2016 Jaguar XF

2016 Jaguar XF

Episode 3524
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Jaguar has been on a roll lately, whether you’re talking about setting the pace in the F Pace or building our type of thrill ride with the F Type. Now they turn their efforts towards the more traditional XF midsize sedan. So, let’s see if they can continue to set their type of pace.  

While the Jaguar F-type and F-Pace have certainly drawn lots of attention to the brand, its cars like this 2016 Jaguar XF that will truly have much more of an impact on the brand’s long term success. 

Like most recent Jags and the trend of cars in general, this 2nd generation XF has dropped some pounds, riding on a new aluminum structure.

But it’s the powertrain options that are the biggest talking points about this new XF. That being the F-type’s supercharged 3.0-liter V6 available in two levels; base 340-horsepower and in upgraded S version with 380. 

Both variations get an 8-speed automatic transmission with available all-wheel-drive. A diesel option will follow shortly. 

Our early drive time in Arizona was mostly spent in the more powerful XF S; and we found plenty of get up and go, no matter where we got up and went. Still, that muscle is delivered in a more civilized fashion than with brute force. 

Like most vehicles, the XF has made the switch to electric power-assisted steering; and here we loved it. There’s plenty of feedback, along with a nice and direct feel. BMW take note!

We expected to see some improvement in handling, but we got even more than we anticipated. That lighter and stiffer chassis, along with the F-type inspired double-wishbone front and integral link rear suspension, provides a very agile feel, and should be just what was needed to make the XF much more competitive with its German rivals.

Ride quality equally falls on the firm side of things; not harsh, but surely stiffer than the typical American buyer will anticipate. 

The ZF 8-speed is still good as it gets, delivering smooth and fast shifts no matter your driving style. Jag puts 0-60 right at 5.0-seconds. JaguarDrive Control offers a typical range of driving modes. 

And, during our drive we did not find an extreme level of isolation, or disconnect. Still it was very quiet inside. The throttle is very aggressive, especially in sport mode. But unlike the boisterous F-Type, a fairly tame exhaust note reveals the XF’s clearly luxury character.

That theme is really played out inside where the cabin is top drawer in both look and feel. Material quality has climbed exponentially; and there is plenty of space and comfort to be found at all seating positions.

Base gauges have a familiar look to them, but a configurable 12-inch TFT virtual gauge panel is also available. A new InControl Touch Pro system takes over the duties for infotainment, and worked well enough in our limited exposure. 

The trunk area is well-finished, and holds a very generous 19.1 cubic-ft. of goods. 

There are certainly more F-type notions to the updated exterior, but clearly the XF is its own cat. 

The front end does wear a more aggressive look, with larger intakes and a more vertical grille, but in profile the same basic coupe-inspired shape of the previous car remains.

From the rear, things have been tidied up with cleaner lines and sharper fit to all of the pieces; which include LED taillights that are the most overt homage to the F-Type. Standard wheels are 18s, with the S rolling on 20s. 

All of the expected safety systems including Autonomous Emergency Braking are available. 

So while this new XF has improved across the board and perhaps gotten a little more accessible, we think it’ll still appeal most to the buyer who’s looking for something other than a ubiquitous German sport sedan. 

The lighter weight and more efficient powertrain has improved the XF’s Government Fuel Economy Ratings to 20-City, 30-Highway, and 24-Combined. For an average Energy Impact Score of 13.7-barrels of oil consumed and 6.2- tons of CO2 emitted yearly. 

Pricing starts at $52,895 for a 35t Premium, with the XF S beginning at $63,695. 

The 2016 Jaguar XF was certainly due for an update, as the previous gen had been around since 2009. But, this thorough redesign does much more than just carry on business as usual in the midsize luxury sport sedan segment. With huge gains in both posh and performance, much like the F-type, it’s primed to have a major impact on its segment. This cat is on the prowl.


  • Engine: 3.0 liter V6
  • Horsepower: 340 / 380
  • Torque: 332 lb-ft.
  • 0-60 mph: 5.0 seconds
  • EPA: 20 mpg city/ 30 mpg highway
  • Energy Impact: 13.7 barrels of oil/yr
  • CO2 Emissions: 6.2 tons/yr
2024 Subaru Solterra 3/4 Front

2024 Subaru Solterra

The Solterra Gets Subaru Into The EV Game

Episode 4339
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

You could say that Subaru is one of the more conservative brands out there. So, it’s no surprise it took them a little longer than most to venture into pure EV territory. But now that they’ve staked a claim with this Solterra, it’s time for us to see if Subaru buyers should plug in.

The Subaru Solterra is indeed the brand’s first full battery-electric vehicle; and while it took partnering with Toyota to make it happen, as we’ve seen with the BRZ and GR86 sport coupes, that partnership can lead to some great things.

So, we’ll start there; the Solterra’s counterpart is the Toyota bZ4X, and they do share most powertrain elements, specs, and features; but Subaru has done a few things to establish some unique vibes for their brand. That starts with the drivetrain, as all-wheel drive is standard here as in most Subarus, and in similar tradition, power won’t overwhelm you, it’s more safe and familiar feeling than overpowering as some EVs can be. Called StarDrive, this Subaru’s dual-motor setup rates 215 horsepower and 249 lb-ft of torque. Subaru loves to tout that their drivers are second only to Jeep owners when it comes to venturing off pavement, so capability is a must.

2024 Subaru Solterra Dead Front
2024 Subaru Solterra 3/4 Front
2024 Subaru Solterra Headlight
2024 Subaru Solterra Front Emblem
2024 Subaru Solterra Wheel
2024 Subaru Solterra Profile
2024 Subaru Solterra Dead Rear
2024 Subaru Solterra 3/4 Rear
2024 Subaru Solterra Rear Detail
2024 Subaru Solterra Badge
2024 Subaru Solterra Charge Port
2024 Subaru Solterra Dead Front2024 Subaru Solterra 3/4 Front2024 Subaru Solterra Headlight2024 Subaru Solterra Front Emblem2024 Subaru Solterra Wheel2024 Subaru Solterra Profile2024 Subaru Solterra Dead Rear2024 Subaru Solterra 3/4 Rear2024 Subaru Solterra Rear Detail2024 Subaru Solterra Badge2024 Subaru Solterra Charge Port

We did find Solterra as competent as every other Subaru. Their X-Mode has been programmed to work seamlessly with the electric motors, and its 8.3 inches of ground clearance is higher than the bZ4X; plus, you can use Grip Control to moderate speeds and maximize traction.

While most new EVs seem to be hovering around 300 miles of range, max here in the Solterra from its 72.8-kWh battery pack is 227 miles, 222 here in Touring trim. Our results were much less than that, on pace for just 172 miles in our driving loop. But that may be a fluke since we managed 210+ in our bZ4X test.

Only 100-kW max for DC fast charging. But even though it has only been on the market for a year, they’ve already cut down charging times for ‘24 models. An upgraded battery conditioning system, needs 35 minutes for an 80% charge. Subaru always seems to come out on the right side of being cool while remaining authentic, and the Solterra’s styling works, as does its beefier roof rack for ’24 which now holds up to 700 lbs. for tents and the like. Touring trim comes with some great looking 20-inch alloy wheels and there’s lots of body protection, but they did go a little overboard with all of the EV badges everywhere.

We found ride quality to be quite good, and handling spunkier than expected.

In addition to being a good-looking small SUV, it’s a highly functional one too with plenty of room for 5, durable materials, and a bridge-type center console with lots of storage space underneath, though there is no traditional glove box. Subaru also claims it was designed to be dog-friendly, so that’s a plus too. It does have the roomy feel of an Outback, and rear cargo capacity is pretty close, too, at 29.0 cubic-feet.

We found ride quality to be quite good, and handling spunkier than expected. It really shined in the handling course at our Mason-Dixon test track; the EV low center of gravity giving it a very planted feel through the cones. There was minimal body roll and great all-wheel-drive grip; though when it came to us getting a grip on the steering wheel. Well, it’s an oddly shaped steering wheel that took some getting used to. It’s another thing that separates it from the bZ4X, though it seems a little bit like just being different for the sake of being different.

2024 Subaru Solterra Dashboard
2024 Subaru Solterra Instrument Cluster
2024 Subaru Solterra Central Display
2024 Subaru Solterra Shifter
2024 Subaru Solterra Front Seat
2024 Subaru Solterra Rear Seat
2024 Subaru Solterra Trunk
2024 Subaru Solterra Dashboard2024 Subaru Solterra Instrument Cluster2024 Subaru Solterra Central Display2024 Subaru Solterra Shifter2024 Subaru Solterra Front Seat2024 Subaru Solterra Rear Seat2024 Subaru Solterra Trunk

On the other hand, while not insanely fast like some EVs, there was good punch off the line; enough to get us to 60 in 6.2 seconds. And rather than rolling back the power, the Solterra kept it consistent the whole way down the track. We finished the quarter-mile in 14.8 seconds at 93 mph. There wasn’t much feel coming through the brake pedal, but panic braking stops were fade-free with an average amount of nose dive; our stops from 60 averaged 120 feet.

Using 33-kWh of electricity per 100-miles, the Solterra earns a good efficiency rating. Pricing starts at $46,340 for the base Premium, and tops out with Touring at $53,340, with Limited in between.

Being the rugged and lovable outdoor types, Subaru owners have proven to be willing to sacrifice certain things for the good of the environment they spend so much time enjoying. Whether that will translate to them going all-in on the 2024 Solterra remains to be seen. It’s no surprise Subaru has finally gone all-electric, and it shouldn’t come as a surprise they’ve entered the EV game conservatively. Something tells us Subaru owners wouldn’t have it any other way.


As Tested

  • Motor Setup: Dual Motor
  • Battery Size: 72.8-kWh
  • Horsepower: 215
  • Torque: 249 lb-ft
  • EPA Range: 222 miles
  • 0-60 mph: 6.2 seconds
  • 1/4 Mile: 14.8 seconds at 93 mph
  • 60-0 Braking: 120 feet (avg)
  • MW Test Loop: 172 miles