A saloon with the soul of a Jaguar sports car, the XF has won accolades and enthusiastic fans across the globe for its dynamic abilities and dramatic looks. Advances in lighting technology have allowed the new 2012 XF model range to adopt the bold Jaguar design language introduced on the flagship XJ saloon.

Sheetmetal revisions to the grille, bonnet and front wings incorporating new triangular side vents give the car a more muscular, purposeful appearance. The range-topping XFR receives its own unique, overtly assertive design to underline its performance potential while an alternative 'Aerodynamic' option is available on all other derivatives for a total of three dramatically different styling options.

The headlamps now incorporate bi-function HID xenon technology that allows them to be much slimmer and more compact while still providing outstanding beam resolution. They also incorporate LED daytime running lights arranged in a distinctive Jaguar 'J-Blade' signature pattern for instant recognition.

The tail lamps have been entirely renewed and now extend onto the central portion of the boot lid. These new units are now full-LED for stop, light and indicator functions and give the XF a distinctive night-time rear signature. Separating them is a revised boot lid finisher with a gloss black lower edge for a cleaner appearance. The boot also features power closure on all models.

Three new paint colours and an expanded alloy wheel selection ranging from 17 to 20-inch provide the finishing touches to the revised styling.

'The XF has rightly been recognised as a quintessential Jaguar saloon. It is purposeful yet elegant, with inherent sporting intent in its design. For the latest version we have been able to evolve and enhance that performance character to make the XF the most visually dynamic car in its class."

Jaguar’s powerful XFR sports saloon has just got even faster with the introduction of a new optional Speed Pack.

Featuring a speed limiter raised to 174mph (280km/h), the 510PS XFR Speed Pack car is equipped with revised engine and gearbox calibration to match the increased top speed. A new front aero splitter and a new rear wing distinguish the Speed Pack car.

The 510PS XFR sports saloon benefits from the same combination of eight-speed automatic gearbox and Intelligent Stop/Start allowing it to offer an unrivalled blend of efficiency and excitement. The EU Combined cycle improves by 11% with its emissions reduced by more than 8%.

XFR Speed Pack is available now priced at £2,750 in the UK.

The second model in Jaguar's ultra-high performance R-S range, the XFR-S joins its XKR-S sibling in the exclusive 300km/h club and is a vivid expression of Jaguar's longstanding and legendary sports saloon lineage.

The XFR-S incorporates engineering features from both the XKR-S and the all-new F-TYPE two-seater sports car to create the most driver-focused, agile and responsive iteration of Jaguar's award-winning XF saloon range. The XFR-S has been developed by Jaguar Land Rover's specialist ETO division - its bespoke powertrain, chassis and body enhancements enabling it to push the performance boundaries.

Electrifying performance is provided by the 5.0-litre supercharged V8 petrol engine which now boasts 550PS and 680Nm - up 40PS and 55Nm respectively over its XFR installation. The increases have been achieved through revisions to the engine management system and optimisation of the flow of air both into and out of the engine.

Fitted with an eight-speed transmission incorporating Jaguar's 'Quickshift' technology (developed for the F-TYPE), the increase in engine output allows the XFR-S to accelerate to 60mph in 4.4 seconds (0-100km/h in 4.6 seconds) and on to an electronically limited top speed of 186mph (300km/h).

Airflow has been carefully managed in order to both allow the engine to operate at peak efficiency and let the car cleave the air cleanly and safely. The resulting body changes have created a distinctively assertive appearance, beginning with the deeper front bumper with its larger lower air intakes, vertical vanes and carbon fibre front splitter.

Deeper sills and unique 'aero-blades' ensure a clean passage of air along the side of the car and on to the deeper rear bumper sides while a carbon fibre rear diffuser between the signature quad tailpipes extends underneath the rear of the XFR-S to reduce lift. It is aided in this by a bootlid mounted spoiler, two designs being available. Overall lift is reduced by 68%.

The unique 20-inch lightweight forged alloy 'Varuna' wheels are wider front and rear and are shod with specially developed Pirelli rubber, giving the XFR-S a more muscular stance and increasing its grip and stability. Allied to this are extensive suspension revisions which serve to increase lateral suspension stiffness by 30% for greater steering precision and responsiveness.

Revisions to both spring rates and the adaptive damper tune increase the feeling of connectivity with the road surface, providing confidence-inspiring handling and a supple, controlled ride. Recalibrated active electronic differential and Dynamic Stability Control settings allow the enthusiastic driver to make the most of the huge potential of the XFR-S.

The car's intent is underlined by the technical palette of materials used on the interior. This includes carbon leather on the seat bolsters and arm rests and a Dark Aluminium fascia, both of which are exclusive to the R-S range. Providing a further unique touch are a choice of contrasting colour stitching and micro-piping which can be matched to the exterior paint scheme.

"In developing the XFR-S the engineering challenge was to extend the considerable dynamic abilities common to the entire XF range. The bespoke chassis, powertrain and body enhancements meet that challenge and give the XFR-S its focused performance edge."

Andrew Whyman, Chief Programme Engineer, Jaguar XF
Powertrain

The XFR-S features Jaguar's acclaimed 5.0-litre supercharged V8 petrol engine in its most potent form matched to an eight-speed transmission with Quickshift functionality. This all-new combination provides a visceral blend of vivid acceleration, driver involvement and control plus entry to the exclusive 300km/h (186mph) club of ultra-high performance cars.

"The XFR-S is a very harmonious product in the way it looks, the way it handles and the way the powertrain responds. The car has instant response to any driver input and as a result feels connected from the outset."

Tim Clark, Technical Specialist for Performance and Driveability Attributes, Jaguar

The all-aluminium quad-cam engine delivers not only extreme performance but also tremendous efficiency thanks to the technologies incorporated into it, including spray-guided direct injection (SGDI) and dual independent variable cam timing (DIVCT).

The high-pressure die-cast lightweight aluminium block is stiffened with cast iron liners and cross-bolted main bearing caps, providing refinement to match its power. The four-valve cylinder heads are constructed from recycled aluminium, between them sitting the Roots-type twin vortex supercharger fed by two intercoolers. These feature their own water-cooling circuit to reduce the temperature of the pressurised air to optimise power and efficiency.

In order to help liberate the additional 40PS and 55Nm of torque over the standard XFR, larger front air intakes in the lower bumper of the XFR-S allow greater volumes of air to be fed into the engine. The intake system also features a symposer that channels more of the induction noise into the cabin, adding to the aural excitement of driving the XFR-S.

The result is a 0-60mph time of 4.4 seconds (0-100km/h in 4.6 seconds) and an electronically-limited top speed of 186mph (300km/h).

The exhaust system has been optimised in order to channel the waste gases away from the engine with the greatest efficiency. The central silencer has been replaced with an X-piece and near straight-through rear pipes combining to provide an enhanced exhaust note with the added benefit of a motorsport-style crackle on the overrun.

A number of key driveline components have been uprated in order to both adapt the XFR-S for the greater power and torque outputs and stiffen the entire drivetrain to make its responses more immediate; these include uprated driveshafts, a larger central bearing on the propshaft and a new torque convertor.

This series of changes has allowed Jaguar's engineers to tune the throttle response to suit the more focused nature of the XFR-S. Applying learning from the new F-TYPE sports car, the response to throttle inputs has been made significantly quicker. The end result is an intimate connection between the driver's right foot and the engine. Engaging Dynamic Mode increases this still further with a greater engine response for a given movement of the accelerator pedal.

Eight-speed Quickshift Transmission

Maximising the benefit of the engine recalibration is the eight-speed automatic transmission with Quickshift technology.

Developed for the F-TYPE sports car, Quickshift ideally suits the XFR-S's focused and involving remit. When the enthusiastic driver changes up a gear manually by using the steering wheel-mounted paddles, the Quickshift strategy ensures the quickest, crispest shifts via rapid and precisely timed engine torque intervention.

When downshifting (either manually or when in Sport mode) the engine management system automatically blips the throttle to ensure the XFR-S remains balanced and composed, particularly important on entry to a corner. This function also allows the transmission to perform multiple and very rapid downshifts during hard braking.

When operating in automatic mode, the transmission can detect the manner in which the car is being driven by monitoring acceleration and braking, cornering forces, throttle and brake pedal activity, road load and kickdown request. On detecting a more enthusiastic driving style, the transmission will automatically make the gearshifts more aggressive and move the shift-up point higher in the rev range.

Corner Recognition senses when the car is negotiating a bend, the transmission holding the correct gear for the exit. The transmission will also recognise when the car is performing a series of overtaking manoeuvres requiring rapid changes in throttle position and, rather than change up, remain in a lower gear ready for the next demand for acceleration.

The eight-speed transmission also allows the XFR-S to be offered as standard with Jaguar's Intelligent Stop/Start system. This automatically shuts down the engine when the car comes to a halt and the brake pedal is depressed. When the brake is released, the system will restart the engine in less time than it takes for the driver's foot to move to the accelerator.

A twin solenoid system, it allows for 'change of mind' functionality, bringing the engine back up to speed even during its run-down phase if, for instance, the car is coming to a halt at a junction and the driver sees an opportunity to join the traffic flow.

Dynamics

"With the XFR we have a very credible, competitive platform with which to work. What we have given the XFR-S is greater handling capacity, greater precision and greater capability. It's a car for driving purists - it will feel engaging within the first 50 metres but remains accessible and confidence-inspiring at any speed."

Mike Cross, Chief Engineer, Vehicle Integrity, Jaguar

The dynamic characteristics of the XFR-S were informed by the engineering development of both the XKR-S and the F-TYPE, the result being an incredibly agile, responsive and involving super saloon.

Both front and rear suspension systems have been uprated and carefully tuned over tens of thousands of miles at Jaguar's testing centre at the legendary Nürburgring, the high-speed bowl at Nardo in Italy and, of course, the engineers' favourite roads around the Gaydon Research and Development centre and in north Wales.

Overall lateral suspension stiffness has been increased by 30 per cent front and rear, with front and rear spring rates increased by the same amount.

Front suspension knuckles have been revised in line with those found on the XKR-S to achieve the increased camber and castor stiffness which, along with new wheel bearings, optimise steering and handling precision. The steering system has additionally benefited from the fitment of the valving developed for the F-TYPE.

At the rear a new subframe has enabled revisions to suspension geometry which, allied to stiffer bushes - new rear knuckles and working in tandem with the stiffer springs - increase stability and response.

In order to achieve the maximum benefit from the suspension revisions, the XFR-S has new lightweight, forged 20-inch 'Varuna' alloy wheels. These are half an inch wider at the front and an inch wider at the rear in comparison to the wheels found on the XFR but their construction means there is no weight penalty to be paid.

The tyres, developed in conjunction with Pirelli exclusively for the XFR-S, are 10mm wider all round, being 265/35 and 295/30 front/rear. The difference between the wheel rim and tyre width increases has the effect of pre-loading the sidewall to improve handling and steering response without adversely affecting refinement.

Working in harmony with the uprated suspension, wheels and tyres are revised electronic programmes controlling the Adaptive Dynamics, active electronic differential and Dynamic Stability Control systems.

Jaguar's Adaptive Dynamics system actively controls vertical body movement, roll and pitch rates through the use of continuously variable dampers. The system monitors driver inputs and the road conditions, adjusting damper rates in response up to 500 times a second to optimise stability and agility. The driver's selection of Dynamic Mode offers enhanced body control through moving the damping rates to the firmer end of the available range.

The Jaguar active electronic differential - which can apply full locking torque almost instantaneously when necessary - has been recalibrated in order to exploit the greater grip offered by the wider rear tyres, the more precisely controlled suspension and the engine output. Working in parallel with the differential, the 'Trac DSC' setting of the Dynamic Stability Control system now offers the enthusiastic driver more opportunity to explore the outer edges of the handling envelope while nevertheless providing a discreet safety net.

Providing equal levels of confidence is Jaguar's High Performance Braking System which offers an unmatched combination of power, stability and fine modulation. The 380mm front and 376mm rear discs are internally ventilated for assured repeated stopping power and on XFR-S benefit from additional cooling provided by under-body air channelling.

Design

"The Design Team was very conscious that it would be the aerodynamic solutions required to deliver the performance of the XFR-S that would dictate its aesthetics. This is a concentrated and focused car and the design revisions and the materials used all reflect that."

Wayne Burgess, Studio Director, Jaguar Design
Reflecting the changes under the skin, the appearance of the XFR-S has been subtly modified in order to allow the car to achieve its full potential.

The new, deeper front bumper incorporates larger lower central and side air intakes - the former framed in carbon fibre - in order to provide adequate airflow into the engine bay. Carbon fibre is also used to form the front splitter at the lower edge of the bumper, the first of a number of aerodynamic changes designed to smooth the passage of the car through the air at very high speeds.

The extended side sills and aeroblade mouldings behind the front wheels serve to create a sharp break-off point between the lower bodywork and the road surface in order to keep the airflow attached to the car's sides for as long as possible.

The same thinking dictated the deeper side mouldings behind the rear wheels. This extended rear bumper also incorporates a central, carbon fibre diffuser, deeper than the item found on the XFR and which travels further under the rear of the car to reduce lift.

Rear lift is also reduced through the fitment of a bootlid-mounted spoiler to manage the airflow off the top rear surface of the car. Two options are available, both of which have been designed with the aid of computational fluid dynamics to provide perfectly balanced aerodynamics. The larger of the two rear wings is constructed with a carbon fibre aerofoil centre section.

The combined result of the bodywork revisions is a reduction in overall lift of 68%.

The wider, six-spoke, lightweight Varuna forged alloy wheels provide the XFR-S with a purposeful, broad shouldered stance and come as standard with a dual finish. A ceramic polish is applied to the outer surfaces, its eye-catching appearance contrasting with inner gloss black areas. As an option the wheels can be supplied in either full gloss black or technical grey finishes.

The assertive appearance of the XFR-S is further enhanced through the use of gloss black trim in place of chrome around the grille, within the side vent, around the front and rear screens, windows and across the bootlid. The mesh in the front grilles is also a purposeful gloss black.

XFR-S customers can choose from an exterior palette comprising five colours: French Racing Blue, Ultimate Black, Stratus Grey, Polaris White and Italian Racing Red.

This colour palette is complemented inside the XFR-S with Warm Charcoal leather trim on the seats and doors enhanced through the use of carbon effect leather. Exclusive to R-S cars, this is used on the seat bolsters and arm rests and reflects the use of exotic carbon fibre on the aerodynamic elements of the car. The seats themselves are embossed with the R-S logo and can be finished with a choice of contrast colour micro-piping and stitching in either red, blue or ivory. The same subtle enhancement runs across the top of the dashboard, the fascia of which is finished in a Dark Aluminium unique to the R-S, complete with badging.

The XFR-S is fitted as standard with a 380W, 12-speaker surround-sound system from British audio experts Meridian. Recognised by audiophiles as a leader in audio reproduction and fidelity, the system uses digital signal processing to create a sound field that is second to none. An optional 825W and 18-speaker system features Meridian's proprietary Trifield System which places every occupant at the centre of their own perfectly focused surround-sound arena.

The Jaguar XFR-S is already an impressive drive. However, take its 550-horsepower drivetrain and pack it into the svelte body of the XF Sportbrake and you’ve got a surefire hit on your hands.
That’s exactly what Jaguar has done with its latest XFR-S Sportbrake, which has previously been spotted testing in prototype form and has now been revealed in full ahead of its official world debut at the 2014 Geneva Motor Show next Tuesday.

The gallery above shows what the new 550-horsepower family hauler will look like when the covers finally come off at the Swiss show, and confirms that Jaguar designers haven’t toned down the aggressive styling of the XFR-S sedan in its transformation into a wagon.

Key elements include the huge intakes in the front bumper, 20-inch staggered wheels, Pirelli tires, uprated suspension and an integrated rear diffuser. Then there’s the brute of a powertrain, which in this case is a supercharged 5.0-liter delivering 550 horsepower and 502 pound-feet of torque.

Like in the XFR-S sedan, drive in the XFR-S Sportbrake goes to the rear wheels only, via an eight-speed automatic transmission with Jaguar’s Quickshift feature. This adjusts torque to ensure gear changes are sharp and fast. Jaguar says owners can expect 0-60 mph acceleration in about 4.6 seconds (4.4 seconds for the XFR-S sedan) and a top speed governed to 186 mph.

Unique to the XFR-S Sportbrake is close to 60 cubic feet of storage space when the rear seats are folded flat as well as specific chassis tuning. In order to manage the extra rear mass of the XFR-S Sportbrake while retaining the sharp turn-in and response of the XFR-S sedan, the wagon’s rear suspension has been modified with revisions to both rear spring rates and the adaptive damper tune. These changes work in conjunction with an electric rear differential and custom stability control settings.

Inside, there’s premium leather trim and real carbon fiber accents. The XFR-S Sportbrake also gets as standard an 18-speaker Meridian premium sound system.

Sadly, since the regular XF Sportbrake isn’t sold in the U.S., this one won’t be either. In the U.K., it goes on sale in April, priced from £82,495 (approximately $137,612).

The third model in Jaguar's ultra-high performance R-S range, the XFR-S Sportbrake joins its XFR-S saloon sibling in the exclusive 300km/h club and is a vivid expression of Jaguar's longstanding and legendary sports saloon lineage. The XFR-S Sportbrake incorporates engineering features from both the XKR-S and the all-new F-TYPE two-seater sports car to create the most driver-focused, agile and responsive iteration of Jaguar's award-winning XF model range.

The XFR-S Sportbrake's R-S powertrain, chassis and body enhancements enable the car to push the performance boundaries.

Electrifying performance is provided by the 5.0-litre supercharged V8 petrol engine, which now boasts 550PS and 680Nm - up 40PS and 55Nm respectively over its XFR installation. The increases have been achieved through revisions to the engine management system and optimisation of the flow of air both into and out of the engine.

Fitted with an eight-speed transmission incorporating Jaguar's 'Quickshift' technology (developed for the F-TYPE), the increase in engine output allows the XFR-S Sportbrake to accelerate to 60mph in 4.6 seconds (0-100km/h in 4.8 seconds) and on to an electronically limited top speed of 186mph (300km/h).

In order to manage the extra rear mass of the XFR-S Sportbrake while retaining the sharp turn-in and response of the XFR-S Saloon, the Sportbrake's rear suspension has been modified with revisions to both rear spring rates and the adaptive damper tune. These revisions work together to increase the feeling of connectivity with the road surface, allowing for confidence-inspiring handling and a supple, controlled ride. Recalibrated active electronic differential and Dynamic Stability Control settings have been tuned to work with the XFR-S Sportbrake's modified rear suspension to allow the enthusiastic driver to make the most of the car's huge potential.

Design

Reflecting the changes under the skin, the appearance of the XFR-S Sportbrake has been subtly modified in order to allow the car to achieve its full potential. As with the standard Jaguar Sportbrake, the combination of a flowing rear window graphic, rising waist and estate roofline lends the XFR-S Sportbrake a dynamic, broad-shouldered stance, while the extended roofline affords rear-seat passengers an additional 48mm of headroom and the seats offer both a 60:40 split fold function and integral ski hatch. Remote-fold levers inside the load-space opening allow the seats to be stowed flat quickly and easily, creating a cargo volume of up to 1675 litres. Rear lift has been reduced through the fitment of a spoiler mounted on the top of the rear hatch to manage the airflow off the top rear surface of the car.

The new, deeper front bumper incorporates larger lower central and side air intakes - the former framed in carbon fibre - in order to provide adequate airflow into the engine bay. A front splitter at the lower edge of the bumper provides the first of a number of aerodynamic changes designed to smooth the passage of the car through the air at very high speeds. The extended side sills and aeroblade mouldings behind the front wheels serve to create a sharp break-off point between the lower bodywork and the road surface in order to keep the airflow attached to the car's sides for as long as possible.

The same thinking dictated the deeper side mouldings behind the rear wheels. This extended rear bumper also incorporates a central, carbon fibre diffuser, deeper than the item found on the XFR and which travels further under the rear of the car to reduce lift.

The wider, six-spoke, 20-inch lightweight Varuna forged alloy wheels provide the XFR-S Sportbrake with a purposeful, broad-shouldered stance and come as standard with a dual finish. A ceramic polish is applied to the outer surfaces, its eye-catching appearance contrasting with inner gloss black areas. As an option the wheels can be supplied in either full gloss black or technical grey finishes.

The assertive appearance of the XFR-S Sportbrake is further enhanced through the use of gloss black trim in place of chrome around the grille, within the side vent, around the front and rear screens, windows and across the bootlid. The mesh in the front grilles is also a purposeful gloss black.
XFR-S Sportbrake customers can choose from an exterior palette comprising five colours: Ultra Blue, Ultimate Black, Stratus Grey, Polaris White and Italian Racing Red.

This colour palette is complemented inside the XFR-S Sportbrake with Warm Charcoal leather trim on the seats and doors enhanced through the use of carbon effect leather. Exclusive to R-S cars, this is used on the seat bolsters and arm rests and reflects the use of exotic carbon fibre on the aerodynamic elements of the car. The seats themselves are embossed with the R-S logo and can be finished with a choice of contrast colour micro-piping and stitching in either red, blue or ivory. The same subtle enhancement runs across the top of the dashboard, the fascia of which is finished in a Dark Aluminium unique to the R-S, complete with badging.

Performance

The XFR-S Sportbrake features Jaguar's acclaimed 5.0-litre supercharged V8 petrol engine in its most potent form matched to an eight-speed transmission with Quickshift functionality. This all-new combination provides a visceral blend of vivid acceleration, driver involvement and control plus entry to the exclusive 300km/h (186mph) club of ultra-high performance cars.

The all-aluminium quad-cam engine delivers not only extreme performance but also tremendous efficiency thanks to the technologies incorporated into it, including spray-guided direct injection (SGDI) and dual independent variable cam timing (DIVCT).

The high-pressure die-cast lightweight aluminium block is stiffened with cast iron liners and cross-bolted main bearing caps, providing refinement to match its power. The four-valve cylinder heads are constructed from recycled aluminium, between them sitting the Roots-type twin vortex supercharger fed by two intercoolers. These feature their own water-cooling circuit to reduce the temperature of the pressurised air to optimise power and efficiency.
In order to help liberate the additional 40PS and 55Nm of torque over the standard XFR, larger front air intakes in the lower bumper of the XFR-S allow greater volumes of air to be fed into the engine. The intake system also features a symposer that channels more of the induction noise into the cabin, adding to the aural excitement of the XFR-S Sportbrake.

The result is a 0-60mph time of 4.6 seconds (0-100km/h in 4.8 seconds) and an electronically-limited top speed of 186mph (300km/h).

The exhaust system has been optimised in order to channel the waste gases away from the engine with the greatest efficiency. The central silencer has been replaced with an X-piece and near straight-through rear pipes combining to provide an enhanced exhaust note with the added benefit of a motorsport-style crackle on the overrun.
Maximising the benefit of the engine recalibration is the eight-speed automatic transmission with Quickshift technology. Developed for the F-TYPE sports car, Quickshift ideally suits the XFR-S Sportbrake's focused and involving remit. When the enthusiastic driver changes up a gear manually by using the steering wheel-mounted paddles, the Quickshift technology ensures the quickest, crispest shifts via rapid and precisely timed engine torque intervention.

When downshifting (either manually or when in Sport mode) the engine management system automatically blips the throttle to ensure the XFR-S Sportbrake remains balanced and composed, particularly important on entry to a corner. This function also allows the transmission to perform multiple and very rapid downshifts during hard braking. When operating in automatic mode, the transmission can detect the manner in which the car is being driven by monitoring acceleration and braking, cornering forces, throttle and brake pedal activity, road load and kickdown request. On detecting a more enthusiastic driving style, the transmission will automatically make the gearshifts more aggressive and move the shift-up point higher in the rev range.

Corner Recognition senses when the car is negotiating a bend, the transmission holding the correct gear for the exit. The transmission will also recognise when the car is performing a series of overtaking manoeuvres requiring rapid changes in throttle position and, rather than change up, remain in a lower gear ready for the next demand for acceleration.

Dynamics

The dynamic characteristics of the XFR-S Sportbrake were informed by the engineering development of both the XKR-S and the F-TYPE, the result being an incredibly agile, responsive and involving car. For the XFR-S Saloon both front and rear suspension systems were uprated and carefully tuned over tens of thousands of miles at Jaguar's testing centre at the legendary Nürburgring, the high-speed bowl at Nardo in Italy and the engineers' favourite roads around the Gaydon Research and Development centre and in north Wales.

The main challenge in the development of the XFR-S Sportbrake was to manage the extra rear mass of the car while retaining the sharp turn-in and response of its saloon cousin. In order to achieve this, Jaguar engineers tuned the XFR-S Sportbrake's rear active suspension to cope with the extra weight of the car's increased rear mass, with the dampers and springs adjusted to match the mass distribution of the car. The anti-roll bars have been changed and the rear axle has been modified, while the rear brakes have been tuned to work in conjunction with the car's ABS system.

Overall lateral suspension stiffness has been increased by 30 per cent front and rear, with front and rear spring rates increased by the same amount.
As on the XFR-S Saloon, the front suspension knuckles have been revised in line with those found on the XKR-S to achieve the increased camber and castor stiffness which, along with new wheel bearings, optimise steering and handling precision. The steering system has additionally benefited from the fitment of the valving developed for the F-TYPE.

The rear subframe has enabled revisions to suspension geometry which, allied to stiffer bushes - new rear knuckles and working in tandem with the stiffer springs - increase stability and response over standard XF Sportbrake models.
In order to achieve the maximum benefit from the suspension revisions, the XFR-S Sportbrake has lightweight, forged 20-inch 'Varuna' alloy wheels. These are half an inch wider at the front and an inch wider at the rear in comparison to the wheels found on the XFR but their construction means there is no weight penalty to be paid.

The tyres, developed in conjunction with Pirelli exclusively for the XFR-S Sportbrake, are 10mm wider all round, being 265/35 and 295/30 front/rear. The difference between the wheel rim and tyre width increases has the effect of pre-loading the sidewall to improve handling and steering response without adversely affecting refinement.

Working in harmony with the uprated suspension, wheels and tyres are revised electronic programmes controlling the Adaptive Dynamics, active electronic differential and Dynamic Stability Control systems.

Jaguar's Adaptive Dynamics system actively controls vertical body movement, roll and pitch rates through the use of continuously variable dampers. The system monitors driver inputs and the road conditions, adjusting damper rates in response up to 500 times a second to optimise stability and agility. The driver's selection of Dynamic Mode offers enhanced body control through moving the damping rates to the firmer end of the available range.

The Jaguar active electronic differential - which can apply full locking torque almost instantaneously when necessary - has been recalibrated in order to exploit the greater grip offered by the wider rear tyres, the more precisely controlled suspension and the engine output. Working in parallel with the differential, the 'Trac DSC' setting of the Dynamic Stability Control system now offers the enthusiastic driver more opportunity to explore the outer edges of the handling envelope while nevertheless providing a discreet safety net.
Providing equal levels of confidence is Jaguar's High Performance Braking System, which offers an unmatched combination of power, stability and fine modulation. The 380mm front and 376mm rear discs are internally ventilated for assured repeated stopping power and on XFR-S benefit from additional cooling provided by under-body air channelling.

The XFR-S Sportbrake is fitted as standard with a 380W, 12-speaker sound system from British audio experts Meridian. Recognised by audiophiles as a leader in audio reproduction and fidelity, the system uses digital signal processing to create a sound field that is second to none. An optional 825W, 18-speaker system features Meridian's proprietary Trifield System that places every occupant at the centre of their own perfectly focused surround-sound arena.

Does anyone really need a menacing looking V8 Jaguar XF estate car with 550hp, quad exhausts and the ability to smear your Labrador across the inside of the rear screen with just a twitch of your right foot? Probably not. But far be it for us to sound ungrateful at Jaguar building such a thing.



The formula is pretty straightforward. Take XFR-S underpinnings, insert into the Sportbrake body, lay thick black lines on tarmac at your leisure. The case for such cars varies according to which brand you ask. Audi's Quattro division started out with the RS2 Avant and continues to be defined by them. AMG wagons have a small but passionate following despite being outsold by their saloon equivalents to the tune of four to one. BMW doesn't see the point though, having sold just 1,009 E60-generation M5 Tourings against 19,494 saloons and declared itself officially disinterested in ever going down that road again, no matter how hard we pester them on launches. We tried on the recent M3/M4 launch. They said no, nobody buys them, shut up about it already.

The C63 wagon on the long-term fleet probably tells you all you need to know about the PH attitude to fast estates though. There's something amusingly absurd in the combination of sensible shoes family transport packing serious heat under the bonnet so it's easy to approach the XFR-S Sportbrake with a generous disposition. With no XFR Sportbrake in the range this is a proper halo model too and, at £82,495, pretty much a £30K step up from the next most XF estate.



Hope and glory
Forget the garish Ultra Blue of the car in the main batch of pictures accompanying this story too. The actual one we drove was a more appropriately menacing Stratus Grey Metallic. And as front ends go few are more sinister; there's no British term to describe the German phenomenon of 'uberholprestige' but unbridled by the 155mph limiter of German rivals and capable of hitting 186mph the Sportbrake is the boss on the Autobahn. If you feel it necessary to mention the war do so now or forever hold your peace.

The JLR 5.0-litre supercharged V8 has never wanted for noise and drama but in this most fruity of guises it's bursting with character the turbo'd German equivalents can't equal. A hint of supercharger whine under load provides charismatic backing vocals to the centre stage V8 roar, the savagery of it from the outside enough to turn heads from some distance.



An early potter around busy Geneva around the time of the car's official show debut didn't really offer much in the way of dynamic impressions of the Sportbrake. A situation more than rectified with a bit of Autobahn, some lightly trafficked German twisties and then a couple of laps of the Nordschleife.

Big boy

No mistake, the Sportbrake is a big car, possibly a bit too big for the B-road sized rural roads clinging to the steep sides of the Rhine valley.

Characteristically light steering initially feels at odds with the overt manliness of the rest of the package too, not least the firm but fair revisions to the suspension. Unique among Sportbrakes the S drops the air-sprung rear axle and gets coils all round with Jaguar's adaptive dampers controlling them. The Sportbrake benefits from components developed for more obviously sporting Jags too, including XKR-S steering knuckles for increased stiffness and F-Type power steering valving. Wider rims and tyres apparently have the effect of 'preloading' the sidewalls, all with the aim of improving steering response just possibly at the expense of a degree of waft and comfort.



Compared with the mode-obsessed configurability of the German rivals there's a pleasing simplicity about the XFR-S, belying the fact it's underpinned by tech like those adaptive dampers and Jaguar's fully active locking differential. It's got a Dynamic mode and a Trac DSC setting but at heart it's a sling it in Drive and surf the power kind of car. Manual shifts for the eight-speed auto come quickly to hand via the paddles but it'll always default to self-shifting in extremis and, frankly, after playing about a bit that tends to be how you drive it.

Performance is at the comedic and brutal end of the scale too. Dawdling locals on the backroads are dismissed in the blink of an eye and, so long as you're patient with corner entry speeds and settle the nose into the turn, it'll erupt out if it with genuine ferocity. And, if you've got the necessary space, denial and/or skill plenty of oversteer on demand. Power delivery is more progressive than the turbocharged equivalents from the Germans and there's a softness to the controls and limits that makes it easy and predictable to balance on the throttle while covering ground at quite astonishing speeds. Pity there's no option for F-Type ceramic brakes, given the amount of weight you're having to haul up though.



'ring ready
We've had our discussions about XFR-S ride quality before and it's fair to say there's less of the float you get in most Jags and a more assertive desire for the dampers to hammer the Sportbrake into the road. As such there's a brittleness at slower speeds that may surprise but with a few miles - and mph - that fades into the background and the easy-going confidence wins you over.

Argue the toss about 'ring development miles and their relevance to road car behaviour but on the Nordschleife the XFR-S is rather astonishing. You feel that considerable weight being flung about with real violence but the dampers never lose their grip on the body control and even a fairly comfortable pace dictated by Jaguar's chaperones sees an easy eight-and-a-half bridge to gantry pace. No time was disclosed but there's probably close to another minute in the car against a more exacting stopwatch. Pointless, perhaps. But rather fun.



Weaknesses? Do we need to discuss fuel consumption and CO2? You can probably figure that bit out for yourself. More pressing is a sense that the interior is starting to show its age, both in design and tactile quality. Hopping between the XFR-S and more confidently stylish XJs and F-Types on the launch event underlines how quickly Jaguar itself is moving in this regard; against the Germans it's an even bigger gulf and the XF just feels a bit old.
The appeal of the basic formula is timeless though, and stylishly executed. And if the price seems a bit steep now just sit back and bide your time in the classifieds once initial depreciation has taken its bite. You'll need some money in the bank for fuel and tyres after all...

Jag's practical, stylish new estate takes on BMW and Mercedes

Jaguar has teased us relentlessly over the last few months about a big-booted XF. First, it squiggled an elongate XF’s silhouette on Wimbledon’s Centre Court (Jags do a bit of official duty at Wimbledon each year), then it was photographed from a giant’s eye view (showcasing its new, full-length panoramic sunroof), but now we can finally see Gen Two of Jag’s Sportbrake in all its glory.

And a good-looking thing it is too. Mainly because it’s been styled by someone – Ian Callum – who knows how to make cars look good, not just… bigger. In fact, measuring 4,955mm, the new Sportbrake is actually 6mm shorter than the previous model. Saying that, its wheelbase has been lengthened by 51mm, to 2,960mm. This means that rear legroom has been improved and the rear load space increased. And that’s what estates are all about: lugging stuff.

Compared to the BMW 5 Series Touring and Mercedes-Benz E-Class Estate, the Jag actually loses out on the boot space war. With the seats up, there’s 565 litres – five litres less than the BMW but a similar amount to the Audi A6 Avant and Volvo V90. Even so, it’s still quite a bit shorter than the long-time class-leading Mercedes E-Class’s, especially with the seats down. But when the rear chairs are folded flat, the Jag can swallow a freezer thanks to 1,700 litres of space. And with standard self-levelling air-sprung rear suspension, whatever you choose to fill the car with will be levelled for Sherpa duty.

Like its saloon sibling, the Sportbrake has got a new lightweight aluminium chassis that’s lighter and stiffer than before. Shrouding the metalwork is an elegant and sophisticated design that doesn’t differ from the saloon version on the front, but grafting a big boot on the back through a cantrail (designer speak) that starts from thin A-pillars and progressively thickens to the D-pillar and big rear wing gives the impression the the Sportbrake is longer than the saloon. But it’s not, as they both share the same overall length. The major difference between the two cars are the taillights, with the estate getting new half roundel rear lights similar to the F-Pace, which are an evolution of the F-Type’s.

We’re fans of the XF saloon as it’s the best handling car in the class, so we’re hoping that still remains the same for the estate. And there are plenty of acronyms to keep you moving when you’re thin on traction. With the help of Land Rover, there’s a new All Surface Progress Control (ASPC), Adaptive Surface Response (ASR) and Intelligent Driveline Dynamics (IDD). However, if you think you’re really going to get stuck at some point down the line, you can option four-wheel-drive. And don’t worry about speccing that if you’re a driving purist, as Jaguar claims its electrical systems behind the scenes keep the car feeling like it’s rear-wheel-driven even though it’s not. That’s something we’ll be the judge of in the near future.

Engines? It has them: four diesels and one petrol. Bookended in oomph by a 160bhp 2.0-litre Ingenium diesel, chucking out 118g/km via a six-speed manual transmission at one end, then a 295bhp twin-turbocharged V6 diesel with an eight-speed automatic that can do 0-60mph in 6.1 seconds. Not exactly rip-snorting, but hopefully an XFR-S Sportbrake or SVR variant will be along in the future.

Inside, it’s very much business as usual in XF world. You can spec a full-colour 12.3-inch TFT instrument cluster, 10-inch central touchscreen called InControl, which has the swipe and pinch functionality of a smartphone, 20-way adjustable seats and that massive panoramic sunroof. And, because holding a button is far too labour intensive and easy, there’s a new gesture controlled sunblind which you wave your hand at like a wally to open and close. Oh, and there’s good news if you suffer from hayfever and/or flatulence, as Jaguar has incorporated a cabin air purification system for the first time that purifies the air, neutralises odours and removes bacteria by releasing magic e-ion particles into the air stream.

There’s no word on pricing yet, but expect it to be competitive with its Germanic rivals. Would the Jag sway you out of a BMW, Mercedes or Audi?

2018 Jaguar XF Sportbrake

3.0-liter supercharged V6 (380 horsepower @ 6,500 rpm; 332 lb-ft @ 4,500 rpm)

Eight-speed automatic, all-wheel drive

18 city / 25 highway / 21 combined (EPA Rating, MPG)

Base Price: $70,450 (U.S)

As Tested: $84,815 (U.S.)

Automotive journalists are often accused of falling in love with wagons just because of their bodystyle. Sometimes, however, a wagon is likable for reasons that have nothing to do with shape.

Take the 2018 Jaguar XF Sportbrake. Sure, it’s a sexy looking wagon, but Jaguar hasn’t forgotten that there’s more to life that just being really, really good looking.

Putting 380 horsepower and 332 lb-ft of torque from a 3.0-liter supercharged V6 at one’s disposal doesn’t hurt. Nor does matching that engine to an eight-speed automatic transmission and standard all-wheel drive with a rear-wheel bias and torque vectoring. An air suspension underpins it all – mustn’t have one’s suit rumpled on the ride, after all. Speaking of ride, the car does so on 20-inch wheels.

It all works together on road. The XF is a blast to drive, with straight-line acceleration that backs up the listed numbers, and nimble handling that seems sedan-like. The ride can be on the stiff side, but it’s still pleasant enough on the expressway that the well-heeled commuter won’t mind.

Flick the drive-mode switch into dynamic mode, and the Sportbrake becomes even more engaging, with even sharper responses – this thing is just a joy to drive. Not something you’d normally say about a high-priced luxury station wagon, but Jaguar didn’t just slap a sport badge on it and call it a day.

Styling a wagon is always tricky – don’t want to get too boring and boxy, or too busy and fussy. Jaguar strikes a balance here, with a slickly sloping rear roofline contrasting with a long, purposeful hood up front. Slit headlights and a good-sized cross-hatch grille complete the look.

The interior story is more complicated. The simple yet sleek styling of the exterior carries over to the cockpit in some ways. The dash is laid out simply, and the infotainment system is cleanly integrated. Even the pop-up circular shifter (more on that in a minute) doesn’t stand out too much. HVAC controls are a bit fussier thanks to a litany of buttons and just one knob.

The instrument cluster also looks simple at first glance, but that’s deceiving, since the gauges are customizable. There is a bit of a learning curve to this function but, once mastered, it’s fairly effortless and you’re able to do some cool stuff, such as overlay the navigation map.

You can also customize the touchscreen for the infotainment system – just like you can with your smartphone. It’s one of the better-looking systems out there, and it mostly works fine, but it did display some buggy behavior when playing songs from my Bluetooth-paired phone.

Ah, bugs. Yes. Well, it is a British car, after all. Insert Lucas joke here.

I actually had to chat with Jaguar about four issues that cropped up during my time with the car, including the Bluetooth problem. Turns out two of the four “issues” were not issues at all, but features. Quirky features. The last issue may have been a combination of my driving style clashing with the safety nannies.

Let’s explain.

The first issue that came up involved beeps. Specifically, I kept hearing a gentle double beep that occurred at seemingly random moments. The radio volume would also lower. No warning lights would crop up, however. It took a phone call to the PR department to find out that this beep was the speed-camera alert.

So yeah, it’s a feature, and one that is likely explained to buyers when they purchase the car. Okay, no big deal. But at least once, the lane-keep assist system pushed back against me via the steering wheel, even though I had made sure to use my turn signal. I was told that perhaps I moved the wheel too quickly and the system hadn’t caught up.

That was a little more Lucas-like. Which brings me to the last issue. Jaguars shut off automatically if you open the door while the car isn’t in Park. This I knew. But at least twice, the car shut down with the shifter in Park and the doors closed. What the hell?


Turns out I had stumbled upon another safety feature that most owners would likely learn about at delivery. See, I’d taken my seatbelt off, since I was safely parked. Doing that in certain situations can lead to an engine shutoff, for safety’s sake.

There you have it. A Jaguar does some weird things in terms of electronics, and at least two of those things are actually programmed in. Even the potential bugs were mildly annoying at worst – nothing was going to strand me.

Buyers dropping $70K plus on a station wagon expect a load of content, and they’ll get it with this car. Standard features on my S AWD trim unit included a spoiler, rain-sensing wipers, LED headlamps, heated front seats, heated steering wheel, electronically adjustable steering wheel, dual-zone climate control, keyless entry and starting, power tailgate, premium audio, Bluetooth, USB, navigation, front and rear park assist, lane-keep assist, driver-condition monitor, and blind-spot monitoring.

Options included the red paint ($565), 20-inch premium wheels ($1,020), an exterior black package ($360 for blacked-out grille and grille surround, side vents, and tailgate finisher), technology package ($3,265; 10-inch infotainment screen, navigation, customizable gauges, wi-fi hotspot, surround sound), driver-assistance package ($3,495; adaptive cruise control, traffic-sign recognition, adaptive speed limiter, 360-degree parking assist, 360-degree surround camera, blind-spot assist and park assist), comfort/convenience package ($1,805; heated and cooled front seats, heated rear seats, soft door close), premium interior package ($2,860; four-zone climate control, premium headliner, premium floor mats, rear sunblind, and ambient interior lighting).

Whew. Told you it was a boatload of content. Arguably unnecessary content, but luxury buyers like to be coddled. Whatever the case, it all adds up to an $85,000 station wagon. A similarly equipped Volvo V90 does undercut the XF in price, as does a similarly equipped Mercedes-Benz E-Class wagon, albeit not by as much.

If I were a well-heeled commuter with a case of crossover blues, the XF Sportbrake would be one potential cure. It’s stylish, quick, and luxurious, plus it’s loaded (perhaps overloaded) with all the standard content that one expects at this price point. Even the quirky electronic behavior wasn’t a problem – some of what I experienced is programmed in, and the one bug I experienced was an inconvenience but not a deal breaker.

Just because a car is a wagon, doesn’t make it a good car. However, this particular wagon is a very good car. The price is hefty, but the country club set has its crossover cure.

Just like the F-Pace, the 2021 Jaguar XF luxury sedan is getting a light refresh for the new model year. Unlike the F-Pace, the XF's new features are mostly limited to interior and exterior design. And it also loses an engine and body style option.

From the outside, not much has changed with the XF. It has a fresh grille, new LED headlights and taillights, and fender vents with the "Leaper" Jaguar logo. It's inside where things have really changed. A completely new dashboard design has been added, which looks a lot like the F-Pace's. It has a full-width air vent motif at the top, and below it are panels with nice stitching and either open-pore or aluminum trim. Whether all this also includes a much-needed improvement in materials quality won't be known until we test one.




The focal point is the new 11.4-inch infotainment system screen made of glass with a magnesium frame. Powering it is the latest Pivi operating system with the capability for over-the-air updates. Jaguar has also added a number of standard features including proximity entry, wireless phone charging, active noise cancellation, a surround-view camera system and a 12-speaker Meridian sound system.

While some new features have been added, Jaguar has also removed some options. The XF is now only available with four-cylinder engines, as the supercharged V6 has been discontinued with no direct successor. The base engine is the turbocharged 2.0-liter four-cylinder making 246 horsepower and 269 pound-feet of torque. It's available with either rear-wheel drive or all-wheel drive. A version of this engine making 296 horsepower and 295 pound-feet of torque is optional, and it comes only with all-wheel drive.

The other deletion is that of the Jaguar XF Sportbrake wagon, news first reported by CNET Roadshow, and then confirmed by Jaguar. This comes just as two new luxury wagons of its size have been introduced to the market: the Audi A6 Allroad and Mercedes-Benz E-Class All-Terrain. However, like the Volvo V90 Cross Country, they're of the mildly lifted and body-cladded wagon sub-segment, which the XF Sportbrake most definitely was not. The surviving un-cladded, un-lifted wagons in this segment are now the regular E-Class and V90, but the latter can only be special ordered in the United States.

The XF will go on sale around January. It should also be priced similarly to the current XF, which starts at $52,250.