I'd like to think that this style gamble will definitely pay off in the long run

There has been quite a big hullaballoo about the Jaguar XF all the way from the initial drawing board sketches to the stage at the motorshow, where it was launched as a concept. The interest, the curiosity and the debate all continued way after that, up to the day the first cars rolled into Jag showrooms across the globe. And now, as we pen our thoughts and observe those customers on the open-road who have bitten the bullet and bought one, the long list of for and against rattle around the forums like the best ‘who done it’ murder mystery. This is exactly what Jaguar needed – a moral boost of new-age customer brand loyalty fighting the corner against the rally of troops that say the XF couldn’t be further from what a Jaguar represents if they tried. At the end of the day all Jag seemed to be standing for (with the exception of the XK) was poor sales and dated designs. Now the company has a fresh, if not divided, look. And being the talk of the town is a rather good way to change.

Many of the critics slammed Jaguar for the number of promises when the FX concept was unveiled. They claimed that what the world wooed over that day was what prospective customers would be buying a couple of years later. There was more than a smidge of creative licence woven into this bold statement, sadly. A shame indeed for the beauty of the sumptuous concept was its accessibility; instead trundling off the end of the production line is something more akin to a car designed in three parts, by three different gentlemen, from three different design studios, in three parts of the world. The chap, therefore, that duly decided what the front end of the car was going to look like forgot to consult the fellow instructed to style the side profile. And then neither knew the head of rear-end design – the most awkward bit of the whole car, if viewed in three quarter format. This lack of communication has resulted in a mismatch medley of mechanisms that have miraculously given Jaguar it’s enemies and I should say a bigger arsenal of devotees. It may be just shy of unsettled, in terms of style, but as an off-centre topic of conversation (some would argue good PR) it works extremely well. I’d like to think that this style gamble will definitely pay off in the long run.

I’d also like to think that Jaguar know what they are doing, when it comes to the XF, as this really is the make or break model for the company – and even more so with the king of the line-up, the flagship SV8, which is being tested here for the first time in the Middle East. Indeed it would appear it is now or never for the Coventry-outfit and Jaguar has taken a drastic leap into the unknown as it ventures proudly into the future with an altered take on styling. Audi and BMW with their respective A6 and 5-Series are pencilled into this new painting of the future, not as distant but close (very close) competitors.

The market has been so used to the dull staid visual of Jags of the past that this – the XF – comes as both a disappointment and a welcomed change of thinking; disappointing connoisseurs of Jaguar who wouldn’t care if it looked like a skip on wheels – anything but a post-modern switch – applauded by those who have been waiting eons for a fresh new look. 

Admittedly the XF is rather outwardly vague ­– a design downfall on most accounts – but once you are inside, your senses are captivated. There has got to be some voodoo at play here, or perhaps clever marketing again, or maybe they got it just right and we just don’t know it yet? How else can you explain the lengthy list of flaws that you force to the back of your head for the want of liking this particular automobile? Maybe it’s the English way? Firstly; I was constantly flashed by fellow road-users warning me that I was driving at night without my lights on; when truth be told I was on dipped beams. I excused the XF for this. And the windows can be operated only when the car is running. I excused the XF for this too, opening the doors; allowing in a breeze and my passenger’s cramped legs to swing outside, as there much in the way of legroom in the back, the rear screen rake angles mainly to blame for the rear occupant’s discomfort in particular. It is a different story from the driver’s pew. It is comfortable and modern, pleasant and relaxing.

While the door trim sill is too high and visibility is poor at best, I must say that the hand-stitched leather is in a class of its own and, even the wood panelling in the XF is nice – and I am by no means a fan of the wood trimmed option. The smooth operating rotating air-vents that mobilize into action once you ignite the V8 are another honest reason to take this new Jag seriously. The sweetly rotating transmission shifter wheel is another terrific piece of theatre, as are the proximity-sensitive lights and the touchscreen sat-nav that all help set the slender showcase as a 21st century talking point.

Over all it doesn’t feel like a Jag sedan from the control room. But then it doesn’t look like one either. Nor does it drive like one: well not the ones I am used to anyway. In fact the handling is superb: sporty stiff but no way uncomfortable, with 20-inch alloy wheels as standard and CATS (Computer Adaptive Technology Suspension) adaptive dampers.   Once deep into a corner this CATS system keeps the hulk of a car eerily taut, allowing you to employ the throttle freely to mobilise the rear of the car to come cleanly round. On a dry piece of tarmac the rear moves accordingly but never once gives you the idea that it will violently break free and run riot; on a loose surface however the XF is happy to swing wide with oversteer, which is why a lot of thought went into how you disengage the DSC traction-control button, or more to the point how long you have to keep the button pressed for it to actually switch everything off. While the handling is superb one criticism is that there is no limited-slip diff to give you more control over how and when the tail cuts loose.

Aside from this, you can tell that this balanced chassis means business – with magnificent reserves of grip – which in itself should come as no surprise considering its XK underpinnings. Offering an impressive lack of body roll under the most demanding of circumstances, while remaining supple and serene, this is exactly what you would expect from a hearty rear-wheel drive performance-orientated wide-track Jag.

That said it has to be provoked and rewarded to bring the tail out – just like a faithful companion, the loyal nature of this Jag will repeat its tricks for you, over and over again. The steering feel is equally qualified and just as responsive with only a fraction less resistance off-centre – on turn-in – than the initial weight of the wheel suggests.

The Jag’s vented discs (355mm front, 326mm rear) are perfectly in tune with the rest of this package – strong with a reassuringly firm pedal. Add this to the imposing gruff note from the lusty smooth XKR-derived 416bhp supercharged V8, the subsequent statistic of 100kph from standstill in a rather impressive 5.1sec and a limited top speed of 250kph. Then there’s the company of 413lb ft of torque from 3500rpm to the 6250 redline rpm, and a six-speed automatic gearbox with paddle shift. All in all, here you have a car you can forgive for almost anything, anytime.

At the end of the day, the more I drove the XF the more I didn’t want ‘not’ to be driving the XF. You feel so cocooned, cosseted and comfortable that you find yourself coming up with any excuse to go waft around town any time of the day. It is effortlessly powerful and agile, yet so good a cruiser that you sometimes forget yourself and cruise way below the speed limit. Yet no matter if you drive the night away with your right foot planted, or swan from hour to hour a tickle over tick-over, you’ll arrive at wherever is home mostly refreshed and relaxed. Ok, I am not in the market for a $ 79,000 sports saloon, but if I were that way inclined I’d seriously consider buying this XF.

I actually believe many would share my opinion, but getting their bums on the seat of an XF in order to win over some sceptics may be a tricky task. All I know is that Jaguar have a mammoth uphill struggle ahead of them, despite the fact that their new Jag makes perfect sense. It’s a challenging design, so I am sure Jaguar are duly prepared for the inevitable challenge they’ll face with potential customers; a challenge (given time) that I feel they will no doubt win.

"The more I drove the XF the more I didn’t want ‘not’ to be driving the XF"

Engine: V8, supercharger
Location: Front, longitudinal
Displacement: 4196cc
Cylinder block: Aluminium alloy
Cylinder head: Aluminium alloy, dohc per bank,4v per cylinder, variable valve timing
Fuel and ignition: Electronic engine management, multipoint fuel injection
Max power: 410bhp @ 6250rpm
Max torque: 413lb ft @ 3500rpm
Transmission: Six-speed automatic gearbox, rear-wheel drive, traction control, DSC
Suspension: Double wishbones, coil springs, CATS dampers, anti-roll bar
Weight (kerb): 1842kg
Power-to-weight: 226bhp/ton
0-100kph: 5.1sec (claimed)
Top speed: 250kph (claimed)
Basic price: $ 79,395
On sale: Now