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| 2016 Jaguar XF |
By combining the all-new XF's lightweight aluminium-intensive body with the all-aluminium Ingenium engine family, Jaguar has set the class benchmark for fuel efficiency and emissions.
With figures from 71.7mpg and 104g/km CO2 on the European combined cycle, the all-new XF delivers an improvement of almost 20 per cent compared to its predecessor and is the most efficient four-cylinder in the business segment.
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| 2016 Jaguar XF |
The first units to feature in the new XF are 2.0-litre four-cylinder diesels rated at 163PS/380Nm and 180PS/430Nm respectively, both available with six-speed manual and eight-speed automatic transmissions. Every measure has been taken to ensure that these engines are as clean and efficient as they are quiet and smooth-running.
Features such as the offset cylinder bores and roller bearings for the camshafts and balancer shafts contribute to Ingenium's benchmark low levels of internal friction - more than 17 per cent less than the previous 2.2-litre diesel.
The split-cooling system features a mapped thermostat, a variable-flow pump and crossflow channels in the cylinder head to ensure a rapid warm-up from cold. A variable flow oil pump and switchable piston cooling jets cut parasitic losses still further and therefore reduce fuel consumption and emissions.
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| 2016 Jaguar XF |
Complementing the inherently low levels of vibration ensured by the design of the stiff, deep-skirt cylinder block are acoustic covers fitted to the cylinder head, the chain drive and the sump. These covers prevent radiated noise from the engine from reaching the cabin and contribute to the all-new XF's exceptional levels of refinement. Switchable engine mounts provide extremely effective isolation from the body, further reducing the transmission of structure-borne noise.
Clean diesel technology: NOx emissions minimised
Both the 163PS and 180PS Ingenium diesel engines feature 1,800bar common rail injection systems and the latest variable geometry turbochargers to deliver a clean, quiet, efficient combustion process. A sophisticated exhaust gas recirculation (EGR) system featuring both high-pressure- and cooled low-pressure circuits reduces pumping losses still further, thereby boosting efficiency, while the reduction in peak combustion chamber temperatures delivers inherently low emissions of oxides of nitrogen (NOx).
Integrating selective catalytic reduction (SCR) technology into the exhaust gas aftertreatment system cuts NOx to very low levels. By injecting a urea solution upstream of a highly-efficient SCR catalyst, NOx is converted into harmless nitrogen and water, ensuring that the all-new XF can meet not only the stringent limits imposed by Euro 6 but also the most demanding emissions regulations worldwide.
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| 2016 Jaguar XF |
Renowned for its combination of high power and torque with excellent fuel economy and exceptionally smooth running, Jaguar's 3.0-litre V6 diesel in its latest generation exceeds all expectations.
The light, stiff, compacted graphite iron cylinder block retains the same 2,993cc displacement as before but changes to the fuel injection and boosting systems raise output from 275PS/600Nm to 300PS/700Nm.
This outstanding V6 is more refined than ever and will accelerate the all-new XF from 0-60mph in just 5.8 seconds yet returns 51.4mpg and 144g/km CO2 on the European combined cycle.
The piezo common rail system now delivers fuel into the combustion chambers at pressures of up to 2,000bar through revised eight-hole nozzles, further improving mixture formation for cleaner, more efficient combustion.
The parallel-sequential turbocharging system benefits from turbos with more aerodynamically-efficient turbine and compressor wheels. In a Jaguar-first, ceramic ball bearing technology is used in the primary turbocharger. This technology reduces friction - especially at low temperatures - so torque builds up even more rapidly than before, delivering immediate response whenever the driver demands it.
Engine efficiency is also higher thanks to the adoption of a two-stage oil pump and a switchable coolant pump. Improved high-pressure EGR and the addition of a cooled low-pressure EGR circuit reduces pumping losses.
Utilising a higher proportion of recirculated exhaust gas reduces peak combustion chamber temperatures, inhibiting NOx formation. Better control means that cylinder-to-cylinder exhaust gas distribution is more uniform, cutting particulate emissions and also making combustion smoother and quieter.
Working in combination with EGR, an SCR system reduces NOx emissions to very low levels and ensures Euro 6 compliance.
Four-cylinder petrol power: Responsive, refined, efficient
Already proven in XF, this 2.0-litre unit combines a low-inertia turbocharger with direct injection and fully variable valve timing to deliver the driveability of a larger naturally-aspirated engine but with significantly improved fuel economy.
Maximum torque of 340Nm is developed at just 1,750rpm, enabling the all-new XF to accelerate from 0-60mph in just 6.7 seconds. Mid-range flexibility is equally impressive: 50-75mph is covered in only 4.7 seconds.
The all-aluminium design is lightweight and compact and features twin contra-rotating balancer shafts to counteract vibration and enhance refinement. Isolating the fuel injectors from the cylinder head and fitting an acoustic layer to the high-pressure pump and the fuel rail reduces radiated noise.
Among the innovations on this highly advanced engine is the sheet metal turbine housing integrated into an air-gap insulated exhaust manifold. This feature not only saves weight, but it also reduces thermal mass, allowing the catalyst to reach light-off temperature sooner, thereby cutting fuel consumption and emissions.
Supercharged V6: Highly-rated sports car performance
Enthusiasts demanding the most involving driving experience now have the choice of Jaguar's free-revving 3.0-litre supercharged V6 in 340PS and 380PS ratings - and with rear- or all-wheel drive (AWD).
Shared with the F-TYPE sports car, these all-aluminium engines combine supercharging with direct-injection and variable intake and exhaust valve timing to deliver exceptional throttle response, linear power delivery and a unique soundtrack.
A single balancer shaft enhances smooth-running and refinement, while a carefully-tuned symposer feeds some of the supercharged V6's induction sound back into the cabin to make exploiting the performance potential even more exhilarating.
This is the first time the 380PS version has been used in a Jaguar saloon and is reserved exclusively for the all-new XF S. Matched to an eight-speed automatic transmission, this model is capable of covering the 0-60mph sprint in 5.1 seconds - or just 5.0 seconds in AWD form - on its way to an electronically-limited maximum speed of 155mph.
Comfortably ahead: Optimised eight-speed automatic transmissions
Every engine in the all-new XF, from the 163PS four-cylinder diesel to the 380PS supercharged V6, is available with a specifically-optimised version of ZF's peerless eight-speed automatic. Combined with Jaguar's unique rotary gear shift controller and paddle shifts, these state-of-the-art transmissions offer an unparalleled driving experience, blending exceptionally smooth launch behaviour with seamless shifting and outstanding efficiency.
The transmission controller monitors driving styles and adapts its shift patterns to suit. The ECU is also networked to the Jaguar Drive Control, offering even quicker shifts and more dynamic kickdown in Dynamic mode, and earlier up-shifts in Eco mode.
Complementing the stop-start system is Transmission Idle Control: if the vehicle is stationary and held against the brakes with the engine running, one of the brakes inside the transmission opens, reducing drag losses and therefore further reducing fuel consumption.
Two versions of the ZF 8HP family feature in the all-new XF. The V6 diesel and AWD supercharged V6 petrol are paired with the familiar 8HP70 transmission, while the four-cylinders and the rear-wheel drive supercharged V6 petrols are matched to the lighter, more compact 8HP45.
To improve driving comfort even further when running at very low engine speeds, all applications except the supercharged V6s feature a pendulum damper in the torque converter. This additional element is able to absorb very low frequency vibrations and prevent them from passing through to the cabin. This enables even greater fuel efficiency without compromising on refinement.
Selection process: Efficient new six-speed manual
Contributing to the all-new XF's benchmark fuel consumption figures is a light, low-friction six-speed manual transmission. Like the automatics, it was developed in partnership with ZF and sets standards for shift quality and efficiency.
The aluminium alloy casing, hollow shafts and pocketed gears save weight, and the innovative semi-dry sump lubrication system reduces parasitic losses. Instead of the splash lubrication method typically found in manual gearboxes, this one uses a compact mechanical pump driven from the layshaft to spray the low-viscosity lubricant on to the meshing gear teeth, bearings and the synchroniser rings. This reduces drag, and also means that less oil is required: the sump contains just 1.2-litres, which is separated from the geartrain by a lightweight polymer baffle.
The detent profiles are carefully optimised to give smooth, precise changes. Each shift can be executed with exactly the right amount of force needed for a positive feel without the high peak loads which can result in notchiness when going into gear.
All-Wheel Drive with Intelligent Driveline Dynamics
Designed from the outset to offer AWD, the all-new XF builds on the success of its predecessor with a next-generation torque on demand system and with Intelligent Driveline Dynamics (IDD) - a highly sophisticated control strategy developed entirely in-house. To maximise the system's potential, IDD is networked to the Torque Vectoring by Braking system and the Dynamic Stability Control.
Its effectiveness already proven on the AWD F-TYPE, IDD is designed to preserve Jaguar dynamics DNA while maximising the performance and handling benefits of the additional traction, especially in adverse conditions or on poor road surfaces. First and foremost a rear-wheel drive sports saloon, the all-new XF also satisfies growing worldwide demand for AWD vehicles.
Integrated into the eight-speed automatic transmission, AWD is available with the 340PS and 380PS supercharged V6 petrol engines in left-hand drive markets. In normal driving, all of the torque is sent to the rear axle. But when required, a multi-plate wet clutch diverts torque to the front axle via a chain drive in the transfer case: 16 per cent lighter and 10 per cent more efficient that the gear drive transfer case in the previous system, it's quieter too.
How much torque is transferred - and when - is controlled by the IDD module, which is integrated into the transfer case. Using sensor data such as yaw rate, steering wheel angle and lateral acceleration, algorithms within the IDD controller continuously estimate road surface friction, and how much of the available grip is being exploited at each tyre contact patch.
If IDD predicts that the rear tyres are approaching the traction limit, torque is seamlessly transferred to the front axle. IDD also functions reactively, and can vary the front-rear torque split to mitigate oversteer in fast corners through yaw damping.
Adaptive Surface Response: AWD reads the road
Making the all-new XF AWD even more capable is feature which determines what kind of surface the car is driving on - normal roads, wet or gravel roads, or snow and ice - and modifies the maps for the steering, throttle, transmission and stability control systems according to the conditions.
Known as Adaptive Surface Response (AdSR) and available exclusively with AWD, it supersedes Jaguar Drive Control's Winter mode and makes it even easier for the driver to control the car and make safe progress in challenging, low-grip conditions. AdSR functions throughout the car's entire speed range.
AdSR's intelligent algorithms also make ASPC (see advanced driver assistance systems: p31) even more effective. If AdSR determines that the car is being driven on a very low friction surface, ASPC will use its most progressive engine torque rate rise because it will assume that the car will have to pull away on ice.