A future classic? Jaguar’s XF was their saloon of the century

David Ross, Editor
Fri, 03 Jul 2026

If you’re British then it’s hard not to have something of a soft spot for Jaguar. A home manufacturer that created some of the finest cars ever to grace the world – the E-Type and the Series 1 XJ the most obvious examples – and then spent decades trying and mostly failing to recreate that magic.

We can’t think of another car maker that has been so spectacularly hamstrung by its back catalogue, shoehorning retro design elements onto customers that weren’t even born when the last E-Type rolled off the production line.

This partly explains why the brand is currently in the middle of yet another rebirth as it tries to shake off some of the pipe and slippers image while still keeping one eye on the past.

There have been plenty of missteps since its heyday, but on occasion Jaguar managed to get the balance right. And the Jaguar XF is possibly the best example of its successfully blending yesterday and today.

Its predecessor, the Jaguar S-Type, leaned too hard into wood and leather cliches. So while very competent and good to drive, it dated quickly.

The XF needed to put that right and following the passing of Jaguar Design Director Geoff Lawson in 1999, Ian Callum took over. If you’re not familiar with his work he designed some of the prettiest cars of the 1990s and 2000s – Aston Martin Vanquish and DB9, Jaguar XK and the original Ford Puma anyone?

The Jaguar XF successfully blended nods to the past, like the front grille designed to echo that of the Series 1 XJ, but with a modern feel. It looked sufficiently different to its more edgy rivals but still contemporary, which was a difficult trick to pull off.

It was a similar story on the inside. Yes there was leather – on all models in fact with cloth seats being banished to the dustbin – and wood, but you could also have aluminium trim.

Then there were the rotating air vents that left a clean dash when turned off and the rotary gear selector rose from the centre console when you switched it on. If you were being harsh you could call them gimmicks, but they were features that hadn’t been seen before and also paid homage to the fact that Jaguars of old were technologically forward-thinking as well as being pretty.

Underneath the XF actually owed a lot to the S-Type, which was based on Ford’s DEW98 platform. That might sound cheap, but the chassis was never an issue for the S-Type and the XF built on that by mixing a soothing ride with engaging rear-drive handling.

This was a Jaguar that nailed the original brief perfectly – a good Jag should be quick and capable, but never harsh or unruly.

The engine line up played its part too. Yes there was a 2.2-litre diesel later in its life which is fine if you’re on a budget, but really you need at least six cylinders if you’re to be a proper Jaguar owner. The early 2.7-litre V6 diesel was fine when new and the 3.0-litre V6 petrol was just about quick enough, but things got better later on when you could choose from the excellent 3.0-litre V6 diesel, a supercharged V6 petrol or a more powerful 5.0-litre V8.

Then there were the really sporty versions. The early XFR was spicy enough with 420PS from its supercharged V8, but later versions had a 5.0-litre motor kicking out 510PS, or the genuinely silly XFR-S with 550PS. The XF managed to do what previously was the preserve of the Germans by creating a car that was appealing and good to drive in standard form, but could also be a complete hooligan in performance-car guise.

Owning a well-used Jaguar might seem like the stuff of nightmares, but if you start with a decent one and don’t cut corners it should prove to be as reliable as any other luxury saloon of the period. Most XFs don’t rust, but a thorough check is important as signs of corrosion may be indicative of previous damage. One area that is susceptible to tin worm is the battery clamps in the boot.

Transmissions are generally reliable ZF units if they’re serviced, so check the history carefully. As for engines, if you want a diesel go for the later 3.0-litre rather than the more problematic 2.7-litre, although both can suffer from cracked coolant pipes and blocked water pump outlets. Petrol engines have less to go wrong, but if you go for a V8, supercharged or otherwise, have the timing chain inspected.

Electronics are likely to be the main area where problems arise, particularly with those rotating vents and floating rotary gearlever. Check everything works - fuse boxes can collect water which can result in any number of faults, while the wiring loom running into the boot is a known weakness.

The most difficult part might be deciding which one to go for. Ignore the second-generation X260 and the appealing Sportbrake and you’ll still be drowning in choice. Yes you can spend peanuts - we found more than a dozen for under £2,000, but expect trouble.

We found a very appealing, one-owner 2009 3.0-litre diesel in Luxury spec and 110,000 miles for just £2,400. Petrols are inevitably thinner on the ground but worth a look - how about a 2010 5.0-litre V8 in Premium Luxury trim and under 90,000 miles for £7,000? And you won’t need much more to go full tilt, with XFRs starting around £9,000.

It might not have entered the pantheon of Jaguar greats just yet, but its time will come. This is a Jaguar saloon that has aged beautifully, is still a delight to drive and are still all over the classifieds. One day soon not all of these things will be true.