Jaguar XF 2.7 D Premium Suite
Content
The Jaguar, which was born in the UK, is very different. It has a great history, but a hazy present and an uncertain future. Today, it is precisely because of its (primarily sports) history that it struggles with the definition of identity: is Jaguar a sports car or a prestige car?
Or a prestigious sports car? This may sound like theorizing, but with cars in this price range and with such a strong historical image, it is extremely important: what kind of buyer are they looking for and to what extent?
The new XF is a technically superior product. But again, with a caveat: the heart of the car (or rather the one that was in our test) or the engine is not a Jaguar! And what's worse: it's a Ford or (possibly worse) Pees, which means it's also driven by (some) Citroën owners. Anyone who does not hesitate to look at it will be more than satisfied, and there will certainly be those who will have misgivings. This will not be the first case in the automotive world.
Engine technology is truly the most that the automotive industry has to offer at the moment among diesel engines: V-shaped six-cylinder (60 degrees) has common rail direct injection and two turbochargers, which, together with the rest of the engines, the technology gives a good 152 kilowatts, and even better - 435 newton meters.
In practice, this means that a driver who does not have particularly pronounced racing ambitions behind the wheel of this car will find it difficult to find a section on Slovenian roads (as well as on others) where the engine runs out of either Newton. meters or kilowatts.
A well-perceived climb from standstill to 220 kilometers per hour (according to the speedometer) is not a problem at any time.
But it accumulates (again, according to the speedometer) much more. Superior technology is reflected on the other side as well: we were unable to use more than 14 liters of fuel per 3 kilometers even under the highest loads, while consumption easily falls below ten liters per 100 kilometers at still high average speeds. For example.
Even such a good character of the engine would be hidden if the automatic transmission behind it was average or even bad. But this is neither one nor the other.
The round button for selecting the gear position is not the first in the world, according to Jaguar (they were greatly overtaken by Sedmica Beemve, which has a lever on the steering wheel, but also on the “by wire” principle, i.e. with an electric transmission), but it works perfectly quickly even at the most critical moments - for example, when switching alternately from the forward to the rear position.
It shows itself even better when switching: for today's situation it switches in the blink of an eye, but still softly and almost imperceptibly. There is also a noticeable difference between the classic and the sport program - the latter often has a gearbox that the driver needs or that a good driver would choose if they were working with a manual transmission.
In extreme cases, it is also possible to switch using the levers on the steering wheel, while the electronics return to automatic mode after a certain time in position D and remains in manual mode in position S. Regardless of the selected switching mode, the motor driver will not be able to increase the rotational speed of 4.200 rpm / min. Enough.
The XF is rear-wheel drive, but overall it is tuned to take advantage of all the other good features of this design, except for racing, by tuning everything from engine to engine. chassis.
The torque on the wheels can be too much, and the driver can completely turn off the stabilization electronics, but such an Ixef cannot be controlled by shifting the rear - because the torque is too much, at least one wheel is idling, the engine is spinning. and the transmission shifts to a higher gear.
This all happens too quickly for the rider to take advantage of it for the pleasure of driving. This brings up the aforementioned question again: Does (such) Jaguar want to be a prestige or a sports car?
The chassis "passes" almost imperceptibly, but this invisibility is an exceptionally good side: the chassis "notices" when something goes wrong. The steering wheel and shock-absorbing part of this Xsef never attract attention - neither when the adjustment is too hard (uncomfortable), nor when the adjustment is too soft (rocking), nor when leaning in corners.
Seemingly in spite of the mechanical classics (there is also air suspension), the technicians managed to find the perfect settings for the driving style this cat allows. However, there are racing brakes or braking distances that are noticeably below the limit set for this class of cars in the Auto store. Commendable.
The appearance of this Jaga does not stand out in any way, at least judging by the observation of attracting the attention of passers-by. The side silhouette is modern (like a four-door sedan!) And beautiful, but in general there are no enviable elements that could obstruct the view; we've already seen everything there is, with much cheaper and less prestigious cars.
Therefore, he wants to replace the interior: whoever sits in it immediately feels the prestige. The upholstery is a combination of dark brown and beige, wood cannot be overlooked, leather (even on the dashboard) and even more chrome, and most of the plastic hides its "cheapness" due to the titanium-colored surface.
Its less impressive exterior, which seems to be a mixture of too many styles (and materials, but it could still all be a legacy of Ford ownership that cannot be picked from this either), and again more attempts to convince the interior of its uniqueness when it comes to management.
When the engine starts, the vents on the dash open and the circular gearshift knob rises, which at first looks great, the third time you wonder why, and the seventh time no one notices. Even less pleasant is the button for opening the box in front of the front passenger of JaguarSense, which works or not. The center touchscreen is also inconveniently located, as it is too deep in the dashboard to make touch operation simple and unobtrusive.
Through this screen, the driver (or co-driver) controls a very good audio system, excellent air conditioning, telephone, navigation system and on-board computer. It offers three simultaneous measurements, two of which are manually adjusted and one is automatic; technically nothing special, but in practice very useful.
The downside of this system is that it is impossible to constantly monitor the data of the trip computer (the system eventually switches to the main menu), otherwise the control is autonomous (unlike other similar products), but intuitive and simple. ...
This also applies to the separate (classic) audio and air conditioning buttons, which serve as quick commands for the most common functions of both systems. The main sensors (revolutions and engine revolutions) are also beautiful and transparent, among them are parallel data from the on-board computer and a digital indicator of the amount of fuel. Who would have thought 30 years ago that (even) Jaguar would not have a coolant temperature gauge. ...
The ergonomics of the Iksef steering are excellent, with the exception of the (electrical) steering wheel adjustment, which moves too little towards the driver. Here, too, the emphasis is on comfort, not on sportiness: a comfortable driving position and excellent comfort in terms of noise and vibration: there are no rear ones, and the noise is limited to the comfort zone up to 200 kilometers per hour. hour to such an extent that the driver does not detect the (diesel) principle of the engine.
Only at a speed of about 220 kilometers per hour, a microcrack opens on the counter on the solar window (for today's low conditions), which causes (compared to "silence" up to 200 kilometers per hour) a rather disturbing sound.
If you read carefully, you will understand: this jaguar has little in common with a cat. Whether it is endangered will be shown in the near future by the actions of the new owner (Indian Tata!). But it's not wild, and there are noticeably larger cars on the roads as well. But it doesn't even make sense to draw parallels - at the moment this is enough to make the Jaguar XF as a whole look like a great product.
Vinko Kernc, photo :? Vinko Kernz, Ales Pavletič
Jaguar XF 2.7 D Premium Suite
Basic data
| Sales: | Auto DOO Summit |
|---|---|
| Base model price: | 58.492 € |
| Test model cost: | 68.048 € |
| Calculate the cost of auto insurance | |
| Power: | 152kW (207 KM) |
| Acceleration (0-100 km / h): | 8,2 with |
| Maximum speed: | 229 km / h |
| Mixed flow ECE: | 7,5l / 100km |
Technical information
| engine: | 6-cylinder - 4-stroke - in-line - V60 ° - turbodiesel - front mounted transverse - displacement 2.720 cm? – maximum power 152 kW (207 hp) at 4.000 rpm – maximum torque 435 Nm at 1.900 rpm. |
|---|---|
| Energy transfer: | rear wheel drive - 6-speed automatic transmission - tires 245/45 / R18 W (Dunlop SP Sport 01). |
| Capacity: | top speed 229 km / h - acceleration 0-100 km / h in 8,2 s - fuel consumption (ECE) 10,4 / 5,8 / 7,5 l / 100 km. |
| Transportation and suspension: | sedan - 4 doors, 5 seats - self-supporting body - front individual suspensions, leaf springs, double wishbones, stabilizer - rear multi-link axle, coil springs, stabilizer - front disc brakes (forced cooling), rear discs - driving circle 11,5 m - fuel tank 70 l. |
| Mass: | empty vehicle 1.771 kg - permissible gross weight 2.310 kg. |
| Box: | 1 × backpack (20 l); 1 × aviation suitcase (36 l); 1 suitcase (85,5 l), 1 suitcase (68,5 l) |
Our measurements
| T = 28 ° C / p = 1.219 mbar / rel. vl. = 28% / Odometer Condition: 10.599 km | |
| Acceleration 0-100km: | 9,0s |
|---|---|
| 402m from the city: | 16,4 years ( 141 km / h) |
| 1000m from the city: | 29,8 years ( 182 km / h) |
| Minimum consumption: | 9,6l / 100km |
| Maximum consumption: | 14,3l / 100km |
| test consumption: | 12,3 l / 100km |
| Braking distance at 100 km / h: | 36,9m |
| AM table: | 39m |
| Noise at 50 km / h in 3rd gear | 52dB |
| Noise at 50 km / h in 4rd gear | 51dB |
| Noise at 90 km / h in 3rd gear | 60dB |
| Noise at 90 km / h in 4rd gear | 58dB |
| Noise at 90 km / h in 5rd gear | 57dB |
| Noise at 90 km / h in 6rd gear | 57dB |
| Noise at 130 km / h in 4rd gear | 64dB |
| Noise at 130 km / h in 5rd gear | 63dB |
| Noise at 130 km / h in 6rd gear | 63dB |
| Idling noise: | 40dB |
| Test errors: | The automatic passenger door lifter does not work |
Overall rating (359/420)
The five immediately lags behind two, but despite “only” four, this XF more than satisfies the typical car buyer in this class. Except maybe the typical Jaguar shopper. Someone for whom the history of sports racing of this brand means a lot.
Exterior (12/15)
Looks very relaxed, and the joints of the body are too imprecise for this image.
Interior (118/140)
Comfortable lounge and lots of equipment, mostly excellent materials and good air conditioning.
Engine, transmission (40
/ 40)Engine and transmission without deductions! Top-notch technology, only for a Jaguar of former glory, perhaps not powerful enough
Driving performance (84
/ 95)For a classic chassis design, this is a first-class, ergonomic gear knob, middle pedals.
Performance (34/35)
Despite the relatively small volume of the turbodiesel, the characteristics are such that such an XF is quite “competitive” in practice.
Security (29/45)
Excellent brakes, short braking distances! On the back bench, despite the three seats, there are only two pillows!
Economy
More expensive than direct German competitors, but at the same time very economical. Average warranty conditions only.
We praise and reproach
drive part of mechanics (as a whole)
engine, gearbox
chassis
sound comfort
most materials
trip computer data in triplicate
Equipment
quick warm-up of the passenger compartment
only four pillows
mixing styles in the interior
body joints of different sizes
noise from a solar window at high speeds
opening the box in front of the front passenger
unsportsmanlike design of the power plant
