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Mike Sinclair8 Apr 2014
REVIEW

Jaguar F-TYPE R Coupe 2014 Review

Jaguar's first real sportscar in 50 years is the real deal -– but only if you choose the right version

Jaguar F-TYPE R Coupe
Launch Review
Llieda, Spain

A strict two-seater in the proper sportscar mold, Jaguar’s F-TYPE combines great looks with a comfortable, spacious cabin and, in its top spec, serious Porsche-battling performance. F-TYPE R is the pick of the bunch thanks to better chassis dynamics and its wonderfully tuneful and muscular supercharged V8. V6 models offer lower entry prices but lack the balance and finesse of the range-topping R.

Jaguar is a bit player in Australia. In 2013 it sold barely 1150 cars… And yet the brand possesses a cachet that far exceeds its fiscal or market relevance.

Badges like Mercedes-Benz and BMW sell better than 20 vehicles for every one Jag moves Down Under, yet the Leaper (the ‘official’ label of Jaguar’s iconic big cat mascot) creates far stronger responses in most every car enthusiast than the comparable German icons.

Not all those Pavlovian ticks are positive. Jaguar still has a tarnished reputation regards reliability Down Under. The offset is, however ironically, an almost unanimous opinion that the British brand does know how to build beautiful cars.

The latest Jaguar, the Coupe variant of the two-seat F-TYPE sportscar is no exception.

A dead-set looker, arguably better still than its undeniable handsome Convertible stablemate, the F-TYPE Coupe will demand and receive far more page views, column inches and video frames than its volume, profitability, relevance or indeed even performance deserves.

And therein lies the inherent and latent strength of this most British of brands -– almost irresistible appeal.

The F-TYPE Coupe goes on sale Down Under in late June. As we have already reported it will be offered in three variants: the supercharged V6 F-TYPE and F-TYPE S and the range-topping supercharged V8 F-TYPE R.

In this respect the line-up almost mirrors that of its soft-top counterpart. But the new Coupe is cheaper -– by a margin. Priced at $119,900 and $152,300 respectively, the V6 hardtops are around $20,000 less than their Convertible equivalents.

The $219,600 F-TYPE R Coupe compares to $201,945 for the F-TYPE V8 Convertible. The juxtaposition is thanks to the significant upgrade in performance between ‘S’ and ‘R’.

Generally, therefore, Jaguar has stuck to convention -– where soft-tops are priced above their coupe equivalents. Interestingly one of the F-TYPE range’s most logical competitor(s), the paired Boxster and Cayman line-ups flipped this status quo on its head with the arrival the mid-engined Porsches almost two decades ago.

The six F-TYPE models neatly dovetail into the Boxster/Cayman spread, but with the price of the supercharged V8 F-TYPE R close to $220K in un-optioned form, there’s clearly a desire to draw buyers from higher up the Zuffenhausen ladder, i.e. 911.

When the inevitable F-TYPE R-S and perhaps even F-TYPE GT3 hit the market there’s little doubt that Jaguar will be expecting to deny Porsche even more 911 sales along the way.

As neatly as the emerging Anglo-Germanic battle fits some media’s agenda, Jaguar is also looking for its complete F-TYPE line-up to shop against a wider selection of sportscar brands and models. Maserati, Mercedes-Benz, BMW, Aston Martin and even GM’s iconic Corvette are just some that come to mind.

Like its Convertible counterpart, the F-TYPE is strictly a two-seater. Key dimensions such as wheelbase and track are unaltered. It’s a wide but not rangy car, that delivers lots of cabin width and room.

The Coupe shares doors and front end panels with the open car, but windscreen, roof and structure are unique.

The F-TYPE Coupe delivers a choice of solid (aluminium) or panoramic glass roof. Bonded to the cold-formed single piece aluminium body-side, hydro-formed cant rails and other alloy pressings, the result is a 80 per cent increase in structural rigidity -– a huge bonus in terms of potential refinement and chassis performance.

Jaguar claims the Coupe’s is the stiffest structure ever produced by the brand. It’s also one of the most visually stunning. The F-TYPE closely echoes the C-X16 concept car that heralded the arrival of the ‘new E-Type’ –- even down to the integrated rear spoiler and slim, wrap-around LED lamps.

In fact, it seems only the side-opening hatch has been sacrificed for practicality. In its place is a conventional liftback, which even offers optional powered open/close. Spacious compared to some in the segment, the area under the rear hatch is long, wide enough for a decent sized suitcase, but will be severely constricted once a space-saver wheel is fitted. For the record, Jaguar claims 407 litres.

In terms of equipment, the line-up between coupe and roadster is consistent too.

The base-model F-TYPE Coupe is fitted standard with leather/suede sports seats, aluminium cabin highlights, gear shift paddles for the eight-speed ‘Quickshift’ autobox that is used right across the range and touchscreen sat nav and audio system that should be familiar to most existing Jaguar Land Rover customers.

Mechanically, the key component is the 3.0-litre supercharged V6 petrol engine which Jaguar says generates 250kW/450Nm and can accelerate the car 0-100km/h in 5.3sec.

The F-TYPE livens up the JLR mill with a sports exhaust system. Multi-spoke 18-inch alloys are standard. Most buyers, even of this base model, will likely step-up to 19 or 20-inch hoops.

The mid-grade F-TYPE S gets a more powerful 280kW/460Nm version of the same supercharged V6 engine that 0.4sec off the 100km/h sprint. In keeping with the extra performance also on board is an adaptive suspension system, more powerful brakes, larger 19-inch alloy wheels and a conventional limited slip differential.

And active exhaust system adds some ‘fruit’ to the S’s note, though things are a little subdued when compared to the raucous Convertible. Not a bad thing Down Under (especially in the V8) given our often zealous boys in blue.

The cabin of the S also ratchets things up a notch. Think full leather sports seats, 'Dark Hex' aluminium interior accents, a variable interior lighting system and other upgrades.

Expect a substantial options list when the car goes on sale Down Under. Some paint options add up to $5620 and even on the R range-topper you’ll have to fork out an extra $1725 for park guidance and rear camera.

Perhaps the best value on the list is the fixed full glass roof. At $2000 it gifted the car a different look outside and a different more spacious feel inside.

At the top of the tree is the F-TYPE R which is dominated by ‘that’ V8. The supercharged 5.0-litre 404kW/680Nm JLR bent eight is a cracker in the XFR-S and it’s no less addictive here.

The official claims are 0-100km/h in 4.2sec but the car feels faster than that. Where the road or track space is available top speed starts with a three!

The recipe for the F-TYPE R coupe is not vastly different from the S V8 Convertible yet the feel and character of the car are –- by a margin.

Performance upgrades over the V6 include 20-inch alloy wheels and quad exhaust pipes (the sixes get paired centre outlets). Of more import are the electronic active rear differential, front and rear brake torque vectoring and the availability (for the first time on Jaguar) of ceramic composite brakes.

The latter is also available on the F-TYPE S and delivers a total unsprung-weight saving of 21kg at a price (depending on the version) of up to $20,250. Unlike some other ‘black’ brake set-ups, Jaguar claims the ceramics match the same noise and refinement standards as its conventional set-ups. Also of note is these brakes use a ‘pre-fill’ function to moderate pedal feel and to some extent pre-heat the brakes for effectiveness in normal traffic.

They work too –- even in the streaming wet conditions we struck on day one of our Spanish track and road launch.

Inside ‘performance’ leather seats (with 'R' graphics) are included as is the requisite fat-rimmed steering wheel.

A nice touch on both the S and R is the drive mode switch that configured like a weapons arming switch on a fighter plane. That and the anodised red gearshift panels add some fun to what is otherwise a rather sedate, if well crafted, cabin.

The drive mode selector delivers the choice of a winter/rain/snow and normal modes as well as the iDynamic system. The latter allows the driver to take the factory’s high-performance settings for engine, gearbox, suspension and steering or ‘tune’ a version of their own. There are also various info settings accessible via the system including a lap timer and g-metres and graphs,

Stability control offers the choice of standard, Track and OFF. If you opt for the latter better have your wits about you -– especially in the V8!

We’ve reviewed the blown V6 F-TYPE S elsewhere. Our man in Europe, Michael Taylor, wasn’t entirely complementary, contrasting the S’s at times nervous yet overall dull chassis with the sharper and more focussed underpinnings of the focus of this launch review: the supercharged V8 F-TYPE R.

And after driving the cars back to back I’d have to agree. There is a significant difference between performance, nature and ability of the S and R. Enough to justify the $67,300 price difference? Very possibly…

Streaming wet conditions, a new track and near 700Nm through two rear wheels isn't a recipe for in-depth analysis of handling traits. Suffice it to say, our track time and first experience in the F-TYPE R at Motorland Aragon was more a test of tyre grip than any meaningful insight regards the on-the-limit handling of Jaguar's first new true sports car in 50 years.

After a handful of laps of the circuit I could vouch for the outright pace of the F-TYPE R and the effectiveness (in every sense) of the carbon ceramic brakes, but not a lot else. Grip levels were such that even a wee flex of the right foot had the car snapping sideways and the traction control light flashing and retarding the engine.

Just as well then the skies cleared on day two of our F-TYPE drive program, allowing us to sample the supercharged V8 R on brilliant and damp but drying roads on a loop past Motorland south to Flix, the amazing Bond-lair-like Ferrer Bobet winery near Falset and back to Llieda.

And what a difference a day makes. Not just in the weather but in the shift from V6 S to V8 R. Where the V6 S front and rear ends seemed at odds, and its steering heavy on centre and oddly light away from straight ahead, the V8 possessed a poise that was altogether different.

Even allowing for the difference in grip on the drier roads, it was clear the V8 rode better and was possessed of more natural grip -- especially at the front end. Steering response seemed more linear and the weighting more even across the steering arc.

Add in the extra drive and the attitude adjustment facilitated by the R’s clever active differential (especially when the stability controls was set to Track mode) and the difference was even further magnified.

Where the 280kW V6 S feels oddly underpowered, on the road the supercharged V8 is brilliantly muscular. There's proper shove available at any speed up to the old fashioned ton. And at very high speeds, the whack in the back is replaced by what feels like long a seamless roll-on.

And all the time there's the sharp V8 soundtrack -- the closest thing I driven for years to the wonderfully sharp staccato bark of the otherwise unloved McLaren Mercedes SLR. Big, angry when provoked, and spitting and popping on the over-run, the R’s engine sounds just like a proper racing V8.

The Quickshift eight-speed automatic gearbox is quite possibly the best autobox I’ve ever used. When the red mist descends shift times are quicker than some dual-clutches and the system allows downshifts at the sort of RPMs that most autos would baulk. At low speed there’s none of the hesitation or delay most twin-clutches suffer at times. My only critic (and it’s a minor one in this instance) is the lack of a true manual mode. Otherwise, simply brilliant…

With all these goodies, it’s perhaps little wonder that around 120km into our road loop I started to forget the disappointment the V6 S delivered and began to consider that the F-TYPE R might actually be a real alternative to the 911 Carrera S, that Jaguar is so keen to pitch it against.

High praise? Yep…

The cue for a comparison? You better believe it…


Jaguar F-TYPE R Coupe pricing and specifications:

Price: $219,600 (plus on-road costs)
Engine: 5.0-litre eight-cylinder supercharged-petrol
Output: 404kW/680Nm
Transmission: Eight-speed automatic
Fuel: 11.1L/100km (NEDC Combined)
CO2: 259g/km (NEDC Combined)
Safety Rating: N/A

What we liked:

Not so much:
>> Almost faultless Quickshift auto >> Pop-up spoiler ruins rear-end
>> Snarling, angry V8 is addictive >> Alloy wheel designs look dated
>> Blend of true pace and ride/handling balance >> V6 S model (see separate review)

Read the full review of the Jaguar F-TYPE Coupe S

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Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
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Engine, Drivetrain & Chassis
16/20
Price, Packaging & Practicality
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Safety & Technology
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Behind the Wheel
17/20
X-Factor
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