standard XF, with the obvious exception of the rear seats and the big open load area. With this First Edition's glass roof the cabin seems infinite. Either way it's big and comfortable, although fit and finish could be a bit tighter.
The XJ has a marvellously exaggerated length, with a rear overhang redolent of Jag's sporting coupe and roadster pair of the time of its launch, the XK. There's nothing else in the segment like it, with the three Germans - Mercedes' S-Class, Audi's A8 and BMW's 7 Series - having gone all Hugo Boss and and in the latter two's case, almost shrinking violet. The only credible Japanese alternative, the Lexus LS, looks like a Lexused 7 Series. The XJR is a more emotional car, like Maserati's Quattroporte.
The R adds an aggro grille, 20-inch wheels with low-ish profile tyres, a bootlid spoiler, red brake calipers and vents in the bonnet. Bits and pieces get the black gloss treatment and there are V8 and R badges, as well as a rather large leaper on the bootlid. Capping it all off are four exhausts poking out from the bumper and distinctive vertical taillights.
Inside remains largely unchanged. The cabin is big and luxurious, leather-lined and very, very comfortable. The front air vents have to be modelled on the de Havilland Comet's integrated jet engine intakes and, again, the dash design stays away from the horizontal lines of its obvious competition.
There is probably a bit much chrome for my liking, particularly on the centre console and around the rotary dial shifter, which reflects sunlight into your face during the day.
The lovely 'Riva Hoop' - a band that sweeps from door to door across the top of the dash - is a great touch and remains a defining feature in the cabin. The last update brought an Audi-like digital dashboard, including maps, but it's not nearly as slick as the German. The graphics for the dials are good (and quick) but the maps are a bit so-so.
Front and rear passengers enjoy plenty of space. Storage includes a not-quite-big-enough-for-a-phone tray ahead of the rotary dial gear selector and a pair of cupholders. Those in the rear have plenty of space, except for the middle seat occupant who must straddle a stout transmission tunnel. The rear armrest holds a pair of cupholders and the doors have slim pockets.
The boot holds 565 litres with the seats in place and "up to" 1700 litres with the seats down - that latter figure does not feel like a VDA number.
It might be over five metres long, but the Jag's cabin isn't as gigantic as that might suggest - luckily, if you want space, the XJ L has it. The SWB version is roomy enough, though, just not palatial. You can fit five people, but the big transmission tunnel will limit the size of that fifth.
Front and rear passengers have a pair of cupholders each, with rubber bubbles to help hold smaller cups in tight. The front and rear doors have pockets but aren't really for bottles.
Price and features
Over the years the XF has edged its way upmarket and is now playing with the Germans in the big luxury segment. And as is now customary for Jaguar, the Sportbrake is available in First Edition guise. First Editions are available for a model's first year of production and are usually based on the top-spec (in the Sportbrake's case, that's the 30d S) with a few extra bits and pieces to make things interesting.
While the 30d S retails for $123,450, the FE weighs in at $137,300. For that you'll waft out of the showroom with 19-inch alloys, dual-zone climate control, a huge panoramic glass roof with gesture-activated roof blind, around-view camera, front and rear parking sensors, 11-speaker Meridian-branded stereo with DAB, sat nav, head-up display, electric gesture-activated tailgate, keyless entry and start, rear air suspension, auto LED headlights, auto wipers, leather trim and a space-saver spare.
Jaguar Land Rover's 'InControl' media system is presented on a whopping 12.3-inch screen and, as ever, is steadily improving but goes without Apple CarPlay and Android Auto. The sound is, as you might expect, pretty good.
Our car had a few options fitted. 'Active Safety Pack' (see below), carbon-fibre trim ($3470), driver and passenger memory pack ($3210, including perforated leather trim), 20-inch wheels upgrade ($2790), cold-climate pack ($2540), illuminated metal treadplates ($2110), privacy glass ($950), 'InControl Protect' ($630), configurable interior lighting ($540), nets and rails ($390 and $320 respectively), extra power socket ($240) and 'InControl Apps' ($100). Most of it is cosmetic and/or unnecessary and took us to $158,950.
And there is still a plethora of boxes to tick.
As is expected at this level, Jaguar was not mucking about with price or specification - the XJR starts at a mildly terrifying $299,995, which is very close to the rather more tranquil Autobiography long-wheelbase relax-o-mobile.
Standard are 20-inch alloys, a 20-speaker stereo, power everything with three memory positions, four-zone climate control, keyless entry and start, front and rear parking sensors, heated and cooled front and rear seats, sat nav, LED headlights and DRLs, leather everywhere, auto wipers and (LED) headlights, electric boot lid, heated steering wheel and a space saver spare.
The Meridian-branded stereo is an absolute cracker, powered by the improved but still laggy 'InControl Pro' system. Oddly, it's all crammed into an 8.0-inch touchscreen when there is seemingly room for the larger (and better-performing) 10.0-inch screen. The software is far superior than the version that preceded the last update, but the screen is hard to use, as targets are placed right in the corners and are hard to hit.
A long list of options are available, some of which should probably be included in the big sticker price - DAB+ ($620), premium paint is a splutter-worthy $2060 (although, to be fair, the vast majority of the 19 colours are free), adaptive cruise with queue assist ($2200), adaptive headlights a further $2620 and 'Parking Assist', which adds side sensors and a front camera, a further $2780. Reverse cross traffic alert, blind spot monitoring and forward collision warning cost yet another $1460. Ouch.
Engine & trans
With all that power and torque, the XF Sportbrake cracks 100km/h from rest in 6.6 seconds.
The air suspension means you can tow up to 2000kg with a braked trailer.
Jaguar's lovely 5.0-litre V8 with supercharger continues under the XJ's long and shapely bonnet, delivering a walloping 404kW and a tyre-shredding 680Nm. The sprint to 100km/h for all 1875kg of XJR is completed in an impressive 4.6 seconds, which was very competitive at the car's launch in 2009.
The combined cycle figure for the V8 is listed at 11.1L/100km but fully expect to see the 16.1L/100km we got, especially as you try and fail to tyre of the monstrous power delivery and lovely (if muted) V8 roar.
Luckily, even if you're belting it, the 82 litre tank is a generous size and you'll cover a fair amount of ground.
There's no getting away from the size and heft of the Sportbrake. Where a four-cylinder sedan comes in under 1600kg - not bad for an almost five-metre-long car - up here at the top it's well over 1800kg. With big wheels and a long wheelbase it's not going to win any wards for manoeuvrability, with a big turning circle and a length that's challenging to shopping centre car parks.
The 3.0 V6 twin-turbo is a fantastic unit. It can be a bit noisy when cold but it's super smooth and with all that torque it crushes overtaking with little need for advanced planning. The Sportbrake wafts along, lazily turning over in traffic and keeping the vibe calm.
Despite those big wheels, the ride is excellent. Even when in Sport mode, it's a rare bump or surface that will cause drama. It's very comfortable and very quiet, almost to the level of the XJ limo.
If you do fancy a bit of amusement, the V6 and well-sorted chassis are ready to play. In reality, Sport mode is where both myself and my wife left the car the whole time we had it. Both of us found the steering a little too light and preferred the more lively throttle response. The XF features torque vectoring using the brakes and coupled with a well-judged stability and traction control system, it delivers a good impression of a sporty sedan.
But the XF is best when you keep it relaxed. Both in town and in the cruise, it's a lovely, quiet place to be and a relaxing, undemanding drive.
Only a couple of things were annoying - the light steering we've already covered. The heated windscreen was more reflection-prone so the head-up display could be hard to see in some lighting conditions. And sometimes it beeped for no apparent reason, which I eventually traced to the blind-spot warning.
Indecently quick, surprisingly agile and heaps of fun. While the first descriptor applies purely because of its size, the next two shouldn't when you're in command of 5.13 metres of motor vehicle. As with the Audi and now the 7, the Jag has a lot of aluminium to help keep the kilos off and good gracious, it has worked.
The R is based around the short wheelbase version of the XJ for perhaps obvious reasons. Even so, it appears to be the shorter-again XF's because this thing turns in like a demon. No, it won't stay with the dearly-departed XF-R but it does a mighty fine impression of one, just with a better ride quality.
Rear seat passengers should be prepared to feel a lot of wheelslip, especially when in Dynamic mode, as even the fat Pirelli P-Zero's struggle for purchase when the right foot hits the carpet. The V8 rumbles rather than bellows, but the rears cheerfully spin up until the computers and active differential rein things in. Traction control off and you've got a proper tyre-smoker if you're not playing by the rules. Jag's engineers are clearly hooligans at heart.
As always, ZF's eight-speed transmission does an incredible job of marshalling the horses in a rearward direction and when you're not after a bit of sound and light, have achieved a tremendous amount with the damping. When in normal mode, the car glides along, so much so that the lady of the house wasn't so sure it was a sporting sedan.
Once she was apprised of dynamic mode (you have to cycle the button through winter mode first, for some reason), her only complaint was that it was too long and the steering wheel too big for this type of car. I was persuaded of the latter, especially after stepping out of an Audi S3 which has a tiny wheel. Long story short, the XJR is now 'her' car (to be more accurate, the XFR is, but that hasn't arrived yet, so...), as it felt smaller than it was when not parking and she's a sucker for a torquey V8.
For child seats you've a choice of three top-tether anchors or two ISOFIX points.
Our car had the $4360 Active Safety Pack, which adds blind-spot monitoring, reverse cross traffic alert, lane-keep assist, adaptive cruise and driver-attention detection. If you were to ask me, this little lot should be standard at this level.
Despite that, the XF scored a maximum five ANCAP stars following assessment in 2015.
Jaguars are offered with a three-year/100,000km warranty with a matching roadside-assist package. You can purchase a five-year/130,000km service plan for an oddly reasonable $2200. Even more reasonable are the service intervals - 12 months or 26,000km (!).