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If you're looking for a full-sized executive saloon or estate from the 2017-2024 era and you think the big three prestigious German brands had the Executive car segment sewn-up in this period, a drive in a version of Jaguar's second generation XF from this era may be enough to make you reconsider. Even in the face of tough competition from rivals like the BMW 5 Series, the Mercedes E-Class and the Audi A6, this car offers a compelling range of virtues, with a choice of saloon or 'Sportbrake' estate body styles and impressive levels of quality and connectivity. Perhaps most significantly, this MK2 model's aluminium-intensive architecture provided for weight savings that delivered sharp handling and very competitive levels of efficiency. In short, it's a very complete package.
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Detailed ratings
Full-Sized Executive Cars
History
The Jaguar XF was the car that when launched back in 2007, turned around its maker's fortunes, proving that the Coventry company could credibly compete with its German rivals in the premium segment for full-sized executive models. This second generation version of that car though, showed us how the brand planned to go about beating them. It was first launched as a saloon in 2015, then the range was expanded in 2017 to include a Sportbrake estate version.
With this improved 'XF260'-series design, a styling evolution hid a product revolution, all versions of this MK2 XF model being lighter, more efficient and more technologically sophisticated than before, an improvement on their predecessors in every possible respect. The exterior dimensions were slightly more compact than those of the MK1 version but they disguised a longer wheelbase that allowed the hi-tech aluminium-intensive architecture to clothe a much more spacious cabin, especially for rear seat folk.
By 2017, at the time of the Sportbrake estate version's introduction, much had already changed about this second generation XF, especially beneath the bonnet. Jaguar's modern era 'Ingenium' four cylinder 2.0-litre engine technology had only been available in 163 and 180PS diesel form at launch. By 2017 though, there was an extra twin turbo 240PS diesel and a pair of Ingenium petrol units, putting out either 250 or 300PS. Across the range, media connectivity and safety technology had taken a big step forward too.
What hadn't changed though, was the XF's remit as a more sporting, dynamic choice in the full-sized Executive segment. To put that in competitive context, it was more 'BMW 5 Series' than Audi A6 or Mercedes E-Class, though buyers of all three of these rival models might have been tempted by this Jaguar's classy cabin technology and its un-bettered standards of refinement and ride quality. There was a mild facelift in 2020 - and then an even lighter one in 2023 that carried the XF through to the end of production in 2024.
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What you get
From almost any angle, you'd know this was a Jaguar. You'd know this was an XF. This second generation 'XF260'-series model features a lower roof line than its predecessor and in saloon form, its rear deck is longer and higher. Arguably even better looking is the Sportbrake estate version, a shape where every style line serves a clear purpose, creating a fast, sweeping silhouette.
A seat in the front of an XF has always been a special experience. If you ever tried the first generation model, what you'll probably remember most is the way the start-up sequence brought the car to life as the rotary gear selector rose up from the centre console and the air vents rotated into position. In creating this 'XF260'-series second generation model, the brief was to retain a real sense of occasion but mature and simplify the design language a little. So there was a classier, more modern look as Jaguar's designers sought to find more interesting and contemporary ways to say 'luxury': largely, their efforts worked. The rising circular gear selector remained on automatic models: so did the cartwheeling air vents, though they were reduced in number and thrown to the edges of the cabin, with the centre of the fascia freed up for a 10.2-inch 'InControl Touch Pro' infotainment system.
Get settled and as you look around, the height of the waistline and the centre console gives the safe, driver-focused feeling of being sat in the beautifully supportive leather seat, rather than on it. At the same time, the strong horizontal theme of the instrument panel, the layering of it and the materials used for each layer creates the kind of rich, luxurious, hand-crafted ambience you just don't get in this car's Teutonic rivals. Just one example of that is what Jaguar calls the 'Riva Hoop' (named after the famous powerboat), a veneered strip that sweeps from the doors right round behind a dashboard that on plusher models could be coated with exquisite stitched leather.
The MK1 XF model really had no more room on the back seat than you'd have got from a car in the next class down. Even with this MK2 design, three adults will still need to be on personable terms, but two will be very comfortable indeed. If you're looking for a reason to pay the relatively small premium necessary to buy this XF rather than its smaller XE model (which really is small in the back), then we reckon you've got that right here.
As for luggage space, the saloon gives you a 540-litre trunk, so if you go for the Sportbrake estate body style, you might reasonably be expecting the capacity to be quite a lot larger. Actually, the figure is 565-litres, though the space available is squarer and more usable than a conventional boot area would be. If you need more room but still need to carry a couple of rear-seated passengers, you'll be pleased to find that the Sportback's rear bench has a central split so that long items like skis can be poked through. If you do need to flatten everything then you can use the discreet levers positioned inside the flush cargo side panels (or controls on the seat backs themselves), all of which on the Sportback frees up 1,700-litres of completely flat loading space.
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What to look for
Most XF owners in our survey seemed very satisfied, but we did come across a few issues. Most of the common issues relate to timing chain wear on the 2.0-litre diesel engines, electrical problems from weak batteries or coolant leaks.
Some owners experienced a howling sound from the 8-speed auto gearbox (caused by oil pipes rubbing near the subframe). And the anti-roll bushes on the suspension wear out quickly, evidenced by a knocking sound over bumps that you'll need to look out for on the test drive. The complicated electrical system is extremely sensitive to low battery voltage and if there's a weak battery, the car will exhibit all kinds of dashboard errors, digital dashboard black-outs and gearbox selector problems. Check the infotainment system (which on earlier versions was prone to freeze); the later Pivi Pro set-up was better.
Look out for scuffed alloy wheels that could be pricey to fix. And, obviously, insist on a fully stamped-up service record.
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Replacement parts
(approx based on a 2018 Jaguar XF 2.0d) Front brake pads are around £35-£105; rear brake pads vary between £25 and £75. A genuine oil filter is around £18-£26. An alternator is in the £175-£360 bracket. A starter motor is in the £125-£310 bracket. A genuine air filter is around £35-£40.
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On the road
The thing we like most about the XF is its beautifully judged ride and handling balance. This comes courtesy of the car's clever 'Integral Link' suspension system, which from new could be embellished with an optional 'Adaptive Dynamics' adjustable damping set-up. And it's one of the things that can be tailored to your preferences via the standard 'JaguarDrive Control' driving mode system, which tweaks steering, throttle response, stability settings and the gearchange timings of the silky smooth 8-speed auto 'box that almost all XF models use. Most XF buyers will be selecting between the same 'Ingenium'-branded range of 2.0-litre petrol and diesel units. If you're fuelling from the black pump, there's the choice of 163 or 180PS single turbo powerplants, plus a twin turbo 240PS diesel. The Ingenium petrol engines offer either 250 or 300PS. Rear wheel drive is the default drive layout, but Jaguar's effective AWD set-up was optional on the 180PS diesel and standard on the most powerful four cylinder petrol and diesel models.
We'd recommend the 3.0-litre V6 diesel, which only comes in rear-driven form and is a powerplant that suits this car very well, with 300PS and 700Nm of pulling power. It's also reasonably efficient, managing up to 45.6mpg on the combined cycle and up to 163g/km of CO2. Highway refinement is exemplary and even if you don't get an XF with AWD, a clever 'ASPC' 'All-Surface Progress Control' system will deliver decent low speed traction at low speeds on slippery surfaces in the Winter months. If you want to push on through the turns, feelsome steering, a perfect near 50:50 weight balance and torque vectoring to maximise cornering traction all help to make this Jaguar surprisingly rewarding, given its luxury remit. Ultimately though, XF motoring is really about lowering your heartbeat rather than raising it. If that's the kind of cultured driving experience you'd like, then we think you'll enjoy this Jaguar very much indeed.
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Overall
There are three real eras in Jaguar history. The earliest one was a time of Sir William Lyons and Inspector Morse. Of classic cars and legendary exploits at Le Mans. The second era was less notable, full of models that disappointed the brand and its buyers, thanks to management decisions that placed style over substance. Back in 2007, the first generation 'XF250'-series version of this XF brought that period to a close, promising a new, more relevant, more dynamic and crucially more competitive era for the Coventry company.
Which seemed to be promised by this MK2 XF. The classic flowing looks really work - particularly with the Sportbrake estate body style. And thanks to its sophisticated aluminium architecture, its smart spacious cabin and its efficient range of Ingenium engines, this car managed to worry the German makers more than any model Jaguar had launched.
There's nothing simple about producing a car as good as this one, a model that matches exacting class standards in many areas and led its segment in terms of its beautifully judged ride and handling balance. True, it might not have been the game-changer its predecessor was, but then it didn't need to be. That corner had already been turned. The old XF showed how Jaguar could compete on equal terms with its Teutonic rivals. This car though, demonstrated clearly how it meant to go about beating them.
Are there issues? A few. Despite improvements to this car in terms of media connectivity, camera-driven safety provision and autonomous driving tech, it this MK2 XF still couldn't quite match its key premium rivals in any of these areas. And when we tried this car, we were a little disappointed that the aluminium-intensive structure didn't deliver more in terms of the kind of weight saving that would have really allowed this car to maximise the benefits of its Ingenium engine technology.
Much of this was down to the fact that Jaguar couldn't bankroll investment in these areas in the same way its key competitors could; the brand was in this period, after all, still in global terms a minor player compared to its Teutonic rivals. But that also allowed its products to be deliciously different - as this one was. It built on what was good about the original XF, added lifestyle touches you simply couldn't get anywhere else and was British-designed and built. That last factor was one Jaguar once depended on for sales in our market. By 2017 though, it didn't need to. To understand the reason why, simply try one of these.
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