| First Drive | Nice, France | Jaguar XF |

The Jaguar S-Type was not a bad car. On the contrary, it drove very well, managing to marry a comfortable experience with real driver involvement. It was good value too. However, its design - inside and out - was based a little too closely on Jaguar's heritage, which, when your competitors include the super modern BMW 5 Series, Audi A6 and Mercedes-Benz E-Class, is not a good thing. The new XF takes up the challenge at a time when Jaguar's future is uncertain. It's potentially the most important car to ever be made by the company.

In the Metal

I know we bang on a bit about how different cars look away from harsh motorshow lighting, but it's so true. Ian Callum and his design team have completely modernised the Jaguar appearance without losing its inherent characteristics. The front grille, headlights and bonnet strakes are all apparently influenced by the very first Jaguar XJ, but the detailing is bang up to date and though the headlights exhibit an 'eyes wide open' appearance, it's a sporty, modern design.

In profile, the XF retains much of the coupé-like design of the C-XF concept and it turns out that the front and rear screens are actually at the same rake as the Jaguar XK. Of course, the roof is higher, but the effect is pronounced and results in less of a standard three-box saloon shape than most cars in the class. The unbroken sweep of metal delineating the side windows also adds to the sporty appearance.

The rear end is perhaps the best aspect, with all models receiving the same twin-exit chromed exhaust pipes and distinctive rear lights joined by another strip of shiny metal. The Jaguar 'leaper' features for the first time on a bootlid too, giving the XF a unique appearance.

If the exterior is a pleasant surprise, just wait until you experience the XF's cockpit for the first time, as it really is a treat. That the XF features more wood than any Jaguar before is a little surprising, but it's applied in a very different manner and is interspersed with soft leather and tactile aluminium for a contemporary feel. Jaguar likens it to a cool vodka bar, though you only really appreciate that claim at night time, when a blue hue permeates the cabin and lines some of the instruments and controls. If it reminds you of a Motorola RAZR phone, that's no coincidence.

The interior cannot be mentioned without explaining the starting sequence, as it really is an occasion. On entering the car, the engine start button pulses red. Press it once and the multi-media screen lights up and the previously hidden air vents rotate into position. Press it again and the engine fires into life and a rotary gear selector rises out of the centre console. No other car, at any price, offers such an entertaining start to your drive. Time will tell whether customers find it gimmicky, but we love it.

What you get for your Money

In the search for better second hand values, Jaguar decided that loading the XF with kit as standard was a good strategy - one not normally employed by the German alternatives. Hence, the sticker price on the XF may not appear all that cheap in comparison to potential rivals, but look closer and you'll begin to understand why.

Inside, for instance, all cars have leather and electrically adjusted seats (with increasing levels of quality and sophistication as you move up the range), as well as the full starting sequence mentioned above and the 7-inch colour touch screen for satnav, etc. There's too much as standard to list here, but Ian Callum proudly stated that Jaguar will never make a "boggo" version of the XF.

Prices start at £33,900 for either the 3.0-litre V6 petrol or 2.7-litre V6 turbodiesel Luxury models. Another £3,600 gets you into the Premium Luxury specification, which adds bigger alloys, nicer leather, keyless entry, a more powerful sound system and several more items. The 4.2-litre naturally aspirated V8 is only available in this trim, at £45,500, while the supercharged version of that engine comes in its own SV8 specification, which, at £54,900, comes with pretty much all the kit you'll ever need.

Driving it

We started with the diesel model. Within a few hundred metres it's clear that the XF feels right, the brakes and steering perfectly weighted and the engine and gearbox well matched. The 2.7-litre V6 turbodiesel is even quieter in the XF than we've experienced in previous Jaguars, though the XF's weight blunts performance a little, especially when tackling the challenging mountainous roads around Nice. It's a good entry-level diesel, but Jaguar really needs another high-performance turbodiesel model.

Even so, the XF carries speed through a sequence of corners well. Despite a pleasingly comfortable ride, there is precious little body roll, even when the tyres are beginning to protest. The exemplary body control is also illustrated by a lack of pitch under acceleration or dive under heavy braking. On top of that, the steering offers about as much communication as other cars in the class, which is all that is required of an executive model really.

Our test route involved plenty of fast straights leading into tightening corners, so the brakes were put to the test. Considering the abuse they sustained, a mild softening of the pedal was a small price to pay for the consistent stopping power. We were particularly glad of that when it came time to try out the 4.2-litre V8 model. This car instantly feels faster, despite a lower peak torque figure than the turbodiesel. It's a little lighter and the V8 encourages the driver to push on, though as is often the case in modern cars, the XF V8 sounds even better to the bystander than it does to the cocooned occupants.

Our only real criticism following the V8 drive was that the paddle gear shifters should really be made out of a nicer to touch material than plastic. This is even more applicable to the SV8 model, as it is the only one to feature a 'Dynamic' driving mode. Press the little chequered flag button and its logo shows up on the dashboard, along with a large number indicating the gear you're in. Extend the engine and this turns orange as you near the redline and then red when you hit the limiter. Only in this mode will the electronics allow you to sit at the engine limiter until you're ready to change up. Dynamic mode also loosens the electronics' control on traction and stability, allowing the driver to slide the SV8 around a little more.

Thanks to the fitment of Jaguar's Computer Active Technology Suspension (CATS), the SV8 manages to feel almost as comfortable as the other models in the range, yet its dynamic abilities are enhanced. The supercharged engine offers substantially more performance than any other model in the line-up too, though it's strangely muted unless you really extend the engine. Only then can the supercharger whine be heard. The power delivery is linear, as you'd expect and as formidable as ever, if not quite comparable to the more expensive and more powerful models from BMW's M Division and the Mercedes AMG stable.

Worth Noting

Though Jaguar has launched the new XF with tried and tested engines, it's likely we'll see new units in time. When questioned about the possibility of fitting the new V8 turbodiesel used by Land Rover, a Jaguar engineer told us that it wouldn't fit in and anyway, they have other plans for a new high performance diesel. We suspect that means a larger capacity V6 using the latest injection and turbocharged technology. At the other end of the scale, with CO₂ emissions in mind, there is room for a smaller turbodiesel, though its performance may not fit in with the XF 'luxury sports saloon' ethos, so we're not sure how likely this model is.

In time, we do expect a decent rival for the BMW M5 et al. Note how Jaguar has resisted slapping the 'R' badge on the SV8.

Summary

This isn't the first time a car has been aligned with a company's future. The XF arrives at a time when Jaguar is likely to change ownership and if all future Jaguars are this good, then the new company owners are likely to be as happy as their new found customers. The XF is an impressive addition to the market.