Ferrari Roma vs Jaguar F-Type

What's the difference?

The Ferrari Roma is like a trained assassin in a Zegna suit - capable and clinical yet stylish and effortlessly superior. We believe there’s a replacement coming later this year and it will have to be doing well to top this superb machine.

The Jaguar F-Type R is as fast and capable as it is beautiful. Although it's a little thirsty and comes up short on active safety, it's technically outstanding, delivering a stunning mix of performance, dynamics, and comfort.

If you’re looking for a flash Fazza with spoilers and vents at all points of the body, you’ve come to the wrong coupe.

The Roma is a subtle, beautifully balanced and delicately detailed two-door inspired by all-time Ferrari classics like the 250 GT Lusso and 275 GTB.

Its proportions are impeccable with complex curves and sweeping lines combining to produce an exquisitely pure shape.

Slimline LED headlights are divided by horizontal DRL strips, the broad bonnet incorporates a quietly muscular power bulge and the minimalist ’egg crate’ grille sits below a sharply chiseled nose.  

I’m a particular fan of the split wedge-shaped tail-lights, seamlessly incorporated into the upper deck of the rounded rear end. The active rear spoiler is also neatly hidden away in the leading edge of the boot lid. No shoutiness here, even the exterior badges are works of art.

Crack open the bonnet and the engine sparkles like a jewel in a display case. Scarlet red crackle finish on the intake plenums and cam covers make it pop like a firecracker. 

The interior follows a dual cockpit theme with twin curved sections divided by a flying buttress style console between them housing the gear selection gate and central media screen.

Flashes of carbon-fibre and chromed alloy add a touch of overt raciness, Alcantara on the dash and doors echoes the ‘mouse fur’ of Ferraris past and the contrast stitching around the cabin is flawless. 

The sleek front seats feel as good as they look, the typography of the Roma badge on the passenger side of the dash is super cool, and overall the interior is snug and ultra classy. 

Although it kicked off as a roadster, a coupe version of the F-Type was always part of the plan. In fact, Jaguar's C-X16 concept, that in 2011 previewed the eventual production car, was a hardtop.

Following the Coupe's public reveal at the 2013 Los Angeles motor show, I asked Jaguar's then head of design, Ian Callum, if the bean counters had vetoed the concept's ultra-cool side-opening hatch door; one of many styling hat tips to the E-Type. His response was a wry smile and slow nod of the head.

It's a shame that door didn't make it to the showroom floor, but the E-Type is still a strong design influence on its successor.

At close to 4.5m long, around 1.9m wide, and a fraction over 1.3m tall, the F-Type R looks more compact in the metal than it does in photographs, arguably the hallmark of a successful sports car design.

A long, flowing (front-hinged) bonnet (Jaguar calls its shape 'liquid metal' sculpture) projects forward from a rear-set cabin, with broad but tightly wrapped haunches behind it. The 20-inch, 10-spoke rims (in 'Gloss Black' with diamond-turned finish) fill the wheel arches perfectly.

I'm a huge fan of the tail-light cluster design, subtly reprofiled in the late 2019 update, which echoes the shape of the Series 1 E-Type and other classic Jags, but found it harder to warm to the outgoing F-Type's squarish headlight treatment.

Always a subjective call, but to my eyes this car's slimmer, more feline (LED) eyes and ever-so-slightly larger grille deliver a better front to rear balance. And slender, flush-fitting pop-out exterior door handles remain sub-zero cool.

Our 'Santorini Black' test car had been optioned with the 'Exterior Black Design Pack' ($1820) for an extra hint of menace. It applies body-colour to the front splitter, side sills, and rear diffuser, at the same time blacking out the grille surround, side vents, side window surrounds, rear valance, Jaguar script, F-Type badge and 'Leaper' emblem.

Jaguar describes this two-seater as a '1+1', confirming the F-Type's focus on the driver, and our test car's tan leather interior emphasises the fact.

Tan dash on the passenger side, complete with flying buttress-style grab handle for extra support when g-force starts to build. Contrasted by all black and all business on the driver's side.

A broad centre stack houses the 10-inch multimedia touchscreen, with easy-to-use dials for the climate control system below. And the 12.3-inch reconfigurable hi-def instrument cluster (with graphics unique to the F-type) is a model of clarity and simplicity.

The latter offers a choice of display themes, including full nav map, but the default mode highlights a large central tachometer. Nice.

An impressive design feature carried over from the previous model is deployable front air vents. The dashtop remains flat until a given climate control temperature setting causes an upper section, housing a pair of adjustable vents, to gently rise. Very cool (no pun intended).

At close to 4.7m long, the Roma isn’t compact but its supercar stance comes courtesy of a close to 2.0m width and low-riding 1.3m height (with a 2670mm wheelbase).

The cabin is cozy, as intended, but at 183cm I still have ample headroom in the front. The rear is a different story with the two ‘+2’ seats serving as occasional emergency spots only or a handy option for smaller kids.

For storage there are slim but long pockets in the doors, a surprisingly generous glove box, a wireless charging pad under the centre console, phone-size slits on either side of that console, a single cupholder between the front seats with a lidded box (containing 12V and USB-A outlets) behind it.

There’s a recess for oddments on the transmission tunnel between the rear seats, and armrests either side in the back.

The boot holds 272 litres, which is enough for several soft bags, rising to 345 litres with the 50/50 split-folding rear seatbacks lowered. There are tie-down anchors, which is handy but be aware there’s no spare, only a repair/inflator kit.

Overall, not exactly SUV-like in terms of day-to-day practicality but at least on par with its key competitors.

If you're intending to daily drive your F-Type R, make sure your yoga fees are up to date, because entry and egress are for the fleet of foot and flexible of limb.

Once inside, though, within the bounds of its two-door coupe format, the F-Type offers an array of storage options, including a decent glove box, centre storage box/armrest, small door bins, a netted pocket on the top of the bulkhead between the seats, and a pair of console cupholders.

Power and connectivity runs to a 12V socket in the dash, with another in the central storage bin, alongside two USB-A ports, and a micro SIM slot.

Notwithstanding the (alloy) space saver plonked on the boot floor, the F-Type Coupe delivers worthwhile cargo space, with 310 litres on offer, rising to 408 with the load cover removed.

That's enough to swallow small (36-litre) and large (95-litre) suitcases together, and there are two (nicely chromed) tie-down anchor, as well as elasticised retaining straps at either end of a small ledge on the bulkhead.

It's hard to pin down direct competitors for the $262,936 F-Type R, except one; Porsche's 911 Carrera S, a clear price and performance rival at $274,000.

With a 3.0-litre, twin-turbo 'flat' six producing 331kW/530Nm the 911 is capable of accelerating from 0-100km/h in just 3.7sec, which (surprise, surprise) exactly matches the Jag's claimed performance number.

Cast the net a little wider and you'll snag the likes of Nissan's GT-R Track Edition on the low side ($235,000), and the Mercedes-Benz S 560 Coupe ($326,635) for around $50K above the F-Type's asking price. So, the standard features list needs to be impressive, and long story short, it is.

Drilling down to the depths of detail on this car's equipment spec would need a review of its own, so here's the highlights package.

The 10-inch 'Touch Pro' multimedia screen manages a 380-watt Meridian audio system featuring 10 speakers (including subwoofer), digital radio, dynamic volume control and a 10-channel amp, as well as Apple CarPlay, Android Auto, and Bluetooth connectivity.

It's also the gateway to the car's configurable dynamic set-up, 'Navigation Pro', phone connection, ambient lighting, reversing camera, and a lot more.

Full-grain 'Windsor' leather is applied to the 12-way, electrically-adjustable (plus memory) performance seats. There's also a 12.3-inch customisable digital instrument cluster, cruise control (and speed limiter), keyless entry and start, auto rain-sensing wipers, auto-dimming and power folding heated door mirrors (with memory), a switchable active exhaust, LED headlights, DRLs and tail-lights, as well as an electrically adjustable steering column (with memory), climate control, powered boot lid, 20-inch alloy wheels, racy red brake calipers, and specific 'R' branding on the leather-trimmed sports steering wheel, door tread plates, and centre console.

Enzo Ferrari famously said “aerodynamics are for people who can’t build engines” and notwithstanding the fact the Roma is slippery in the wind tunnel (Cd .30), its front-mid mounted 3.9-litre turbo-petrol V8 engine would surely meet with il Commendatore’s approval.

Sending drive to the rear wheels via an eight-speed dual-clutch auto transmission, this all-alloy, 90-degree unit features dual twin-scroll turbos, a flat plane crank, dry sump lubrication, direct fuel-injection and a single-piece cast exhaust manifold to produce 456kW from 5750rpm to the 7500rpm rev ceiling, and 760Nm from 3000-5750rpm.

Worth noting its 'front-mid' placement as the entire block is positioned low down and behind the front axle centre line.

The F-Type R is powered by Jaguar's all-alloy (AJ133) 5.0-litre supercharged V8 engine, featuring direct-injection, variable (intake) cam timing, and an Eaton (Roots-type) blower to produce 423kW (567hp) at 6500rpm, and 700Nm from 3500-5000rpm.

Drive goes to all four wheels via an eight-speed 'Quickshift' automatic transmission and Jaguar's own adaptive AWD system with 'Intelligent Driveline Dynamics' (IDD).

The AWD system is based on an electro-hydraulic multi-plate (wet) clutch, controlled by a centrifugal electro-hydraulic actuator. Default front/rear drive balance is 10/90, although Jaguar claims even a full shift of power from 100 per cent rear to 100 per cent front takes just 165 milliseconds.

The IDD system continuously monitors each wheel's speed and traction, suspension compression, steering angle and braking force, as well as the car's rotational state.

It then uses an algorithm to determine which wheel(s) are likely to lose traction, and before grip is lost, transfer drive to the wheels that can make best use of it.

The Roma’s official (WLTP) fuel consumption figure on the combined (urban/extra-urban) cycle is 11.2L/100km, the 3.9-litre turbo-petrol V8 emitting 255g/km of CO2 in the process.

Not exactly miserly, but even with that engine begging to be revved we saw an average of 12.9L/100 over a combination of urban shuffling, twisting B-roads and some freeway running.

A start/stop function is standard and with an 80-litre fuel tank on board, the Roma’s theoretical range is around 715km, dropping to approximately 620km using our real-world number.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 11.3L/100km, the F-Type R emitting 269g/km of CO2 in the process.

Despite the standard auto stop/start function, over close to 350km of city, suburban, and freeway running we recorded a (dash-indicated) average of 16.1L/100km.

That's a solid drinking habit, but it kind of goes with this performance territory, and we did lean into the throttle on a regular basis.

Recommended fuel is 95 RON premium unleaded, and you'll need 70 litres of it to fill the tank. That equates to a range of 619km in line with the factory claim, and 434km using our real-world number as a guide.

Press the PS (Partenza Sportiva) button on the console, slip the manettino control on the steering wheel into ‘Race’ mode, left-foot brake (hard) and floor the throttle. Wait for the PS light on the dash, keep the accelerator pinned and lift off the brake.

Ferrari says the Roma will then proceed to accelerate from zero to 100km/h in 3.4 seconds, and in the interests of a thorough assessment I may have found a quiet light commercial area near Maranello, replicated this procedure and validated the claim.

Yes, even at 1570kg, with 760Nm of pulling power available from 3000-5750rpm, the Roma is exceptionally fast in a straight line. And the twin-turbo V8 that’s been so reserved and docile around town lights up to deliver glorious engine noise and a characteristic exhaust howl.

A flat-plane crank arrangement often makes a vee engine lumpier than a more conventional cross-plane design, but it will rev hard and fast, and in this case the compact size of the Roma’s twin turbos enhances throttle response even further.

Speaking of the turbos, variable boost management helps to smooth acceleration while keeping an eye on fuel economy and despite the flat-plane configuration this engine is perfectly civilised.

A tall top (eighth) gear makes for easy cruising but the tight B-roads and lesser highways we spent most time on didn’t allow for any high autostrada speeds.

But how’s this for a flex? Ferrari says the active rear spoiler will stay in its low-drag position until the car hits 100km/h, then pushing through medium and high drag (135-degree) positions as speed rises. But… “over 300 km/h, the spoiler is always in MD mode because in such conditions it is preferable to have a more balanced car”.

Suspension is by double wishbones at the front with a multi-link set-up at the rear and twin solenoid (magnetic) adaptive dampers all around.

Rubber wrapping the 20-inch forged alloys is top-end Michelin Pilot Sport 4 S (245/35 fr / 285/35 rr) and front-to-rear weight distribution is 50/50.

What that all adds up to is a comfortable, responsive and deeply satisfying drive experience. In standard Ferrari fashion the dual-clutch transmission is rapid-fire perfection, the steering is light but accurate and feelsome, while the in-cabin ergonomics are superb.

Push as hard as you dare in tight, flowing corners and the car just continues to grip and bait you to try harder. And if you do give in and start to run out of talent the ‘Active Yaw Control’ and limited-slip ’E-diff’ will step in to imperceptibly save your bacon.

Moving the manettino through its five positions - ‘Wet’, ‘Comfort’, ‘Sport’, ‘Race’ & ‘ESC-Off’ rapidly transforms levels of ride comfort, steering, transmission and engine response. You can also set the ride to Comfort with other attributes dialled up to 11 for a cross-country sweet spot. 

And when it comes to slowing rather than going, the Brembo brake set-up is circuit ready with vented carbon ceramic rotors all around (390mm fr / 360mm rr) clamped by six-piston calipers at the front and four-piston units at the rear. They take a while to warm up, but never feel anything other than mega. 

Yep, no surprise, the 2021 Jaguar F-Type R is a proper, rip-snorting, beast of a machine. Weighing in at just over 1.7 tonnes, with 423kW/700Nm to propel it forward, in terms of straight line acceleration, it's every bit the scalded cat.

Bury the right foot and it will storm from 0-100km/h in just 3.7 seconds, with furious aural accompaniment courtesy of the 4.0-litre supercharged V8 and sports exhaust system. Electrically-actuated bypass valves in the latter's rear silencer remain closed until they automatically open under load, and boy, do they open up.

Prospective F-Type R owners wishing to remain on good terms with their neighbours will be pleased to know there's a 'Quiet Start function', but once you're a few blocks clear the engine is capable of alerting the entire suburb to you presence, complete with raucous crackles and pops on the overrun.

All 700Nm of maximum torque is available from 3500rpm through to 5000rpm, and mid-range thrust is ferocious. If you have access to a long enough private road Jaguar claims this car will storm on to a (electronically-limited!) maximum velocity of 300km/h.

The eight-speed auto transmission has picked up several tweaks courtesy of the XE-based SV Project 8, and it's brilliant. A conventional torque-converter based unit, rather than a dual-clutch, it's dubbed 'Quickshift', and that it does. Manual flicks between ratios, using the wheel-mounted paddles, are rapid and positive.

Head for your favourite B-road, and it's the F-Type R's ability to put every bit of its power down, without fuss, that impresses next. Push into a series of tight corners and the car grips, settles, and simply surges from one bend to the next, the tricky AWD system seamlessly shuffling torque between the axles and individual wheels.

The standard electronic active diff, and torque vectoring (by braking) also help keep everything under control, turning backroad tryhards into apex hunting virtuosos.

Suspension is by (aluminium) double wishbones front and rear, with revised springs and anti-roll bars added in the 2019 upgrade. Continuously-variable dampers underpin the 'Adaptive Dynamics' system, learning your style and adjusting accordingly.

The electrically-assisted power steering combines great road feel with satisfying accuracy, and the car feels balanced yet agile and responsive in enthusiastic driving.

In a more relaxed mode the adaptive set-up detects rough road conditions and adjusts the suspension settings for greater ride comfort. According to Jaguar, the damper valves and control algorithms have been recalibrated to improve low-speed comfort and high-speed control, and I can vouch for their effectiveness.

Not long after steering this F-Type R I spent some time in the supercharged V6 F-Type P380 R-Dynamic, and this R is far more compliant.

Rubber is a specially-developed Pirelli P Zero (265/35 fr - 305/30 rr), and the supremely efficient brakes are ventilated 380mm at the front, and 376mm rear.

The F-Type hasn't been assessed by ANCAP, but as well as the usual active safety suspects like ABS, EBD, traction and dynamic stability controls, the R features an AEB system operating at speeds above five km/h, Vehicle detection is in place at speeds of up to 80km/h, and pedestrian detection up to 60km/h.

The AWD system facilitates specific 'Rain', 'Ice', and 'Snow' modes, plus there's active high-beam, lane keep assist, a reversing camera, as well as front and rear parking sensors, and a 'Driver Condition Monitor.'

But cross-traffic alert (front or rear) is missing-in-action, blind spot assist is an option ($900), as is park assist ($700), and tyre pressure monitoring ($700). Any car that's crested the $250K barrier should have all of these as standard.

If an impact's unavoidable there are six airbags (front, side, and curtain). But remember, the front passenger seat is a no-go zone for a rear-facing child restraint. And Jaguar says, "A child should only travel in the front passenger seat if it is essential and national or state legislation permits it."

As the name implies, Ferrari’s ‘7-Year Genuine Maintenance’ program means you won’t have to worry about servicing costs for the first seven years of ownership. Everything from labour and parts to lubricants and brake fluid is included in the free-of-charge package.

For reference, maintenance is recommended every 12 months/20,000km, which is a healthy distance and roadside assistance is complimentary for the first 12 months. 

Warranty cover is three years/unlimited kilometres, which trails the mainstream market but matches high-end competitors like Aston Martin, Lamborghini, McLaren and Porsche.

Jaguar covers its Australian new car range with a three-year/100,000km warranty, which looks particularly stingy next to the mainstream market norm of five years/unlimited km, and lags other premium players like Mercedes-Benz and Genesis, both sitting at five years/unlimited km.

On the plus side, paint and corrosion (perforation) are warranted for three years, and roadside assistance is complimentary for 12 months.

And on the big plus side, scheduled servicing for the F-Type (determined by an on-board service interval indicator) is free-of-charge for five years/130,000km.