Gone but not forgotten - especially when bought with the note-perfect V6
You may not have noticed it but after a 17-year production run, Jaguar has just stopped making its XF, the midsize exec that up to now has been sitting neatly between the XE and the XJ in both saloon and Sportbrake estate formats.
We’re discounting the smaller Ingenium four-cylinder engines on account of the fairly significant mechanical issues some of them had, like timing chain problems and critically low engine oil level warning lights that came on even as the major internal damage was already taking place. We’re also going to give the 3.
Relative to other cars in this space, the XF remains good value in mid-2024 after one final ’24 model year revision. Jaguar’s UK website tells us that these final XFs now start at just under £37k for a basic R-Dynamic S D200 MHEV diesel, but let’s get back to the subject of this guide, the 3.0 S of 2015-20. True rivals for the supercharged XF were hard to identify as nothing was directly comparable. Audi’s 4.
Some testers criticised the ZF 8-speed automatic for what they perceived as an occasional hesitancy, but most thought it was pretty good especially when you used the paddles. Jaguar persevered with the rising gear selector design for the gen-two X260 XF, which was great on one level as it was a cool mechanism but it might not have been so great on another level as the gen-one selectors did have a reputation for sticking in Park or refusing to rise up in the approved manner.
Gen-one XFs did have trouble with rusty subframes, and the suspension componentry on gen-twos needs watching as the years go by. 20inch five-split-spoke diamond cut wheels were a £1,250 extra. Jaguar described the gen-two XF’s monocoque as ‘aluminium-intensive’, meaning there were high-strength steels in the mix. As mentioned earlier the new bodywork was slightly shorter than the gen-one’s, with a shorter front overhang, lower bonnet and roof lines, and a more vertical grille.
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