Review: 2011 Jaguar XKR Convertible

I know you’re probably here to read all about how the 2011 Jaguar XKR Convertible stacks up against other six-digit luxury sports cars, but I’ve got a confession to make. Before we get down, dirty and up to our elbows in power figures, you need to know that this is my first real brush with luxury performance of this caliber. As we speak, the ruling houses of auto journalism are likely sending laptop-wielding assassins my way for breaking the seventh sacred tenet of our craft – “Always pretend you know more than you do” – but I can’t accurately convey my time with this big cat without first giving you a taste of my perspective.

Get the mouthwash ready, this may be unpleasant.

My office is headquartered in a beautiful part of East Tennessee, where $30,000 will happily buy you seven acres of wooded hill country. Around here, I’m pleased to say that I’m more likely to hear a Massey-Ferguson lumber past my window than a Maserati, and as such, most folk have neither the use for a high-horsepower 2+2 convertible nor the ludicrous kind of coin it takes to call one your very own. As one neighbor remarked, “You can buy a damn nice home for as much as that thing costs.”

And for the majority of the country, he’s dead right.

Receiving word that you’ll be the sole custodian of a 2011 Jaguar XKR Convertible for a week and actually meeting the beast in the sultry flesh are two entirely different things. When the machine arrived, it announced its presence with a low rumble that snaked its way through the pine, gypsum and hardwood of the house and into my ears long before it showed its face in the driveway.

Intrigue, thy name is the 5.0-liter, supercharged V8 planted behind this kitty’s headlights.

I mark the third generation of my clan to call this particular house my own, and while there have been some true curiosities parked in this driveway over the past few decades, there’s never been anything quite like this topless supercharged wonder. Approaching the XKR Convertible from the rear, you’re met with the kind of knee-shaking aesthetics that few vehicles possess. Tall, rounded flanks work their way into a concise aft dominated by LED taillamps, a steep rear deck spoiler and four menacing exhaust outlets. Vast 275-series tires the size of a pair of small continents peek out from below the rear valance, and from this angle, there’s no mistaking this convertible’s true purpose.

Move down the sports car’s side and you’re introduced to a full 188.7 inches of sprawling bodywork. With a lengthy 108.3-inch wheelbase, Jaguar’s designers had plenty of space to ply their art. From the sides, prominent haunches define the XKR Convertible’s profile before transitioning easily into a low-slung nose that rolls on for a country mile. It’s the kind of look that could induce labor or stop your heart if you aren’t prepared for what you’re seeing.

Don’t be surprised if you leave a trail of newborns and cardiac arrest in your wake.

At least, that’s the case with the top down. Crank the soft shell up with a merry push of a convenient, windshield frame-mounted button and the spell’s handily broken. Jaguar has done an excellent job of incorporating a smooth top structure, but the mechanism draws undue attention to the massive proportions of the rear deck. While everything looks squared away with the car slinking around topless, you can’t help but think there’s enough sheetmetal out back to set up a regulation badminton court with the roof in place. Fortunately, the top stows in around 17 seconds, so you don’t need to waste any time should the sun start shining.

Jaguar was kind enough to supply the XKR Convertible with a set of heated and cooled ventilated leather seats up front that are fully capable of boiling up a cup of Earl Grey should you become stranded far from a kettle at tea time. With the seats set to incinerate and the heater dialed to blast furnace, mother nature was no match for this kitty’s open-air motoring.

In addition to being able to tan your hide, the front seats are also nearly infinitely adjustable. That includes bolsters that can be tweaked to squeeze you tighter than your one true love. That little trick joins the standard portfolio of fore/aft and up/down wizardry to serve up seating custom tailored for nearly every size and shape.

The rest of the cabin swaddles you in no less comfort. The leather dash is double-stitched with contrasting thread, and a lumber yard’s worth of polished burlwood accents adorn those surfaces that aren’t already covered in hide. It’s a beautiful place to spend an hour or three, so long as you don’t have to fight the touchscreen infotainment system. Commands to change the radio station are seemingly sent by first-class air mail to an overburdened worker in Coventry where they must be approved before taking effect. Don’t expect anything to happen quickly.

The thermometer bobbed at around 40 degrees my first night with the XKR Convertible, but with stars peeking through the bud-laden branches and no clouds in sight, there was no way in this life or the next that I was going to leave this cat in the driveway. I stowed the top and headed for the snaking asphalt of Union County. From the first press of the glowing start button, it was clear I had stumbled into an alternate universe of propulsion. This is no sewing machine, and at no point did I have to check to see if the engine was running.

Jaguar has made damn sure that you feel the supercharged 5.0-liter V8 come to life, and it does so with a bark that serves as a harbinger of all sorts of naughtiness. If the starting sequence is the gateway drug of Jaguar love, the first punch of the accelerator is straight methamphetamine. You can forget fighting this addiction. The automaker’s engineers have managed to wring a full 510 horsepower and 461 pound-feet of torque from the eight force-fed cylinders, and every dash to 60 miles per hour clicks off in a claimed stammer-inducing 4.6 seconds. That’s shorter than the time it took you to read that last sentence, which is an impressive feat given that the XKR Convertible tips the scales at a whisker under two tons.

The six-speed automatic gearbox is a work of art, dispatching upshifts with quicker-than-thou precision and serving up rev-matching downshifts with a click of a paddle. An extra cog or two would likely go a long way toward bettering the vehicle’s 15 miles per gallon city and 22 mpg highway EPA rating, but really, who’s counting?

In order to keep all that momentum-building glory in check, Jaguar has bolted on a traction control system that must have been programmed by a panel of ruler-wielding nuns. No matter how desperately you mash buttons or turn dials, get too happy with the accelerator and you’ll get your knuckles rapped in a hurry. Even with the gearbox set to Sport, Competition mode on and Dynamic Stability Control off, I was barely able to get a few decent revolutions of wheel-spinning heaven before being made to submit to she-who-rules-all-nannies. I don’t even want to talk about attempting to ply the throttle in anger with the parameters adjusted to more sane settings.

Still, the chaperone under the hood wasn’t enough to quell my lust for this car. Even with 3,968 pounds of heft to scoot along, the dynamic suspension is perfectly firm for a series of apexes while turning buttery supple to accommodate imperfections in the tarmac. Mix in a brake system fully capable of pulling your eyelids from your face and you’re delivered a grand tourer that can go 10 rounds with lighter sports cars all night long. The machine is just as happy to consume mile after mile of rolling highway as it is darting from one mountain corner to the next.

Pulling into the driveway after a full hour of sampling all the talents the XKR Convertible has to offer, I was convinced that Jaguar had managed to build a vehicle that was worth every copper cent of its MSRP.

That was the honeymoon.

With the sun shining after work the next day, I was looking forward to dinner out with the wife followed by a long ride home via some of the area’s more desolate roads. We hopped in, I hit the key and was instantly rewarded with a glowing check engine light. Having suffered through the hazing associated with English vehicle ownership in the past, a few dozen Lucas jokes buzzed through my brain before I could so much as mutter a curse.

For the uninitiated, Joseph Lucas founded the company behind nearly all of the electrical components under the hood of hardware from jolly old England. His gear had a reputation for reliability that was about as spotless as a pair of polka dot socks. There’s a reason they say the company holds the world’s only patent on the short circuit.

Still, check engine lights are nothing new or special, even on a vehicle with 2,200 miles on the clock. We piled back out and the next day I got the pleasure of spending some time with the experts at Harper Jaguar. The problem stemmed from a faulty evaporation system sensor, and in no time the techs at the dealer had the XKR Convertible up and running again. There was much rejoicing.

Or at least there was until two days later, when the light reared its head once again. Having precious few days before having to leave town, I wasn’t interested in carving out any more time to have the vehicle addressed. I parked the cat in the driveway and defaulted to the familial fleet for the remainder of my transportation needs.

Jaguar’s current owner, Tata, inherited an entire British brand that was on its way up. From beautifully-styled XF, XJ and XK models to vastly improved reliability records, Jaguar is heads and shoulders above its old self. In fact, the automaker routinely scores well in J.D. Power and Associates surveys. Unfortunately, those scores are based largely on the company’s previous generation hardware, not the new kit that mostly fills Jag showrooms now.

Granted, the poor vehicles submitted to the vicious hands of the average automotive journalist endure acts banned by the Geneva Convention, but by and large, most automakers manage to serve up products that can at least manage three days without needing attention from a qualified service professional.

I can’t help but imagine what would happen if Kia, Toyota or Chrysler began cranking out vehicles with the kind of reliability woes that recent Jaguar models have come to be known for. Whereas the big cat is more or less given a pass for its luxury pedigree and history of foible-ridden vehicles, other brands are held to continuous scrutiny.

Having been completely wowed by an excellent interior and heavenly drivetrain, I’m more than a little soured by my run-in with the ghost of Lucas’ past. Until Jaguar can get its reliability house in order, I have to imagine there are better places to spend your $103,375. A nice house on a few dozen acres in Tennessee, perhaps…

[Source: autoblog]

Review: 2011 Jaguar XKR Convertible

I know you’re probably here to read all about how the 2011 Jaguar XKR Convertible stacks up against other six-digit luxury sports cars, but I’ve got a confession to make. Before we get down, dirty and up to our elbows in power figures, you need to know that this is my first real brush with luxury performance of this caliber. As we speak, the ruling houses of auto journalism are likely sending laptop-wielding assassins my way for breaking the seventh sacred tenet of our craft – “Always pretend you know more than you do” – but I can’t accurately convey my time with this big cat without first giving you a taste of my perspective.

Get the mouthwash ready, this may be unpleasant.

My office is headquartered in a beautiful part of East Tennessee, where $30,000 will happily buy you seven acres of wooded hill country. Around here, I’m pleased to say that I’m more likely to hear a Massey-Ferguson lumber past my window than a Maserati, and as such, most folk have neither the use for a high-horsepower 2+2 convertible nor the ludicrous kind of coin it takes to call one your very own. As one neighbor remarked, “You can buy a damn nice home for as much as that thing costs.”

And for the majority of the country, he’s dead right.

Receiving word that you’ll be the sole custodian of a 2011 Jaguar XKR Convertible for a week and actually meeting the beast in the sultry flesh are two entirely different things. When the machine arrived, it announced its presence with a low rumble that snaked its way through the pine, gypsum and hardwood of the house and into my ears long before it showed its face in the driveway.

Intrigue, thy name is the 5.0-liter, supercharged V8 planted behind this kitty’s headlights.

I mark the third generation of my clan to call this particular house my own, and while there have been some true curiosities parked in this driveway over the past few decades, there’s never been anything quite like this topless supercharged wonder. Approaching the XKR Convertible from the rear, you’re met with the kind of knee-shaking aesthetics that few vehicles possess. Tall, rounded flanks work their way into a concise aft dominated by LED taillamps, a steep rear deck spoiler and four menacing exhaust outlets. Vast 275-series tires the size of a pair of small continents peek out from below the rear valance, and from this angle, there’s no mistaking this convertible’s true purpose.

Move down the sports car’s side and you’re introduced to a full 188.7 inches of sprawling bodywork. With a lengthy 108.3-inch wheelbase, Jaguar’s designers had plenty of space to ply their art. From the sides, prominent haunches define the XKR Convertible’s profile before transitioning easily into a low-slung nose that rolls on for a country mile. It’s the kind of look that could induce labor or stop your heart if you aren’t prepared for what you’re seeing.

Don’t be surprised if you leave a trail of newborns and cardiac arrest in your wake.

At least, that’s the case with the top down. Crank the soft shell up with a merry push of a convenient, windshield frame-mounted button and the spell’s handily broken. Jaguar has done an excellent job of incorporating a smooth top structure, but the mechanism draws undue attention to the massive proportions of the rear deck. While everything looks squared away with the car slinking around topless, you can’t help but think there’s enough sheetmetal out back to set up a regulation badminton court with the roof in place. Fortunately, the top stows in around 17 seconds, so you don’t need to waste any time should the sun start shining.

Jaguar was kind enough to supply the XKR Convertible with a set of heated and cooled ventilated leather seats up front that are fully capable of boiling up a cup of Earl Grey should you become stranded far from a kettle at tea time. With the seats set to incinerate and the heater dialed to blast furnace, mother nature was no match for this kitty’s open-air motoring.

In addition to being able to tan your hide, the front seats are also nearly infinitely adjustable. That includes bolsters that can be tweaked to squeeze you tighter than your one true love. That little trick joins the standard portfolio of fore/aft and up/down wizardry to serve up seating custom tailored for nearly every size and shape.

The rest of the cabin swaddles you in no less comfort. The leather dash is double-stitched with contrasting thread, and a lumber yard’s worth of polished burlwood accents adorn those surfaces that aren’t already covered in hide. It’s a beautiful place to spend an hour or three, so long as you don’t have to fight the touchscreen infotainment system. Commands to change the radio station are seemingly sent by first-class air mail to an overburdened worker in Coventry where they must be approved before taking effect. Don’t expect anything to happen quickly.

The thermometer bobbed at around 40 degrees my first night with the XKR Convertible, but with stars peeking through the bud-laden branches and no clouds in sight, there was no way in this life or the next that I was going to leave this cat in the driveway. I stowed the top and headed for the snaking asphalt of Union County. From the first press of the glowing start button, it was clear I had stumbled into an alternate universe of propulsion. This is no sewing machine, and at no point did I have to check to see if the engine was running.

Jaguar has made damn sure that you feel the supercharged 5.0-liter V8 come to life, and it does so with a bark that serves as a harbinger of all sorts of naughtiness. If the starting sequence is the gateway drug of Jaguar love, the first punch of the accelerator is straight methamphetamine. You can forget fighting this addiction. The automaker’s engineers have managed to wring a full 510 horsepower and 461 pound-feet of torque from the eight force-fed cylinders, and every dash to 60 miles per hour clicks off in a claimed stammer-inducing 4.6 seconds. That’s shorter than the time it took you to read that last sentence, which is an impressive feat given that the XKR Convertible tips the scales at a whisker under two tons.

The six-speed automatic gearbox is a work of art, dispatching upshifts with quicker-than-thou precision and serving up rev-matching downshifts with a click of a paddle. An extra cog or two would likely go a long way toward bettering the vehicle’s 15 miles per gallon city and 22 mpg highway EPA rating, but really, who’s counting?

In order to keep all that momentum-building glory in check, Jaguar has bolted on a traction control system that must have been programmed by a panel of ruler-wielding nuns. No matter how desperately you mash buttons or turn dials, get too happy with the accelerator and you’ll get your knuckles rapped in a hurry. Even with the gearbox set to Sport, Competition mode on and Dynamic Stability Control off, I was barely able to get a few decent revolutions of wheel-spinning heaven before being made to submit to she-who-rules-all-nannies. I don’t even want to talk about attempting to ply the throttle in anger with the parameters adjusted to more sane settings.

Still, the chaperone under the hood wasn’t enough to quell my lust for this car. Even with 3,968 pounds of heft to scoot along, the dynamic suspension is perfectly firm for a series of apexes while turning buttery supple to accommodate imperfections in the tarmac. Mix in a brake system fully capable of pulling your eyelids from your face and you’re delivered a grand tourer that can go 10 rounds with lighter sports cars all night long. The machine is just as happy to consume mile after mile of rolling highway as it is darting from one mountain corner to the next.

Pulling into the driveway after a full hour of sampling all the talents the XKR Convertible has to offer, I was convinced that Jaguar had managed to build a vehicle that was worth every copper cent of its MSRP.

That was the honeymoon.

With the sun shining after work the next day, I was looking forward to dinner out with the wife followed by a long ride home via some of the area’s more desolate roads. We hopped in, I hit the key and was instantly rewarded with a glowing check engine light. Having suffered through the hazing associated with English vehicle ownership in the past, a few dozen Lucas jokes buzzed through my brain before I could so much as mutter a curse.

For the uninitiated, Joseph Lucas founded the company behind nearly all of the electrical components under the hood of hardware from jolly old England. His gear had a reputation for reliability that was about as spotless as a pair of polka dot socks. There’s a reason they say the company holds the world’s only patent on the short circuit.

Still, check engine lights are nothing new or special, even on a vehicle with 2,200 miles on the clock. We piled back out and the next day I got the pleasure of spending some time with the experts at Harper Jaguar. The problem stemmed from a faulty evaporation system sensor, and in no time the techs at the dealer had the XKR Convertible up and running again. There was much rejoicing.

Or at least there was until two days later, when the light reared its head once again. Having precious few days before having to leave town, I wasn’t interested in carving out any more time to have the vehicle addressed. I parked the cat in the driveway and defaulted to the familial fleet for the remainder of my transportation needs.

Jaguar’s current owner, Tata, inherited an entire British brand that was on its way up. From beautifully-styled XF, XJ and XK models to vastly improved reliability records, Jaguar is heads and shoulders above its old self. In fact, the automaker routinely scores well in J.D. Power and Associates surveys. Unfortunately, those scores are based largely on the company’s previous generation hardware, not the new kit that mostly fills Jag showrooms now.

Granted, the poor vehicles submitted to the vicious hands of the average automotive journalist endure acts banned by the Geneva Convention, but by and large, most automakers manage to serve up products that can at least manage three days without needing attention from a qualified service professional.

I can’t help but imagine what would happen if Kia, Toyota or Chrysler began cranking out vehicles with the kind of reliability woes that recent Jaguar models have come to be known for. Whereas the big cat is more or less given a pass for its luxury pedigree and history of foible-ridden vehicles, other brands are held to continuous scrutiny.

Having been completely wowed by an excellent interior and heavenly drivetrain, I’m more than a little soured by my run-in with the ghost of Lucas’ past. Until Jaguar can get its reliability house in order, I have to imagine there are better places to spend your $103,375. A nice house on a few dozen acres in Tennessee, perhaps…

[Source: autoblog]

Report: Jaguar passes on Bertone’s B99 concept

Italian design studio Bertone came to the 2011 Geneva Motor Show with the B99 concept, a design study for a prospective Jaguar rival to the likes of the BMW 3 Series and Mercedes-Benz C-Class. The sleek show car fostered rumors that perhaps Jaguar itself, which has been considering a successor to the discontinued X-Type, had commissioned Bertone to design the purple machine that graced the Geneva stage. According to new reports, however, Bertone was apparently on its own with this one.

Speaking with Jaguar’s global brand director Adrian Hallmark, Automotive News reports that the British automaker is passing on the concept car. “We appreciate the fact that Jaguar is interesting enough for people to do a concept around,” says Hallmark. “It is just not for us.”

[Source: Automotive News – sub. req.]

Report: Jaguar passes on Bertone’s B99 concept

Italian design studio Bertone came to the 2011 Geneva Motor Show with the B99 concept, a design study for a prospective Jaguar rival to the likes of the BMW 3 Series and Mercedes-Benz C-Class. The sleek show car fostered rumors that perhaps Jaguar itself, which has been considering a successor to the discontinued X-Type, had commissioned Bertone to design the purple machine that graced the Geneva stage. According to new reports, however, Bertone was apparently on its own with this one.

Speaking with Jaguar’s global brand director Adrian Hallmark, Automotive News reports that the British automaker is passing on the concept car. “We appreciate the fact that Jaguar is interesting enough for people to do a concept around,” says Hallmark. “It is just not for us.”

[Source: Automotive News – sub. req.]

Jaguar C-X75

Jaguar C-X75 was a pretty favorable car in the present market and Jaguar also intends to release a production version for the recently launched 780 HP supercar. At time of started making this car they decided to produce the electric car,
Jaguar also publicized that they offering up 2000 units in a year, also there are a pretty high number in terms for the anniversary vehicles, this car is one of them that Jaguar wants to release for their 75th anniversary.
The C-X75 looks like a concept car that is manufactured by two 96-horsepower micro gas turbines that has the ability to force fuel into a plug-in. Also the car contains four electric motors , one motor for each of the wheel, all this delivered together an outstanding 778 HP and 1600Nm that means 1180lb ft of torque. The top speed of this car is 205 mph.

Jaguar C-X75

Jaguar C-X75 was a pretty favorable car in the present market and Jaguar also intends to release a production version for the recently launched 780 HP supercar. At time of started making this car they decided to produce the electric car,
Jaguar also publicized that they offering up 2000 units in a year, also there are a pretty high number in terms for the anniversary vehicles, this car is one of them that Jaguar wants to release for their 75th anniversary.
The C-X75 looks like a concept car that is manufactured by two 96-horsepower micro gas turbines that has the ability to force fuel into a plug-in. Also the car contains four electric motors , one motor for each of the wheel, all this delivered together an outstanding 778 HP and 1600Nm that means 1180lb ft of torque. The top speed of this car is 205 mph.

Paris 2010: Jaguar C-X75 Concept

Yesterday's big surprise at the Paris Motor Show was the range-extended electric supercar from Jaguar, the C-X75 Concept. Built to celebrate the marque's 75th anniversary, the concept looks forward to the future while honoring Jaguar's heritage and design. Featuring four electric motors producing 195 horsepower at each wheel, along with two micro-gas turbines that – in theory – charge the batteries, the C-X75 can top 205 mph and has a projected combined range of 560 miles. Jaguar says it has no plans to produce the car, although it would be more than a worthy successor to the notorious XJ220.

From our vantage point, we're split on the looks. While most of us think it's stunning – especially in person – there's a vocal minority that doesn't think it looks "Jaguar" enough. Truth be told, it doesn't necessarily look like any Jaguar road car ever built, but it's easy to see that inspiration was taken from the 1966 Jaguar XJ13 race car.

Paris 2010: Jaguar C-X75 Concept

Yesterday's big surprise at the Paris Motor Show was the range-extended electric supercar from Jaguar, the C-X75 Concept. Built to celebrate the marque's 75th anniversary, the concept looks forward to the future while honoring Jaguar's heritage and design. Featuring four electric motors producing 195 horsepower at each wheel, along with two micro-gas turbines that – in theory – charge the batteries, the C-X75 can top 205 mph and has a projected combined range of 560 miles. Jaguar says it has no plans to produce the car, although it would be more than a worthy successor to the notorious XJ220.

From our vantage point, we're split on the looks. While most of us think it's stunning – especially in person – there's a vocal minority that doesn't think it looks "Jaguar" enough. Truth be told, it doesn't necessarily look like any Jaguar road car ever built, but it's easy to see that inspiration was taken from the 1966 Jaguar XJ13 race car.

Review: 2010 Jaguar XFR is still the Papa Bear

When our man Lieberman drove the 2010 Jaguar XF Supercharged earlier this year, he came to the conclusion that of all the models in the XF range, the mid-grade Supercharged with its 470-horsepower V8 was the one to have, if you're buying. After all, at a relatively modest $68,000, it's a sexy sleeper with enough high-powered thrills to keep you happy while still being everyday-drivable and easily tamed. We wholeheartedly agree with our dear Jonny in this conclusion, and if we had never experienced this top-rung XFR, we'd be perfectly thrilled with our purchase.

But we have driven the XFR – once in France and now again in America – and asking us to overlook either experience when considering the XF range simply isn't going to happen. The R makes too much of an impression.

Yes, the Supercharged may be the "just right" Goldilocks model in the XF lineup, but the XFR is Papa Bear. That 'R' badge will cost you an extra $12,000, which is undoubtedly a hefty sum to pay when you consider that it only produces 40 more horsepower than the Supercharged. Thus, it's easy to write off the XFR as unnecessary or overzealous, but its sharper set of chops are able to handle so much more than lukewarm porridge. This car is a real honey, finances be damned!

Before you even begin to think about the 510 raging stallions under the hood, the XFR will impress with its top-notch styling. Jaguar has really come into its own again over the past few years, and its full range is one of the most attractive on the market. The XF design, introduced in 2008, is aging quite nicely, and the subtle tweaks given to the R further enhance the strong emphasis on sex appeal.

Sure, the XF Supercharged is more of a sleeper, but the XFR has a more powerful stance and looks the part of a high-caliber sport sedan. We're very fond of the large air intakes that flank either side of the front fascia, and who can resist drooling over the XFR-only air intakes on the hood lined with "supercharged" text. The other visual upgrades like handsome 20-inch wheels, bespoke side skirts and a sharp lip spoiler blend well with the XF's design, and if you had never seen the base car before, you'd think that all XFs looked this way. It's that natural, and not nearly as brash as a BMW M5 or Mercedes-Benz E63 AMG, both of which simply scream, "No, officer, I don't know how fast I was going."



A similar theme of elegance has graced the cabin, which is quite stunning, especially in our test car's London Tan and Graphite two-tone attire. The sport buckets up front are incredibly comfortable, and because they can be adjusted 18 different ways, they can be contoured to mold just about any driver's shape. Overall fit and finish is good, if predictable for an $80,000 chariot, and the simplistic, understated appearance of the dash and controls goes a long way in not over-complicating the cockpit. The XF's funny turnstyle gear selector and air vents that open and close when the car is turned on and off are a neat parlor trick and never fail to impress passengers, but we still can't help but wonder what sort of problems could arise down the road. Motors do malfunction, after all.

All XFRs come standard with dual-zone climate control, heated and cooled seats, a premium Bowers & Wilkins audio system with HD radio, satellite navigation and an in-dash six-disc CD changer, among other luxurious staples. The touch-screen interface is relatively intuitive to use, but the response time for changing between screens and functions takes longer than we'd like. The same goes for the CD mechanism and shuttling between satellite radio stations. It might seem like a nitpicky quaff, but we just can't help but feel annoyed when it takes a few minutes just to empty the changer. (We're journalists – we had to find something to complain about.)



One area where we have no complaint, however, is the powertrain. Jaguar's latest 5.0-liter V8 with direct injection and supercharged boost is, in a word, brilliant, especially when it's free to crank out all 510 horsepower and 461 pound-feet of torque in XFR guise. The overall acceleration feels more urgent than in the high-revving BMW M5, and the fat torque curve complimented by the faint whine of the supercharger makes you eager to stomp on the go-pedal. But while some cars with 500-plus horsepower can often be tedious to drive around town, this kitty can be easily tamed when slumming through heavy traffic. This isn't to say that the throttle is lazy at initial tip-in, though. The accelerator is easy to modulate, and if we're honest, we really enjoy the feeling of putting more weight down on our right foot when the tap really starts to open up.

Even in standard Drive mode, the six-speed automatic transmission swaps cogs quickly and is willing to immediately downshift when asked, but moving the shift knob over to Sport heightens the experience. In its more enthusiastic drive setting, the transmission is more willing to hold gears all the way up to redline, and if you opt to use the steering wheel-mounted paddles (and you most certainly should), you'll be pleasantly surprised with how quick the response time is from paddle tap to gear change. In most instances, it's dual-clutch quick, and that's deeply impressive.



Out on the open road, the XFR is extremely sure-footed and nimble for tight cornering. JaguarDrive Control, which monitors the steering, brake and throttle inputs, adjusts the dampening 100 times per second, allowing the R to remain composed at all times. Turn off the traction control, and the rear wheels can bite you back when pushed cavalierly, but it's all in good fun. You can really work the XFR harder than you'd think, and it doesn't whine or feel sloppy as you inch closer to its limits. The steering inspires even more driver confidence – it's neither numb nor heavy, but provides enough feedback to ensure that sudden inputs are properly managed without issue.

Serious track day enthusiasts will still probably prefer an M5, but there's no doubt that the Jaguar can most certainly keep pace. Our only want is for a more audible exhaust note, though the uncanny cabin quietness is mostly attributed to the design of lesser, naturally aspirated XF models that need to serve the purpose of a luxury car first and a driver's machine second.




In all, the XFR's dynamics are seriously competitive against its German rivals. Comparisons to America's Cadillac CTS-V are warranted, especially if you consider that the Caddy is both cheaper and quicker, and will more than likely pull off better lap times around a track. But when it comes time to drive home at the end of the day, the Jaguar gets our pick each and every time. It's more refined than the offerings from Benz and BMW, and feels substantially more luxurious and higher-quality than the CTS-V.

In all of this praise, though, the one fact we can't forget about is the price. $80,000 honestly isn't that big of a purse for a car like this, considering that it houses one of the best V8s in the world and will do the same work as your Bimmer or Merc in a more chic package. But then there's that XF Supercharged again, with nearly the same amount of refinement and high-power thrills that will keep you happy all day long, all for $12K less. Don't get us wrong, we absolutely adore the XFR, and have no doubt that Papa Bear could have easily ripped Goldilocks to shreds if she had been caught during her breaking and entering escapade; but the safer XF Supercharged isn't too hot, isn't too cold, and is indeed, "just right." Ah, hell. Who cares if we burn our tongues?