sublime |səˈblīm| (adjective) of such excellence, grandeur, or beauty as to inspire great admiration or awe

In this instance, the ‘awe’ is in response to the supremely detailed and linear steering that Jaguar’s XF possesses. Why is this so important? Because it allows the tamest, most luxury-oriented version of Jaguar’s entry-level sedan to harass an older BMW M5 on some of the Front Range’s most demanding ribbons of tarmac, despite penalties in weight, power, and size.

Such steering feel gives massive confidence in the driver’s ability to place the car accurately and to assess the reserves of front end grip remaining—essential if the driver is to not only to be safe, but to have fun as well. It’s most apparent in a series of switchbacks, when one makes rapid swings through the steering’s center. Many cars helm’s feel okay once loaded up, but the carry a vagueness on-center (designed to reduce the ‘sneeze factor’ on the highway) or a non-linear response to the driver’s inputs as one starts the wheel moving just a few degrees either side of dead ahead. Or, they have an exaggerated quickness that is tuned in to make them feel responsive, but which fades as the lateral-g loadings increase. In the Jaguar, the slip angles of the front tires’ contact patches seems to be fed directly to the driver’s palms, so that the amount of grip in reserve is easily ascertained. All this without undue kickback, tramlining, or other bothersome ‘noise’ making it through.

Was this tight back road straitening a fair test of the XF ‘Premium Luxury’ edition? Probably not; hotshoe drivers would most likely stump for the Supercharged version; most folk who will choose this sybaritic British ‘saloon’ are most likely more concerned with the efficiency of the climate controlled seats to cool their backsides, or the B&W audio system’s prowess at providing new insights into a favorite Bach concerto than with its ability to tear it up in the mountains.

That it does so with such commendable poise—and ease—is a testament to the unrivalled tuning that happens in Wales during final development, under the sure direction of chassis gurus such as the recently departed Richard Parry-Jones and Mike Cross. The body control they’ve endowed this cooking version of the XF with is simply staggering. The body’s mass seems to disappear under duress; the car never really shrinks, but the driver can accurately place the Jaguar where he or she desires; inch-perfect, allowing more of the road to be used. There’s no unseemly lurching, no heaving masses being unceremoniously thrown forward or rearward, nor side-to-side. The XF does lean, but only enough to give warning to the approach of its (high) limits.

The other ingredient that makes it such a willing dance partner is the six-speed ZF transmission, whose perfect shift strategies keep the 4.2-liter, 300hp engine in its powerband. And the rev-matching built into its downshifts, summonable through the steering wheel’s paddle shifters or the auto’s sport programming, mean the chassis’ composure isn’t upset as one trailbrakes into a corner.

Driven with such verve—say at 7 or 8/10ths—the Jaguar shows no chinks in its armor. Beyond this, things like its (relative) shortage of power, lack of a limited slip differential, and mediocre brakes start to show themselves. But let’s face it: no one has any reason to drive it like this on public roads, and it’s no track day special either.
That it could hang with a purpose-built special like the BMW M-car without breaking a sweat is accomplishment enough. All without loosing any of the wonderfully endearing Jaguar traits of slinky good looks or a hushed, coddling interior. And, as the firm has once again landed atop JD Power’s rankings for owner happiness over extended periods—beating Lexus in the process—bodes well for those willing to steer off the obvious Asian/German axis.

Price as tested: $58,850

Send article as PDF to