• Dec 29, 2008
Click the new XF Diesel S for a high-res gallery

Over in Europe, the Jaguar XF has been available with diesel power since its debut last year. However, as well regarded as the old 2.7-liter V6 oil burner was, its 207 horsepower couldn't run with the big dog twin-turbo 286 hp diesel six from BMW. So for the 2010 model year, Jaguar has developed a new dual turbo 3.0-liter that's available in 240 hp or 275 hp S trim. While 275 ponies might not seem all that special these days, the engine's 443 lb-ft of torque from as little as 1,600 rpm has what it takes to push the XF Diesel S to 60 mph in just 5.9 seconds en route to a top speed of 155 miles-per-hour. That's 0.3 seconds quicker than the normally aspirated 4.2-liter gasoline V8 that serves as the base powerplant here in the US.

Even more impressive is that the diesel offers this performance while achieving a combined fuel economy rating of 35 miles-per-gallon U.S. - a 12 percent improvement on the old 2.7. All of this is achieved through a 29,000 psi common-rail fuel system and a particulate filter. The forced-induction setup is particularly interesting: Most dual turbo configurations use a small responsive unit at low revs and a bigger unit at higher speeds. In this case, however, Jag's new XF uses a larger variable nozzle turbo at low speeds to reduce pumping losses and fuel consumption.

Sadly, there's no word yet on whether Jaguar will bring the oily Cat to America, but unless diesel prices move closer to those of gasoline, we wouldn't count on it. Click on the jump for the official press release.


[Source: Jaguar]

PRESS RELEASE:

THE NEW JAGUAR XF DIESEL S

"The new XF V6 Diesel S – combining superb performance and excellent fuel economy- sets the pace with acceleration from 0-60mph in 5.9 seconds, a maximum speed of 155mph, yet delivers an average fuel consumption of 42mpg and CO2 emissions of 179g/km: Truly the best of both worlds!"

Mike O'Driscoll, Managing Director, Jaguar Cars

THE NEW XF DIESEL S – In Brief
• The most advanced, powerful and efficient Jaguar diesel ever
• New 275PS high-performance XF Diesel S featuring Jaguar's new AJ-V6D Gen III S 3.0-litre diesel engine delivers a massive 600Nm of torque
• 0-60mph in just 5.9 seconds, 50-70mph in just 3.2 seconds, a maximum speed of 155mph and yet combined fuel economy of just 42.0mpg – 12 percent better than the acclaimed 2.7-litre V6 diesel engine
• Emits just 179g/km – a 10 percent reduction in CO2. Conforms to EU5 emission regulations using conventional exhaust after-treatment
• 33 percent more powerful and 61 percent more torque from 1500rpm than the 2.7-litre V6 diesel

"With CO2 emissions of 179g/km, 42mpg average fuel economy and 0-60mph acceleration in 5.9 seconds, this is another great example of Jaguar delivering unrivalled performance while at the same time taking the level of refinement in diesel engines to a whole new level."

Mick Mohan, Jaguar Programmes Director

When it was introduced last year, the XF was recognised as a dramatic expression of a bold new Jaguar design language. It also soon became apparent that here was a car where the driving experience exceeded the expectations created by the striking appearance. Now, the new XF Diesel S takes this driving experience to new levels, shifting the balance even further towards dynamic performance while still retaining the XF's core values as a refined and luxurious sports saloon.

Distinguished by 20 inch wheels, aerodynamic boot lid spoiler and discreet 'S' badging, the car that defines Jaguar sporting luxury is even better for the 2010 model year, with a stunning new high-performance diesel. Powered by a 275PS engine, the Diesel S gives the XF outstanding levels of performance, accelerating from 0-60mph in just 5.9 seconds, 1.8 seconds quicker than the excellent 2.7-litre model. In-gear acceleration is equally impressive, with a 50-70mph time of just 3.2 seconds. Maximum speed is electronically limited to 155mph.

Featuring parallel sequential turbochargers to help deliver the high levels of power and torque seamlessly and with effortless flexibility, this engine is perfectly matched to Jaguar's sophisticated six-speed ZF 6HP28 automatic transmission.

"The new parallel sequential turbocharger system on our new V6 diesel delivers V8 levels of performance from very low revs. It's a power unit that offers superb flexibility and remarkably low fuel consumption and emissions, while building on the refinement that has become a trademark of our Jaguar diesel engines."

Ron Lee, Group Chief Engineer, Powertrain

There is an equally impressive 240PS version of the new 3.0-litre engine available too, which produces 16 percent more power and a 15 percent increase in torque over the 2.7-litre diesel, allowing the XF to reach 60mph in 6.7 seconds. Its 50-70mph time of just 3.7 seconds is only fractionally slower than the 275PS Diesel S model. Maximum speed is 149mph. And like the 275PS engine, these great performance leaps are achieved with combined average fuel consumption of 42.0mpg – an improvement on the 2.7-litre diesel of over 10 percent – and a CO2 emissions rating of only 179g/km.

There are also significant trim and specification changes – including many new features – and the introduction of a new Portfolio derivative as part of the core range. For Jaguar and the new 2010 model year XF, the high-performance diesel has truly arrived. Pricing for the 2010 model year diesels – which will carry a premium over the current 2.7 – will be announced shortly.

The acclaimed XF 2.7 Diesel has won several accolades, including in the UK What Car magazine's 'Diesel Car of the Year' and 'Car of the Year', What Diesel magazine's 'Diesel Car of the Year' and the Association of Scottish Motoring Writers' Best Diesel of 2008. Additionally, the XJ 2.7-litre Diesel was also named Britain's greenest luxury car in the Environmental Transport Association's 2008 Car Buyers Guide for the second year running.

THE NEW AJ-V6D GEN III ENGINE - IN DETAIL

Drawing on the experience gained in designing the original, acclaimed 2.7-litre engine, the new 3.0-litre AJ-V6D Gen III diesels demonstrate that it is possible to deliver improved performance, while reducing CO2 emissions and fuel economy. In the XF, the new engine produces 10 percent less CO2 than the 2.7-litre, while power has increased by 33 percent in Diesel S guise. As well as tackling CO2, the new 3.0-litre engines meet the forthcoming EU5 regulations, due to come into force at the start of 2011. And these great performance leaps are achieved with combined average fuel consumption in both models of 42.0mpg – an improvement on the 2.7-litre engine of 12 percent.

Twin-turbos – maximum efficiency, instant response

A key feature of the new engine is the unique, parallel sequential turbocharger system, the first of its type to be fitted to a V-engine anywhere in the world. Delivering high torque throughout the entire engine rev range, improved throttle response and low CO2 emissions, the twin-turbochargers work sequentially to deliver unrivalled response and best-in-class torque – an impressive 61 percent more than the 2.7-litre diesel from 1500rpm – while packing a huge punch at higher engine speeds.
For most day-to-day driving, including motorway cruising, a responsive, variable-geometry primary turbocharger does all the work, while the smaller, fixed-geometry, secondary turbo is dormant, saving energy and improving efficiency. When the engine revs climb above 2800rpm, the secondary turbo is brought on line within 300 milliseconds, smoothly and seamlessly boosting the engine output with no discernible turbo-lag or power-step.

Driving a turbocharger requires pressure from the exhaust, creating pumping losses in the engine and increasing fuel consumption. To alleviate this, valves under the control of the engine management system isolate the secondary turbocharger both from the exhaust stream and the engine inlet tract when it is not required.

Some twin-turbo systems rely on a smaller turbo for primary use, only using a larger turbo when higher power is required. Though effective, this has the disadvantage of raised exhaust pressure and increased pumping losses. The Jaguar system uses a larger, variable-geometry turbocharger more of the time, which not only reduces pumping losses, but also improves fuel consumption and CO2 emissions.

Jaguar engineers particularly focussed on the issue of turbocharger 'lag' at low engine speeds. The new AJ-V6D Gen III 3.0-litre diesels significantly out-perform their rivals by delivering 500Nm of torque in only 500 milliseconds from idle.

Third-generation commonrail

A new commonrail fuel-injection system delivers up to five injections on each cycle at a pressure of 2000bar. Each injector tip is perforated by seven holes through which finely atomised fuel is sprayed into the cylinders. The high-pressure injection increases power, improves economy and reduces both CO2 and particulate emissions. New, third-generation high-speed piezo injectors allow up to five precise injection events during each combustion cycle, minimising engine combustion noise.

Piezo crystal 'packs' operate each injector by expanding when an electric current is passed through them. They react virtually instantaneously but can make a distinctive click when fired, which can add to diesel engine noise at idle. The crystals in Jaguar's new injectors are fitted nearer the tip, meaning they are mounted deeper inside the engine providing better sound insulation and quieter operation.

Another new feature of the third-generation fuel-injection system is the metering mode. Traditional diesel commonrail fuel pumps oversupply the injectors, with the surplus being returned to the fuel tank. During this process, fuel temperature increases and cooling it again consumes considerable amounts of energy. In metering mode, the pump delivers fuel to the injectors only at the rate required. Consequentially, there is no rise in fuel temperature and no wasted energy.

Compact, light and clean

The two cylinder heads, with four valves per cylinder, are made from aluminium and the cylinder block is made from compact graphite iron (CGI). The higher tensile strength of CGI makes it possible to cast a smaller block; some 80mm shorter than a conventional 'grey' cast iron equivalent.
The new, water-cooled, exhaust gas recirculation system (EGR), important for reducing pumping losses and emissions of NOX in a diesel engine, is more efficient and consumes less power than the 2.7-litre unit. The valves that allow exhaust gas into the system are located on the 'hot side' of the engine nearest the exhaust manifolds; these valves never cool while the engine is running, so there is no condensation of combustion deposits which occurs on engines fitted with 'cold side' valves, hence the EGR system always works at maximum efficiency. Since the EGR cooling is so effective, exhaust gasses can bypass the system and return to the exhaust pipes, allowing faster engine warm-up from start-up and reducing emissions still further.

EU5 emissions regulations have been achieved ahead of the 2011 legislative timetable using conventional diesel oxidation catalysts and diesel particulate filters (DPFs). NOX levels are reduced at source through the combustion system design, the addition of the new commonrail injection system and the new EGR system with by-pass. As a result, specialised NOX exhaust after-treatment is unnecessary, avoiding a potential cost and the need to use additional precious metals in the exhaust system.

Remarkably quiet for a diesel

The CGI cylinder block and new piezo injectors reduce combustion noise in the engine. Multiple, precise injections of fuel on the combustion stroke also reduce combustion noise and all engine covers including camshaft covers, front covers and the sump have been optimised to subdue radiated noise. Engine enclosures have been ribbed to minimise radiated noise and the sump pan is manufactured from sound deadening steel (SDS), comprising a polymer layer sandwiched between two layers of steel.

Internal friction, a major contributor to unnecessary fuel consumption, has been addressed by careful optimisation of the crankshaft, valves and pistons. All these features combine to make the new Jaguar AJ-V6D Gen III engines amongst the quietest premium diesels on the market.

A major step forward

With its parallel sequential turbocharger system, third-generation commonrail fuel injection system and fully optimised EGR system, the new 3.0-litre AJ-V6D Gen III diesel sets new class standards when it comes to power, response and refinement in the premium diesel segment.

"The new XF challenges the rules and redefines Jaguar sporting luxury. Our designers and engineers have worked together to develop elegant, inspired solutions to complex technical challenges. It's a simple but very effective philosophy and the result is great new products like the new 3.0-litre diesel XF."

Mike O'Driscoll, Managing Director, Jaguar Cars


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    • 1 Second Ago
  • 23 Comments
      FENNIX
      • 6 Years Ago
      155 is regulated, just like BMW's & M-B's, even in the gasoline cars! AGAIN, as I keep saying DIESELS are the hybrids we should be driving, 35 mpg from a almost 2 ton car, 0-60 in 5.9 sec. Diesel's car burn almost any type of fuel, We need to find out the truth, WHY is DIESEL fuel so expensive? IT'S not fair, we are in the dark in this country, we are being held back from diesels, thank god M-B brings them in without a premum, & VW only charges a little more for them, it takes more energy to make/build a hybrid, all those battery's, then pay a premum, then dispose of all the worn batteries, doesn't any one think of this? Are we AMERICAN'S so lame brain's? I look at all those hybrids, then all those battery's that need to be disposed of, how many in a car 8-10? Then to replace them let's see, 8 X $100, that's 800 to a grand or more. One of my client's was billed $3200? i felt he was riped off, when I asked how many did they replace, he said he didn't know, but they had to change regulator's, some wires & teminal's, $3200 buys alot of DIESEL fuel, even at $2.50/ gal (3200/2.50= 1280 gallons x 35mpg =44800 total miles)
      STILL does not make any sense, do these people turn the air conditioner 'ON' in cold weather too? I live in Florida, I guess I do own a heater, just trying to make sense of this all?? Can any really help me understand. I know TRAINS are DIESEL/ELECTRIC but they don't operate the same as these HYBRID'S, I just don't get it. ANY WAY GOOD ONE JAG!
        • 6 Years Ago
        @FENNIX
        The 155 mph limit is not a regulation, it's a voluntary agreement amount the major automakers. It was implemented in the early 90s to avoid a top speed race among mainstream cars. It started with Daimler, BMW and VW and eventually others complied. Low volume cars like Ferrari and Lamborghini have never complied with the agreement. Certain models from these manufacturers have also exceeded the 155 mph, such as the MB SLR and some AMG and M models and of course the Audi R8. The limits are all set in software and dealers can typically disable it upon customer request.
      • 6 Years Ago
      Our emissions rules will see that this never reaches our shores and even if it does it will be lucky to make 25MPG.
        • 6 Years Ago
        Keep in mind that euro cycle mileage tests aren't the same as US tests, and typically give 20-25% higher scores.

        That 35 mpg combined euro score would be around 28 on the EPA sticker.

        • 6 Years Ago
        You're correct.

        42 MPG (imperial gallon) official euro cycle combined rating

        42 * 0.83 = 35 MPG (US gallon) - direct unit conversion to US gallons.

        35 * 0.8 = 28 MPG (US gallon) - guestimate of US EPA cycle score.

        • 6 Years Ago
        No, it's a different test.

        That 35 mpg number is a direct conversion of euro test results from imperial to US gallons, x * 0.83.

        The 08+ EPA test gives scores 20-25% lower than the euro test after unit conversion.

      • 6 Years Ago
      Now that's how you do it... when I'll be able to buy a car in that class and price... this diesel Jag is what I'll get.
      • 6 Years Ago
      Jeremy Clarkson is going to "Jizz in his pants!" lol
      • 6 Years Ago
      443 lb-ft under 2000rpm.....nice.
      • 6 Years Ago
      Who cares how fast this car can or can't go... I doubt anyone will be driving this at 155 mph down city streets. As for the track, get something else and quit whining. (or modify this car if you absolutely must have it)

      By the way, to me this car screams Sonata from the 90's.
      • 6 Years Ago
      Liking it ... even if our chances of getting it are nil at best.
      • 6 Years Ago

      I don't know squat about diesels, so could someone elaborate on the 29,000psi the rail is squirting. Is that about average psi for a diesel engine or is it extremely high? It's seems to be awful high to me.
        • 6 Years Ago
        1500-2000 bar is typical for modern common rail engines.

        And yes, that's a lot of pressure. Comparable to the chamber pressure for a typical .357 magnum, for example.

        Not cheap, not simple, not pretty when it breaks.

      • 6 Years Ago
      In Europe diesel is slightly cheaper than gas, or even the same price sometimes; a consumer could spend the same to fill the tank with gas or diesel, but with diesel he could drive more, have a faster acceleration and have less CO2 emissions; the drawbacks are: more NOX emissions (eliminated with special filters that often come as an optional), sensibility to low temperature (eliminated with a fuel warming system that often come as an optional). That Jaguar will probably have already a filter and a fuel warming system.
      Diesel may not make it in the US because of the price of diesel there (higher than gas, isn't it?), which could elide the benefits that are visible when prices are at parity; it's sad to say it, but more taxes on gas could fix this problem. Nevertheless, it will be complicated to deal with consumers' attitude (sometimes you can hear the word "oil burner", this is not encouraging a shift nor even an objective analysis...)
        • 6 Years Ago
        Oddly enough, diesel was cheaper than gas in the US for decades. Pretty much until everybody started talking about bringing small euro-diesels over here, actually... then it shot up.

        Hmm...
      • 6 Years Ago
      In the U.S. diesel has its own "cracking" process and currently that process runs near 100%, therefore the cost of diesel is high (supply/demand). If the market were flooded with small auto diesels look for even higher pricing. At least until the industry/supply caught up.

      In Europe truck drivers rightfully complained about the high taxes on diesel ("we're a business and can't make a profit paying this much for fuel"). As result taxes are less of diesel than gas. In some countries there is a tax on larger engines (Italy > 2.0L for example) so high torque diesel engines make sense. (someone from Europe please wade in and add/subtract from my comment)

      Like Ethanol, bio-diesel will never be, overall, more than a small piece of the pie. How many french fry makers are there anyway.

      But I do have a question. What would happen if mfgr's decided to market small, car diesels in the U.S. where they can? Just tell CA and the similar east coast states to pound sand. The CA Air Resources Board (don't even get me started) has taken it upon themselves to tighten up the diesel standards just when diesels appear to be making inroads as the price of fuel goes up. Their timing seems unusual me thinks. Now, once again, all the mfgr's are "reconsidering" their diesel programs for the U.S. What if they just said to heck with it and brought them in (they don't have to sell cars or honor the warranty with cars brought into CA). Make them 43 state legal. Just wondering.

      We are the cleanest country in the world. We do more than anyone else and it's never enough with these folks. We could have 100% clean and they'd still whine. All the while China (for example) builds two dirty coal fired generating plants PER WEEK. Japan dumps raw sewage into Tokyo bay - you'd decay before you could be pulled form there.

      Honestly, the country is begging for energy leadership from D.C. and the country requires a over-all, comprehensive energy plan using ALL forms of energy.

      Energy is used thus in the U.S.:

      ~50% buildings (Includes buildings assoc w/industry and transportation)
      ~25% transportation
      ~25% industry

      Don't you think that, say for example, building codes were tightened just a little more energy could be saved than constantly beating up the auto industry. Just saying. Every time the government gets involved they muck it up. My head it about to explode just thinking about it.

      BTW - FENNIX +5
        • 6 Years Ago
        Once I made a point of how
        a) American "cars" are generally heavy
        b) Americans drive very slowly (because of ignorant and stupid speed limits)
        c) most power and torque are required at low rpm
        d) Americans want to be energy independent

        Considering points above, there's only one immediately available engine to perfectly match these needs (the other one being pure electric motor). Guess what? That's the only engine you cannot buy in US.

        What stinks even more (if you are into conspiracy theories) is the fact that all US car manuafacturers have diesels already sold elsewhere, exactly as Asians and Europeans - but they won't sell it to you here.

        Of course, current regulation started 01/01/2007 on diesel emissions didn't help at all. It really amazes me how they justify saying that F-150 with 5.7 liter V8 is greener than Ford Focus TDCi that gets 50 mpg if you are careful. Mysteries of EPA, I guess.
        • 6 Years Ago
        > Like Ethanol, bio-diesel will never be, overall, more than a small piece
        > of the pie. How many french fry makers are there anyway.

        Well, in Europe, there's a pretty healthy market for bio-fuels grown as such. Just look at the number of rapeseed fields you see these days. The nice thing about diesel engines over gasoline as far as that goes is simply that they are more flexible in what they can take in. Not quite as generic as electric, but much more easily adapted to at the moment.
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