Fortunately the XFs I drove otherwise performed effortlessly. I drove two variants: an S-trim powered by a 380-horsepower supercharged 3.0 V-6, and an anemic 2.0-liter diesel. There’s a 340-horsepower version for the base model, and all come with an eight-speed automatic, common to other Jags.

While I’m usually a fan of fuel-sipping diesels, it’s a mismatch for the sporting aspirations of the XF, like watching Lebron James play golf. The 180-horsepower four-cylinder eventually gets from zero to 60 in eight seconds, with a unwelcome soundtrack of subdued diesel clatter. At least there’s enough grunt to pass on the interstate, thanks to its 317 lb-ft of torque, and it gets highway mpg “in the 40s” according to Jaguar. Yet the powerplant might get overshadowed by more powerful offerings in the segment, like the 255-horsepower BMW 535d.

The 2.0 diesel won’t come out for at least another six months, and that’s fine, because most will prefer the livelier V-6 versions. The 340-horsepower version nets a respectable 30 mpg on the highway while running from zero to 60 in 5.2 seconds; knock off 0.1 seconds for the 380-horsepower S, and another 0.1 for the AWD XF. Although they’re the same powerplants as in the F-Type, they lack the raspy snarl of the acclaimed two-door, and instead sedately purr even when under full throttle.

The beauty of the XF, however, is in its chassis, which became clear when Jaguar let journalists drive the AWD version on the Circuit de Navarra track. XF is delightful to throw around, filling in a gap left by the Germans who increasingly shy away from sporting sedans. For one, it feels lighter than it should, and the chassis is more akin to a compact sports sedan, thanks to its 50/50 weight distribution and largely aluminum chassis. The electric power steering feels precise, linear if not lacking in feedback—a typical downside compared to a heavier, less efficient hydraulic unit.

It’s a car that’s eager to be pushed, and the rear-drive bias shows when testing its limits, in stark contrast to the front-wheel-drive based Quattro in the Audi A6. There’s a natural tendency to understeer in turns even with the torque vectoring, and to compensate I’d tuck the nose in with the throttle just before clipping the apex of a corner. Get too aggressive with the gas powering out though and the tail swings around, which the XF corrects by transferring torque to the front wheels. While the flappy paddles kept me more engaged, the XF does an admirable job with the shift dial in “S,” and holds the revs and stays in the optimal power band.

The Jag equally satisfies on undulating mountains roads—the moderate body roll and responsive yet compliant suspension makes it enjoyable both for the driver and passenger alike.

To assuage buyers that it purged its Lucas electrics demons of the past, Jaguar is offering a 5-year, 60,000 mile-warranty that carries over to the next over. Ironically, that could make the XF the best used-car deal, considering the traditionally high depreciation of Jags. But even new it’s a tempting deal—the 340-horsepower Jaguar XF 35t starts at $52,895, about $5,000 cheaper than its predecessor, and the 380-horsepower S trim starts at $63,695.

At those competitive price points, buyers may give second thought to the leaping cat. And they should.