2009 jaguar xf

2009 jaguar xf DEFAULT

Jaguar’s got its nerve back. After too many years of hiding within the stylistic umbras and penumbras of what it had shaped a half-century ago—think XJ and S-type—Sir William’s boys are once again daring to let their imaginations blaze. This 2009 XF, in showrooms about the time you read this, is an athletic five-seater that defies ancient traditions.

Behold! On startup, a knob rises from the surface of the console to replace the traditional gear lever. It’s a great act, like the deployment of some James Bond just-in-time gizmo. You’ll use it surprisingly little, only when you need D or R or the sport mode. Paddles behind the wheel do the moment-to-moment manumatic shifting. And there’s no need to dial back to P when you arrive. Push “stop,” and the knob retracts and returns itself to park automatically. First driving impression: This shifter is much more satisfying than the BMW and Mercedes column levers that always snap back to their neutral position.

Another trick: Pop the glove box with a fingertip touch of a target on the wood burl. More bravery: Have a look at the warped chrome bar in the air inlet beneath each headlight. “Sculpture,” says design director Ian Callum. Controversy, bring it on.

At 195.3 inches, the XF is 2.2 inches longer than the S-type it replaces, on an unchanged wheelbase. The roofline is a bit higher, contrary to the low suggestion of its wedgy aero silhouette (Cd is 0.29). The cockpit breaks with the Jaguar tradition of bunkerlike compartments. The cowl and the window sills are pushed lower, bringing more light inside, yet you won’t feel as if you were sitting on the car instead of in it because the substantial armrests, on the doors and tunnel, have been raised. You’re belted into a big easy chair, your elbows and trousers cosseted by fine leather. Passenger space inside the wedge, according to the specs, seems to have shrunk slightly in back, but the air around our knees and hairdos suggests an improvement over the S-type. The split backrest folds forward—no skimpy ski sack here—when 18 cubic feet of trunk are not enough. The steeply sloped backlight crops the scene playing in your mirror, leaving a coupelike view behind.

Choose from two levels of athleticism, the Luxury model on 18-inch wheels powered by a 300-hp, 4.2 V-8 (and there’s the Premium Luxury, same engine, but with 19-inch wheels) or the Supercharged XF on 20-inchers (rears wider than the fronts) with adaptive damping and 420 horsepower at 6250 rpm. Both V-8s partner tightly with the six-speed automatic. Shifts are quick and timely. The paddles get right-now response. The suspension, borrowed from the XK and creamed appropriately for sedan use, is noticeably muscular in the Supercharged model.

Luxury lists for $49,975 and $55,975, muscle at $62,975. Originality is standard equipment on both. Jaguar, finally, has turned both eyes toward the future.


VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

BASE PRICE: $49,975-$62,975

ENGINE TYPE: DOHC 32-valve 4.2-liter V-8, 300 hp, 310 lb-ft; supercharged and intercooled DOHC 32-valve 4.2-liter V-8, 420 hp, 413 lb-ft

TRANSMISSION: 6-speed automatic with manumatic shifting

Wheelbase: 114.5 in Length: 195.3 in
Width: 73.9 in Height: 57.5 in
Curb weight: 4000-4200 lb

Zero to 60 mph: 5.1-6.2 sec
Top speed (drag limited): 121-155 mph


EPA city driving: 15-16 mpg
EPA highway driving: 22-24 mpg


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Sours: https://www.caranddriver.com/reviews/a15147413/2009-jaguar-xf-first-drive-review-1/

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Sours: https://www.carfax.com/Used-2009-Jaguar-XF_z22415
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What is it with Jaguar and electronics? Joseph Lucas, of Lucas electric infamy (still remembered as the Prince of Darkness for the electrical eccentricities of post-WWII Jaguars, among others), has been dead for more than 100 years. And Lucas Industries is not even on the list of suppliers for the XF, but for some reason here’s a contemporary Jag that still seems to be plagued by electrical problems and quirks, even though Jaguar has steadily moved up the J.D. Power quality charts—even climbing to the top in some surveys. Still, in the age of the microchip, quirks involving secondary controls and the nav system can take in quite a bit of territory, diminishing appreciation of otherwise compelling attributes such as knockout styling, a beautiful interior, robust power, and irreproachable dynamics.

In our most recent Jaguar long-term test [“Beautiful Cat, A Few Hairballs,” June 2008], we blithely dismissed that XK convertible’s electric eccentricities by asking, “What’s a Jaguar without perplexing electrical gremlins?” But the XF is pitched as a total break with the past, and since its arrival on the scene Jaguar has new ownership, though Tata Motors of India’s stewardship began long after the XF design was locked in and the production line was pumping out cars.

We were willing to love this car almost at first sight and certainly at first drive. Early praise in the logbook sounded like this: “Very entertaining on back roads—provides a reassuring sense of certainty and precision, fortified by excellent grip. This is the best new Jag sedan in my memory, and my memory happens to be one that goes back a long way.”

Those words were written by your humble narrator who, like just about everyone else who hustled this car through a set of S-bends or switchbacks, regarded the XF as the dynamic equal of anything in the German mid-size, premium-sports-sedan class. This Jag has unflappable poise, mongoose reflexes, ample supercharged power with no waiting, and surprisingly supple ride quality for a car with firm suspension tuning and low-profile (255/35-20 front, 285/30-20 rear) Pirelli P Zero performance tires.

But familiarity bred irritation. For every performance plaudit in the logbook, there was at least one peevish entry about some function related to the car’s electronics. Worst under this heading was the occasional refusal to start. Push the start button and . . . nothing. This happened to several drivers, and we never were sure why. The system would always eventually spring to life after a little fooling around—hitting the lock and unlock buttons on the key fob, for example, or walking far enough from the car so its sensors could no longer detect the presence of the fob, or both. But a new car that won’t start immediately, first try every time, has trouble making and keeping friends.

There were other complaints, lesser in magnitude, but irritating nonetheless. The touch-screen secondary controls, for example, were tricky to understand, and it was also difficult to operate its many menus when the car was in motion. Programming the nav system was always a challenge, and the backup-camera display continued to show what was going on astern for several seconds after the transmission was back in D, something we’ve noticed in other rearview systems. This function also reduced the audio volume when it was operating, apparently to accentuate the radar pings of the parking sensors.

The touch-sensitive glove-box release worked readily for some, but it defied others and provoked plenty of invective. The chrome parking-brake switch on the center console got too hot to touch after long drives. Some found the instrument markings hard to read in daylight operation. Most disliked the overly assertive adaptive cruise control. The dial-a-gear JaguarDrive shifter, which rises slowly out of the center console when the driver starts the car, had few defenders.

And what would modern Jaguar tradition be without some electronic diagnostic hysteria? “Check engine” light-ups were frequent, enhanced from time to time by a “transmission fault” notice.

Those alleged problems were confined largely to the Jag’s electronic imagination, but a couple of others were real. One was minor: The rear sunshade (the, uh, electric-powered rear sunshade) stopped responding to its on-off switch. The other was a bit more serious. At the 10,000-mile maintenance stop, the dealer (Jaguar of Troy, Michigan) service crew discovered a leak in the rear diff, and the diff was replaced under warranty.

We had wheel problems, too, but we can’t blame Jaguar for all of that. Let’s call it excessive enthusiasm on the part of someone who overestimated either the Jag’s grip or his own abilities. Or both. Low-profile tires don’t provide much cushion for heavy impacts with curbs—one of which was inflicted as a career-terminating move by one of our part-timers—and we had persistent problems with balance and alignment. Uneven tire wear aggravated this annoying phenomenon, which was finally smoothed out when we replaced the original Pirellis with new ones after just 25,000 miles of service.

A little imbalance problem didn’t keep the Jag from becoming a popular choice for long trips. Besides various inner-Michigan runs, the diverse list of destinations included Florida, New Jersey, North Carolina, North Dakota, a couple of weekends in Wisconsin, and two longer journeys to upstate New York.

On all these trips, the log keepers praised the Jag’s ample power, its smooth six-speed automatic (including the crisp sport-mode operation of its paddle shifters), and the car’s general comfort—though tech editor Michael Austin recorded agitation upon crossing the St. Croix River into Minnesota and seeing the nav screen go blank. Also, the system uses two DVDs, which borders on old-fashioned now that there are setups with hard drives.

Though power always seemed ample on the highway, the XF’s engine performance eroded slightly as the miles piled up; most long-term test subjects clock in slightly stronger at 40,000 miles. In our initial test, the Jag sprinted to 60 mph in 5.1 seconds and to 100 in 11.8, covered the quarter-mile in 13.6 seconds at 107 mph, and hit 150 mph in 32.1. Before parting ways with the Jag, the car hit those same marks in 5.2, 12.2, 13.7 (at 106 mph), and 33.9, respectively. No one could call the latter numbers slow, and we saw small gains on the skidpad (0.89 g versus 0.88) and in braking (155 feet versus 158, excellent for a 4200-pound sedan).

The only other end-of-test demerit was for an occasional squeak somewhere in the unit body, a complaint that turned up a couple of times in later logbook entries.

Factory-specified maintenance wasn’t particularly oppressive, cost-wise (no charges for the initial stop at 10,000 miles helped keep the total down). Subsequent mandatory visits (20,000, 30,000, and 40,000 miles) totaled $667.

New Pirellis from The Tire Rack added $1912 to the tally and, in what may be a new record for rear brake wear, the XF’s pads were used up after just 30,000 miles and cost $230 to replace. We added to that total with numerous four-wheel alignments and wheel balancing, repairing of bent wheels ($230), and the replacement of a cracked undertray and front brake ducts ($292), thanks to excess zeal on the part of a culprit who has yet to fess up.

Fuel economy over 40,000 miles was 20 mpg, between the EPA window-sticker predictions—15 mpg city, 23 highway—and a bit better than the government’s 17-mpg combined forecast.

The sticker price on our XF’s Monroney was $66,210, an MSRP that included $2200 for the overly intrusive adaptive cruise control, which many of us could easily do without.

However, that price is a little irrelevant because Jaguar has since discontinued this particular model. XF choices now include two naturally aspirated V-8 models—a 300-hp 4.2 and a 385-hp 5.0-liter—and two supercharged editions: a 470-hp version of the 5.0-liter and the scalded-cat XFR, with 510 horsepower.

With 90 more horses than our supercharged XF, the new XFR also adds $16,000 to the price. Everyone who’s driven the R version agrees it’s worth the extra dough. We’re also agreed that the price premium would be even more palatable if there were some way to delete the car’s quirks.


This may be my new favorite in the segment and is certainly the best Jaguar sedan ever.


Although this is the best Jag ever, it must have taken a team of dimwits to ruin the driving experience by sabotaging the secondary controls.


The girlfriend says, complaining, “It doesn’t look like a Jaguar.” Jag finally breaks the styling mold, and this is what you get.


Stupendous power from the supercharger; this Jag pours itself over the road.


The seats are comfortable even after 10 hours. The engine is smooth and effortlessly powerful, and the tranny is very refined. But the adaptive cruise control is just awful.


Awesome power, great for overtaking. All-day comfy seats and excellent audio make the Jag a good highway cruiser.

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io

Sours: https://www.caranddriver.com/reviews/a15389432/2009-jaguar-xf-supercharged-road-test-review/
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