Porsche 911 vs Jaguar F-TYPE

What's the difference?

In describing this 911, Porsche talks about the 'T-feeling'. It should be light and agile, delivering fun, driving pleasure, yet still suitable for everyday use.

Sure, the safety could be better and the warranty lags the market, but that stuff fades into the background when the T feeling takes over. What a great car!

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.

One of the most recognisable profiles in the automotive world, the 911 has evolved and grown over time but there's no mistaking it for anything other than Zuffenhausen's finest.

For the record, the current '992' 911 is a whopping 367mm longer, 242mm wider and 30mm lower than the 1963 original. And the majority of models share the same (1852mm) wide-body look, the Turbo and GT3 RS broadening that to 1900mm.

Multiple solid and metallic colours are available at no extra cost, three of which are exclusive to the Carrera T, but if you like our test car's 'striking' 'Python Green' finish, it'll set you back an extra $5700.

Car-spotters on the lookout for the Carrera T will need to tick off 'Agate Grey' accents on the tail-light grille, badging and mirror housings as well as a grey top tint windscreen, specific side graphics and Carrera S wheels in 'Titanium Grey'.

The cabin in our test car also has also been optionally upgraded with the 'Carrera T Interior Package' ($4120), which adds extra leather trim as well as coloured seat belts and contrast stitching.

Our car has also picked up the 'Adaptive Sports Seats' ($5510). Subjective call, of course, but I love the dark cloth seat inserts with tiny flecks of green. It's Porsche retro-cool, but somehow contemporary at the same time. Beautiful.

And the five-dial instrument cluster under a gently curved cowl is a 911 design signature, although the central tachometer is now flanked by twin 7.0-inch, configurable displays.

Ergonomically and aesthetically, this layout is hard to fault.

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).

Even though the current 911 dwarfs the original '901' series of sixty years ago, it's still aimed primarily at accommodating the driver and front passenger, with '+2' rear seating a handy addition for kids, or adults in short trip emergencies.

In other markets, the addition of the rear seats is a no-cost option, whereas here they're the default fitment and removing them is the zero-dollar choice. Which makes sense because they add significantly to the car's usability.

Either way, a sports car of this type is never going to be SUV practical. However, when you look at it in the context of the Carrera T's competitors, this 911 does pretty well.

It feels appropriately snug inside, yet there's more than enough breathing space in the front and a liveable distance between driver and passenger.

For storage there are two slim compartments in each door, with a cavity for bottles, as well as a cupholder in the centre console and another pop-out holder in the dash on the passenger side.

As in most 911s, you can swap the centre console cupholder out with a small oddments tray insert which is a nifty piece of practical thinking.

There's also a modest glove box, a shallow lidded compartment between the seats and clothes hooks on the front seat backrests.

Connectivity and power options run to a pair of USB-C ports in the centre console box and a 12-volt outlet in the passenger footwell. Nothing in the back, which isn't a big surprise.

And the 132-litre boot is the only substantial cargo space, with enough room for several soft bags or a medium suitcase… even a mid-week grocery top-up.

Luggage-type storage inside the car is helped by the rear seat backs folding down to create a level platform.

But bear in mind there's no spare. A can of sealant and air compressor are on board instead.

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.

One of the saddest things about recent 911s is the fact that when you open the cover you can't see the engine unless you decide to break out the spanners and remove everything that's hiding it.

If you did, you'd reveal a 3.0-litre, all-alloy, dry-sumped, twin-turbo flat six-cylinder engine which remains unchanged from the entry Carrera model.

Featuring direct-injection and variable valve control, it sends more than 280kW (380hp) and 450Nm (from 1950-5000rpm) to the rear wheels through a seven-speed manual gearbox, or in this case, the no-cost optional eight-speed dual-clutch auto.

Suffice it to say, in a car weighing less than 1.5 tonnes, that's plenty of propulsion, and even though an engine hanging over the rear axle remains a peculiar 911 throwback, the white-coated boffins in Stuttgart continue to make it work brilliantly well.

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.

Porsche's official fuel economy number for the combined (ADR 81/02 - urban, extra-urban) cycle is 10.8L/100km for the dual-clutch auto as tested, the 3.0-litre twin-turbo six emitting 246g/km of CO2 in the process.

During a week of city, suburban and some at times enthusiastic highway running, we averaged 15.0L/100km (at the pump), while the car's onboard computer indicated 16.1L/100km, which isn't out of line with the super- and turbo-charged V8s this car competes with.

Minimum fuel requirement is 98 RON 'premium' unleaded and you'll need 64 litres of it to fill the tank.

Using the official number, that translates to a driving range of around 590km, which drops to roughly 430km using our real-world figure.

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.

At 1470kg the 911 Carrera T is 35kg lighter than the entry-level car it's based on, thanks largely to reduced sound insulation, lightweight glazing and a more compact battery.

Yes, the rear seats are fitted to our test example, which sends the scales back up a bit, but the reduced sound deadening still raises the standard sports exhaust's glorious rumble through the cabin.

Porsche claims 0-100km/h in 4.0 seconds for the auto and 4.5s for the seven-speed manual. Yep, it's quick!

Peak torque (450Nm) is on hand from 1950-5000rpm, which means there's always substantial mid-range punch available, with the dual-clutch auto's eight ratios also helping to keep things on the boil.

I love a manual gearbox as much as the next person, but this dual-clutch is ultra fast yet refined with the wheel-mounted paddles adding to the fun.

The 'Driving Mode' dial on the steering wheel enables selection of 'Normal', 'Sport', 'Sport Plus' and 'Individual' modes, with each selection displayed in the instrument cluster.

And given the 'Sport Chrono Package' is standard the 'Sport Response' button in the centre of that mode dial acts like a push-to-pass function, delivering a 20-second burst of maximum performance response from the engine and transmission.

Suspension is by struts at the front and multi-links at the rear, with ride height dropped by 10mm and the standard 'Porsche Active Suspension Management' (PASM) system able to adjust the dampers through 'Normal' and 'Sport' modes.

Ride comfort is harsh, even in the most comfort-focused setting, but that kind of goes with the Carrera T territory.

The steering is pretty much perfection. Precise and accurate, with amazing road feel, it allows the old 'think your way through corners' syndrome.

Speaking of which, this car chews up and spits out twisting B-roads without a hint of drama. The front end sticks and refuses to let go, the big 305 rear rubber following suit.

It remains resolutely planted, balanced and adjustable on the throttle, the standard torque vectoring set-up and locking diff turning go-fast wannabes into bonafide apex predators.
  
Standard rubber is Z-rated Goodyear Eagle F1 (245/35x20 fr - 305/30x21 rr) which is 10mm wider than the already generously shod 911 Carrera.

Braking is suitably beefy with 330mm ventilated and cross-drilled rotors all around clamped by four-piston aluminium monobloc fixed calipers front and rear.

We got the bit between our teeth at various stages of this test and can confirm the brakes are able to wash off speed rapidly and consistently with a reassuringly firm yet progressive pedal.

Under the heading of miscellaneous observations, the optional 18-way adjustable Adaptive Sports Seats fitted to the test car are brilliant. Comfortable for cruising, they can be dialled up to King Kong levels of grip when required.

A super useful feature is the ability to adjust the passenger seat with the driver's seat controls. So convenient for setting things back to normal after the co-pilot has cranked forward to accommodate a rear seat passenger.

The GT sport steering wheel is just right in terms of its diameter and grippiness and the overhead 'Surround View' function helps when manoeuvring a low and wide-hipped car like this one.

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."

Porsche's three-year, unlimited-kilometre warranty is off the pace now, although the paint is covered for the same period, and a 12-year (unlimited km) anti-corrosion warranty is also included.

'Porsche Roadside Assist' provides 24/7 coverage for the life of the warranty, and after the warranty runs out is renewed for 12 months every time the vehicle is serviced at an authorised Porsche dealer.

The main service interval is 12 months/15,000km but no capped-price servicing is available, with final costs determined at the dealer level (in line with variable labour rates by state or territory).

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.