Jaguar Reviews

It's been 38 years since the last E-Type rolled off the production line, but Jaguar has finally returned to what it says is the company's "two-seat convertible sports car heartland".

Jaguar again is on the prowl, lithe as always, more fierce than ever.

You've probably seen and heard a lot about the new Jaguar F-Type but how would it compare on a track battle against arguably the most capable convertible sports car money can buy?

Remarkably the Jaguar name has maintained its traditional position as a leading prestige brand in the automotive business despite the ownership changes that have taken place in recent years.Indian interests now own the grand old British brand, but for a time it was part of the Ford empire, and it was during this period that it produced the compact X-Type.The X-Type was conceived to compete with the prestige models from other makers that ruled the luxury mid-sized market segment, cars like the 'Benz C-Class, BMW's 3-Series and the Audi A4.Traditionalists moaned that the X-Type wasn't a real Jaguar, that it was simply a dressed-up Ford Mondeo and owed little to the proud heritage of the brand.While that was true, Ford's stylists did quite a good job in making it look like a Jaguar with styling cues that clearly recalled the big cats that ruled the road in the 1960s and '70s.It had a low and heavily sculpted look that was reminiscent of the old XJ sedans, and plastic woodgrain highlights and leather trim in the cabin passed for the real thing. The cabin itself, however, was a little on the cramped side and the boot was rather small.The X-Type lobbed in local showrooms late in 2001 with 2.5-litre and 3.0-litre all-wheel drive V6 versions, to which a 2.1-litre model, this one a front-wheel driver, was added in 2002, followed by a turbo-diesel in 2008.There was a five-speed manual gearbox available, but most of the petrol models left the showrooms with the five-speed auto that was also offered. The turbo-diesel was equipped with a six-speed manual.When let loose on the road the small-engined cat was a comfy cruiser; it wasn't over-endowed with performance and you needed to work it hard to extract what zip it did have. The larger engine models offered more of the get up and go you'd expect of a Jaguar.For anyone lacking the funds to buy a new prestige model the lure of buying a second-hand one can be irresistible, but buying a used model can be a road to financial ruin. Just because a car costs more when it's sitting in a glitzy showroom doesn't mean it's any more reliable than the cheap-and-cheerful model at the budget car dealer down the road. Prestige models, like the Jaguar X-Type, can be a joy to drive, but they can also become a nightmare.For starters servicing can be expensive if you take it to the factory dealer to have the oil changed, and if it breaks down expect to pay plenty for the replacement parts needed to get it going again. Do your homework on whom you might get to service your car; an independent service mechanic with knowledge of Jaguars is highly recommended.As we've reported in this column before the prices charged by the factory dealers for prestige car parts can be outrageous, but savvy buyers and smart machines can source them for a lot less from overseas on the internet.The X-Type is a generally sound car, but it's still vitally important that you have your chosen cars checked by an expert before handing over your cash. As with any second-hand car check the service record to make sure your chosen car hasn't been neglected. Missed servicing will likely cause you considerable pain later on.There was one recall that affected the X-Type here in Australia. It was in 2012 and related to the cruise control in the diesel version. The problem could occur of there was an error in the electronics controlling the cruise, in which case the cruise would be disabled and a fault indicated on the dash, but if it happened while the cruise was engaged it is not possible to disengage the cruise using the cruise cancel button, the brakes or changing gear. Check the owner's manual for a record of the recall rework having been carried out.It's a cat, and that counts, but there are better used prestige buys.

Four door cats fly fast too. Especially big ones. As the F-Type, Jaguar's first sports car in half a century sears itself onto lists of the world's most desirable automobiles, the Indian-owned Brit marque feels the need to revisit its remit and remind us that its four-doors are capable of a bit more than touring grandly.You probably needn't go as far as the scenic roads and a race track of rural Washington, as we did, to see that the XJR is another blow to the decidedly first world dilemma of what weekend car to buy. The R badged version of Jag's flagship is a 24/7, all types of hardtop, proposition.VALUEAt near $300,000 plus on-roads (wonder what that good mate of carmakers, Tony Abbott, will do about the luxury car tax?), the fastest XJ to date sits south of the rival Benz S63 and Maserati Quattroporte.The R car is by any measure (not least length - 5.12 metres in the "short" wheelbase version) a lot of limo. The extra ask brings the full guts and glory version of Jaguar/LandRover's 5.0-litre supercharged V8, functional not merely visual go fast kit, smokey 20-inch alloys and bespoke interior.At a level where value is in the eye of a select few beholders, the Jaguar stands apart. Jaguars always have, but no longer at the cost of inconvenience. A marque that was until recently venerated more for its heritage than contemporary reality has retained its first place rating in JD Powers' customer satisfaction survey.TECHNOLOGYThe unexpurgated 404kW/680Nm tune of the blown aluminium V8 is enhanced here by powertrain and exhaust calibrations to deliver output hotter and sooner. It attains 100km/h from standing in 4.6 seconds, 80 to 120 in 2.46. A close ratio slightly bespoke version of ZF's eight speed auto is so quick, so intuitive, that piddling with the paddle shifters - even on a track - simply gets in the way. This godly box is way smarter and quicker than a mortal.Those 20-inch alloys provide both visual stimulation and a home to purpose made Pirellis - 265/30 and 295/30 front to rear. But such is the mechanical grip you'll not often stress the rubber. Adaptive Dynamics, an active electronic differential and very simpatico stability control curtail clumsiness and complement competence.Indeed on first world roads, as opposed to ours, dynamic mode is the preferred manual selection - damping is appreciably tightened but the ride is entirely compliant. Carmakers make much of using aluminium but it's not until you're at play in an 1800kg saloon that can dance with a much smaller four door that you begin to appreciate the ability and agility this material bestows.DESIGNAs one who stumbles over and confuses Jaguar's X designations, I wonder if the XJR isn't a candidate for another consonant, for a Q car it surely is. The standard XJ is almost too subtle and such embellishments as distinguish the R version are all about understatement -  a  ‘R’ spec side sills, bootlid spoiler, bonnet louvres, and chrome touches.Nor does the interior shouts luxury so much as assuming it. The fusty gentleman's club ambience of old isn't there in detail, but somehow survives in ambience - you could never imagine you're ensconced in German or Italian job. R logos and stitching in either red or tan distinguish it from the standard XJ.SAFETYCount the stars by all means, but active safety is the story here. There's no point in pushing output in you can't get it down and the electronic differential can apply full locking torque almost instantaneously and its calibrated to get the most out of the wide rear tyres in conjunction with output. It stops straight and true from more than 200kmh courtesy of the mighty hi-po braking system with ventilated 380mm and 376mm discs front to rear.DRIVINGCarsguide gets into the S63 AMG in a few weeks, so it'll be fascinating to see if our impression of the XJR is supplanted, because for now at least this has to be the most talented limo known to humanity.Crushing country kilometres at a  ridiculously relaxed lope one moment, then slicing cleanly between apexes of one of the most technical tracks we've encountered, you have to ask: "Can it be the same car?"It's convincing in either deployment, the always correct auto keeping that tidal wave of torque ever present. It makes for both eye blink overtaking exposures and withering straight runs. Refinement though is ever to the fore. It's quite possible for a front seat passenger to be lulled to sleep while the helmsman is fully engaged. That helm weights up almost imperceptibly but meaningfully with speed and fitness of bend.VERDICTThe world's most talented limo this month.Jaguar XJRPrice: from $298,000Engine: 5.0-litre supercharged V8; 404kW/680NmTransmission: 8-speed automatic; RWDThirst: 11.6L/100km0 to 100kmh: 4.6 secondsTop speed: 280km/h

Spend big bucks on a performance sedan, and it had better put a smile on your face, right? After driving the 2014 Jaguar XFR-S on mountain roads and on track, we can say that the fastest, most powerful Jaguar sedan — ever — never ceased to have us grinning.With an official 0-100km/h figure of 4.6 seconds and a top speed of 300km/h, the XFR-S pushes the performance envelope further upward from the XFR, but it isn't simply chasing German super-sedans. From the driver's seat, we found it more thrilling than some key rival models like BMW M5, Audi RS6, or Mercedes-Benz E63 AMG.Those each might have a slight edge on the XFR-S in straight-line performance, but the XFR-S is the wild child of the bunch, the one that keeps you close at heart. From the time you press the engine-start button and the big 5.0 litre supercharged V8 barks to life, it's clear that the attitude is a bit different behind the wheel of this one.DESIGNIt's probably best to start with what the XFR-S doesn't have. Thankfully there's no managing a slew of drive modes and steering heft levels and suspension rates. There's nothing complicated about the steering, either; it's merely a very good hydraulic system. And don't expect a dual-clutch gearbox or clutch packs in place of torque converters.What you do get is a raucous 405kW V8 that's not only full of character but fully fitting the character of the car, mated to a ZF eight-speed automatic transmission with Jaguar's new (F-Type-derived) Quickshift logic.Front and rear spring rates have been boosted 30 per cent over the XFR (which adds up to about 100 per cent over the base XF), and the XFR-S gets special front suspension knuckles that allow increased camber and castor stiffness (plus new wheel bearings), a new rear subframe, and a 'bespoke' staggered Pirelli P Zero tire setup—265/35R20 size in front and 295/30R20 in back. Special lightweight forged wheels and a high-performance braking system round out the improvements.In addition, there are a series of functional aerodynamic improvements, including carbon fibre front splitter and air intakes, plus a carbon fibre rear diffuser.And that big wing on the back? It plays a crucial part in reducing high-speed lift by 68 per cent. It makes a very meaningful contribution to stability at mid- and upper-triple-digit speeds; but because of the controversy over...um...the boy-racer stigma that tall, bold rear wings carry, it's optional on the XFR-S—and a hefty $3,500 extra. But if it's functional, you really must get it.The XFR-S also boasts special Varuna lightweight forged alloy wheels, and they can be finished in full gloss black or technical grey. In addition to the rear wing and central rear diffuser, there are five colours, including an especially eye-catching French Racing Blue. And inside, the XFR-S gets Warm Charcoal leather seat and door trim, in addition to carbon-effect leather on the seat bolsters and armrests. Contrast-colour micro-piping also accents the seats, and there's a Dark Aluminium dash fascia.ENGINE AND TRANSMISSIONOutput of this engine has been boosted to 405kW, with 680Nm of torque (versus the XFR's 375kW and 624Nm); and it's a difference you can feel. Through breathing improvements, Jaguar has boosted power delivery from the 3,000-rpm range on up. And on the torque side, it's essentially taken the torque plateau of the XFR's engine and allowed it to climb—together with the more aggressive throttle map, allowing that very sharp at-speed throttle response, and allowing increased rewards for revving the engine into its upper ranges.Revving this engine is something we couldn't resist. It's beautiful-sounding from the outside or the inside. Curiously, from the outside there's a strident, V10-like pulsation to the exhaust note that sounds sexy and different as it passes by at full wail; but inside, selectively ducted-in intake noise helps provide a deep, bellowy exhaust note that's unmistakably a V8. What you do hear from inside the cabin—especially if you tip into the throttle lightly and then back off—are a series of burbles and pops that seem so forceful at times you might think someone's kicking in the trunk.DRIVINGProvided you're not tapping into the engine's power too much, the cabin is remarkably quiet and luxury-car composed. Despite the much stiffer setup, very little harshness from the coarse road surfaces we had for much of our road drive route made it inside, and the XFR-S's active damping system (which has thirteen different inputs and can make adjustments 100 times per second) manages to filter out minor imperfections.Take the XFR-S through a series of corners, and the strength of this model's steering are exposed. It's a hydraulic system, and yes, it could be firmer during most normal driving (it feels disconcertingly light for a performance car at first), but just off centre, at speed, it's weighted nicely. Body control is far more in check than you might expect given the lack of fluster in the ride.On the XFR-S's rotary shifter, you simply have a choice between Drive and Sport (with some great steering-wheel paddle-shifters). Then there's a Dynamic mode that sharpens the powertrain response and firms up damper rates. It also affects the stability control behaviour, and the active electronic differential, which helps get power to the rear wheels in the most effective way possible out of corners.The XFR-S might not be an easy car to drive near its limits, but it's an easy car to drive fast—very fast. It's a natural understeerer at its limits, but there's no doubt that with more laps we would have been able to learn the ins and outs of finessing the tail out just right. But even in Dynamic mode, with the stability control in its less intrusive setting, you make modest corrections that leave it feeling remarkably neutral once you set it up on the inside line of a bend.VERDICTThe XFR-S is wicked fast and full of attitude, yet its luxury and comfort are seemingly uncompromised. And many will see it as a more charismatic choice than the top-performance sedans from Germany.www.motorauthority.comJaguar XFR-SPrice: $222,545Engine: 5-litre V8 supercharged petrol, 405kW/680NmTransmission: 8-spd auto; RWDPerformance: 0-100km/h; 4.6 seconds, top speed; 300km/h (limited) 

What a beast! Jaguar’s XKR-S makes its presence felt a hundred metres away, even when being driven in gentle sociable manner. Its supercharged V8 engine roars, spits and burbles. It idles with a gruff grumble to tell you that it would rather be revving to the heavens than idling.In everything it does this Jaguar supercar gives the world the definite message it wants to get up and work - work hard. Everywhere we drove our big cat attracted attention, not all of it favourable it must be said...ENGINEWhen you do give it a big bootfull the 540 horsepower (404 kW) Jaguar V8 becomes much happier. It jams you back in the seat with fearsome acceleration of the type only enjoyed by supercar owners, lifting it from rest to 100 km/h in just 4.4 seconds on its way to an electronically limited 300 km/h – on a racetrack of course.This ultra-hot Jaguar is built with track days in mind and takes the big coupe to a new level of performance. The standard Jaguar XK coupe is already a quick car, adding the R package to bring it up to XKR status and it’s fearsomely fast. But now there’s even more – for those who think too much isn’t quite enough Jaguar has come up with the XKR-S edition.The huge 540 horsepower (sorry, kilowatts just don’t work in supercar land) is put through a six-speed automatic, which passes it back to a sophisticated active electronic differential.DRIVINGThe big Jag grips the road within milliseconds of the throttle being mashed. If you’re at the track most of the driver-assist gear can be detuned or turned off completely. Obviously you don’t just stuff a 404 kW / 680 Nm engine under the bonnet and hope for the best. The complete Jaguar XK has received a major working over to match its straight-line capabilities.There are aerodynamic tweaks to increase downforce as speed rises, pushing the big coupe down to maximise cornering grip as well as safety. Obviously, the suspension settings lean in the direction of firmness, but the adaptive system means this XK variant isn’t as hard riding as some others in the same class.Huge disc brakes haul off speed even faster than the engine can pile it on. Jam the pedal hard and you feel yourself being jammed forward against the safety belts.And doesn’t it look just great. After attracting the attention of other road users, particularly pedestrians, by its racetrack sound, our big, Jaguar XKR-S coupe pleased almost all who saw it during our all too short week on the Gold Coast.VERDICTWould we pay $299,000 plus on-road costs to buy one? Definitely - but only if we had some money to spare for another car (or two) for everyday use as the XKR-S is too hard edged for a day-to-day machine.We love the shape of the Jaguar XF, so that would be added to our list, and the upcoming Jaguar F-Type, the smaller brother to the XK, is coming down under very soon. A nice trio...Jaguar XKR-SPrice: from $299,000Engine: 5.0-litre SC V8, 405kW/680NmTransmission: 6-speed automatic, RWDThirst: 12.3L/100km, CO2 292g/km      The Jaguar XKR-S GT is the fastest Jag since the XJ220.   

The brawny British sports car is back from the dead, thanks to Jaguar and its impressive new F-Type roadster. It's taken 40 years for the cat car company to find the cash and commitment to re-join the Porsche players, but it's done the job right.Say what you like about the styling, or the supercharged V6 and V8 engines fitted old-school in the nose, but the F is a rorty romp to drive and a car that grows on you with every passing kilometre. And the soundtrack from both engines is fantastic.The prices are not great, starting at $139,000 in Australia, and the F-Type is a bit chunky despite its alloy construction, but all my doubts are erased during a fast blast out of Pamplona during a personal running of the bulls. I'm not draped in white, and I don't have a red scarf around my neck, but nothing can catch me this morning and the F-Type smears me with a smile that won't quit.The first of the new Fs lands in Australia in August and it's likely there will be a queue - especially for the mid-range car, the F-Type V6 S that balances everything the best and makes the most compelling case to reject a Boxster S or 911 Cabrio for something boldly British.The pricing is not as sharp as some people had hoped, but the showroom stickers sit exactly where Jaguar always said they would be. That means the $139,000 opener for the regular F-Type is pitched between the Boxster and 911 numbers, and closer to the lesser of the Porsches.Standard equipment is exactly as you would expect, from aircon and 18-inch alloys to sports suspension and brakes, electric leather seats with suede facings and twin exhaust pipes.Skip up to the V6 S from $171,400 and you also get an active sport exhaust, 19-inch alloys, a limited-slip differential and full leather seats. The top-line V8 S adds four exhaust pipes under the tail, 20-inch alloys, an electronic active differential and more.There is a giant touchscreen in the dashboard, punchy Meridian sound in all cars. To put the prices into perspective, a Boxster S starts at $133,000 and a 911 Cabrio from $254,600. And Jaguar has also gone all working class with the F-Type, including free scheduled servicing for three years or 100,000 kilometres.The starting point for the F-Type is an all-alloy body with what Jaguar calls a Z-fold canvas roof, which does its work in 12 seconds at up to 50km/h.So the basic structure is very, very strong and quite light - not just a coupe that's had its top chopped - and the engines are all supercharged, and hooked to Jaguar's regular eight-speed automatic with heavy re-tuning for manual-style sports shifts.The engine numbers are 250kW and 450Nm for 0-100km/h in 5.3 and 9.0 litres/100km in the starter car, rising to 280/460 and 4.9/9.1 in the V6 S and then 364/625 and 4.3/11.1 in the V8 S.The cars come with satnav and plenty of cabin fun stuff, but the basics are old-school with fully-independent suspension, big brakes at each corner, and rear-wheel drive with wide tyres. Jaguar has even rejected electric power steering because it says its variable hydraulic system gives better feel, although the cars all have stop-start systems for a little better efficiency.You have to sit the F-Type alongside its predecessors to really understand it. Yes, it's chunky - and, for me, a bit like a more-muscular Honda S2000 - and it sits away from the other members of the current Jaguar family.But that has been the Jaguar way in the past and it looks right beside the C-Type roadster and D-Type Le Mans racer. In this company, the classic E-Type looks way too dainty and - call it sacrilege - and out of place.The shape is tightly drawn, the cabin is roomy with some nice design touches - including a passenger grab handle on the centre console - there is reasonable boot space and the folding top is well integrated into the design. It also sits nicely away without forcing Jaguar to include a heavy folding metal roof.No-one at Jaguar talks ANCAP scores because "this is a limited-run sports car" and it is not likely to be crashed through the full battery of tests. But the structure is strong, there are four airbags and built-in rollover protection, and the usual ABS-ESP electronic systems are backed-up by classy dynamics that makes it tough to get into trouble.You can talk all you like, and fire up endless facts and figures, but the only thing that counts for a sports car is how it drives. And the F-Type is a great drive. My first experience of the F-Type is not as emotional as a dropping into a Porsche, but the brawny Brit really stars with things like blacked-out wheels and the right sports car colours. But when the V6 engine starts cracking up towards the redline I'm hooked.You sit right down in the car and there is terrific wind protection with the top down. With the roof in place you might as well be riding in a coupe. Over two days we begin in the basic car, then move to the V6 S for track and road driving, then graduate to the V8 S on the second morning.It's a smart move by Jaguar - no surprise there - because the cars get quicker and more involving as you gain experience. That also means you can push harder and find more to enjoy, and exploit.The basic F-Type impresses with its rigid chassis and an engine that just does the job. It needs a rev but the gearbox is terrific, slurring around the Spanish cities like a regular auto but delivering rifle-crack manual shifts when you unleash the sports programs in the car's electronics.The V6 S is the Goldilocks car, just right in every way, with an engine that gives everything you need - especially with the active sports exhaust delivering a cracking soundtrack to the action - a chassis with limited-slip assistance for turns, and great brakes and a very supple ride.The V8 S delivers almost supercar-style straight-line performance that is intoxicating, and sure to win people across from Porsche, but the downside is extra weight in the nose that upsets the chassis balance. It's not bad, but keen drivers will notice the deterioration in front-end grip and a need to pre-plan any quick cornering."My favourite is the V6 S, because it all works so well together," Jaguar's chief test driver, Mike Cross, tells me during a special Carsguide tuition session. "In the V8, you need a lot of talent or a lot of road."What's not to like? The steering wheel is not very sports car, with too many 21st century fiddly buttons, there's not much boot space and the pricing means a lot of Jaguar wannabes won't be able to afford an F-Type.But the more time I spend with the F-Type the more I like it. And, yes, it's even a car I could come to love as a V6 S. The chassis is always incredibly well balanced, you can brake late and hard without worry, and all three engines provide enough crack to get you going. The V6 S is easiest to keep in the sweet spot, either fast or slow, and the V8 is the right choice for long-legged touring.The F-Type is a real sports car in every way, yet you can also sit back and cruise in traffic and even dribble through stop-start commuters without the car getting grumpy. It's impossible to give a final verdict after such an exhilarating Spanish preview drive, because Jaguar has presented the car in the best possible way and there are no Porsches - or even AMG droptop Benzes or costly Aston Martins or Maseratis - for comparison work.But the F-Type is a landmark car, a special car that is a fantastically rewarding drive, and certain to be a success. I'm giving it four stars for now, with space to lift the grade once I have driven it at home in Australia.It's been a long time coming, but the F-Type is worth the wait.

To understand the brawny new F-Type Jaguar you have to forget the classic E-Type. The new beast is a throwback to the D-Type racer than dominated at Le Mans in the 1950s, not a revival of the style-driven sweetie from the sixties.It's tough and tightly-drawn, all about making an impact and going fast.Jaguar has been missing a sports car from its lineup for just on four decades, but the success with the mid-sized XF and XJ limousine have provided the cash and credentials to finally get back to the sharp end of its business. And it's way, way more focussed than the lardy old XK . . .The F-Type is great news for sports car shoppers, since it is capable of going toe-to-toe with Porsche and makes Aston Martin's roadsters look dated and irrelevant.It's not cheap, with a starting sticker of $139,000 for the basic supercharged V6 model and a top-end whack of $202,300 for the V8-powered S, but it is good value when you look at the Boxster S and 911 Cabrio which are its obvious rivals.The F-Type is strictly a two-seat convertible, packing everything from aircon and satnav to leather seats and alloy wheels that range from 18 to 20 inches. Its old-school folding canvas top does the job in 12 seconds at speeds up to 50km/h -- But 50 is just the start for a car which has been developed for fun runs on the world's favourite roads.It's a classic roadster with the engine in the nose, and eight-speed automatic gearbox in the middle - but tuned by Jaguar and ZF to give manual-style shift feel and timing - and drive to the back wheels.The engines start with the  3-litre supercharged V6 that makes 250 kiloWatts for a claimed 0-100km/h time of 5.3 seconds, then the V6-powered S jumps to 280 kiloWatts and 4.9 seconds, with the supercharged 5-litre petrol V8 producing 364 kiloWatts for a sprint time of 4.3 seconds. The V6 S has a mechanical limited-slip differential and the V8 gets an electronic diff in the tail. There are no diesels and no fours.Jaguar has done lots of honing and fine tuning, right down to switchable driving modes and active exhausts - twin tips on the V6s, four pipes for the V8 - that cut loose a banshee howl under acceleration and a fireworks performance of cracks and bangs on twisty roads.The look of the F-Type has become familiar over the past two years and, in some ways, it's a bit like a Honda S2000 that's been in the gym. At least, that's my first impression.But after two days I can see that it's another new direction for Jaguar's design team under Ian Callum, who refuses to be predictable or boring.But the F-Type is all about driving, so here we go. The V6 is a nice car with a comfy cabin and enough power and grip for most drivers. The V6 S lifts the bar and is the Goldilocks car - just right - with real stonk in the engine room, the trick differential to drive you round corners, and the genuine speed that makes track laps in Spain both fast and rewarding.The V8 S is something else again. It's a bit heavy in the nose, which means you have to think before you turn, but the punch is truly supercar fun. And the noise . . .The F-Type is sure to be a success and Jaguar is already working on a coupe that will allow it to unleash an RS model that will be truly special. But, for now, the F is great, Jaguar is back in the sports car business, and the world seems right.

What defines a sports car? Is it an arbitrary set of numbers--weight limits, 0-110km/h times, lateral g forces? Or is it something more emotional, something that can't easily be quantified? I tend to think it's the latter, and the 2014 Jaguar F-Type presents a convincing case in support of that tendency.Running strictly by the numbers, the F-Type falls a lot closer to the Grand Tourer class than it does to any classical (or even fairly modern) definition of a “sports car.” But behind the wheel, the F-Type's spirit, the feeling it evokes in the driver, rails against classification with 1800kg tourers.Weighing in at 1,597 to 1,665 kg, with a footprint that's 6 per cent larger than the 2013 Porsche 911's, the F-Type is no minimalist enthusiast's machine. With up to 364kW on tap -- and 250kW in its least-powerful form -- it's also not a lesson in momentum maintenance and apex speeds.But between the balanced street-tuned suspension, throaty exhaust notes, abundant torque, balanced chassis, and massive grip, the F-Type ultimately validates Jaguar's claims of a return to the sports car game--whatever the numbers say, whatever the time lapse since the last one.There are three main flavours to the 2014 F-Type: the base model, named simply “F-Type,” the F-Type S, and the F-Type V8 S. Between the three, the primary differences are engine output or type; optional equipment availability; and suspension configuration. The base F-Type sports a supercharged 3.0-litre V-6 engine rated at 250 kW. Good for 5.1-second 0-60 mph (0 to 97 km/h) runs and a top speed of 161 mph (259 km/h), the base F-Type comes standard with 18-inch wheels and cloth seats. It's the lightest of the group, weighing 1,597 kg, but it misses out on the Adaptive Dynamic Suspension system, which improves not only ride quality, but handling, in the V6 S and V8 S, where it's standard.The base F-Type also misses out on Jaguar's very well-tuned performance electronics system, available only on the S and V8 S. With a Configurable Dynamics option offering control over throttle and transmission response, steering weight, and suspension settings (for Adaptive Dynamics-equipped cars), the F-Type lets you tailor the car's driving feel to fit your uses.Jaguar F-Type with heritage cars. But what's it like behind the wheel? In base form, the F-Type is quick, but not particularly inspiring. The low-end torque is good, but, given the car's weight, not great. Once you muscle past the 3,500-rpm mark, however, things liven up greatly.If you've opted for the two-mode exhaust system (our test car was fitted with it) the sound wakes up even more, right around the same transition point. Going from quiet and understated (if a bit pedestrian) the sound comes alive, giving even the base F-Type a pleasant bark, particularly on upshifts and downshifts.When it's time to wipe away the perma-grin installed by straight-line pedal mashing and start turning corners, the F-Type is equally happy to oblige. Well, mostly, anyway. In base form the F-Type gets Continental ContiSportContact2 “max performance” summer tires.Those tires are good, but, ultimately, not great. Grip is fine, and the tires are communicative in the auditory sense, but there's little feedback returned through the wheel. Part of the blame there lies with the Jaguar's steering, however. As a non-electric power steering setup, you might think there are no good excuses for less-than-awesome feel.You'd be right, but that doesn't mean that's what you get with the F-Type. In fact, you get decidedly non-awesome, rather numb steering feel with the F-Type, particularly in base form. Part of the blame for this shortfall also undoubtedly lies in the F-Type's not-so-trim weight.Even approaching 50/50 weight distribution--with passengers, again--that means there's the better part of a ton over the front contact patches. Mid-engine and rear-engine cars (and light front engine cars) are often lauded for their steering feel--feel that is, in part, due to the relatively lightly loaded front axles, and, consequently, tires.2014 Jaguar F-Type first drive. It's not all bad news when it comes to steering, however; steering weight is good, and the variable ratio is quick and intuitive--the cars reactions are nearly as quick as the driver's.The inherent balance of the F-Type, from its spring and damper rates to its near 50/50 weight balance (again, with passengers), the F-Type is well-poised. It's just a bit less communicative about what's going on with the front end than we'd like to see in a sports car.Stepping up to the middle of the F-Type range, you have the $81,000 US (Australian pricing is still to be revealed) F-Type S. Not to be confused with the F-Type V8 S, the F-Type S is powered by essentially the same 3.0-litre supercharged V-6 engine, just in a higher state of tune, the (V-6) S is good for 279 kW and 4.8-second 0-60 mph (0 to 97 km/h) runs.Best of all, the extra power and torque in V6 S trim relieves the car of its sub-3,500-rpm dead spot and gives it a lively, quick feeling in all conditions. The bark, too, is sharper. Uncork the F-Type V6 S in Dynamic Mode with the “googly eyes” dual-mode exhaust button switched on, and I challenge you not to smile. Most will break out in giggles.In F-Type V6 S form, Pirelli PZero tires on larger 19-inch wheels take over grip duty--and the improvement is immediately noticeable. Steering communication is more abundant thanks to less sidewall flex, though, overall, feedback remains muted.But the chassis itself appreciates the extra grip and readily puts it to use. The communication lacking through the steering wheel is made up for by the input coming back through the seat and pedals; in cornering, the balance of the car is easily discernible.Power out of a corner and you'll sense the impending tail-out attitude just before it happens; hammer the brakes and the car dives just enough, maintaining stability while slowing with force. The Adaptive Dynamics suspension system takes much of the credit here, too, offering up to 500 adjustments per second to adapt to the driver's inputs and the road itself.Modern adaptive damper systems have come a long, long way from their rather recent origins, and the F-Type's system is among the most seamless. That chassis is 30 per cent stiffer in key lateral sections than any other Jaguar, ever. It's also almost entirely aluminium. And it's clear that Jaguar's engineers have spent a lot of time tuning and refining both ride and handling.The only question we have is why it's so heavy--especially given the abundant use of aluminium. Unfortunately, under direct questioning, Jaguar's engineers weren't able to give a good reason. But the F-Type is, by sports car standards, heavy. In V6 S form, it weighs 1,614 kg. That's more than 135 kg heavier than the 2013 Porsche 911 Carrera S Cabriolet. And the 911 has 15 more kilowatts. And a back seat.There's more to the F-Type yet, however: the $92,000 US V8 S. Powered by the familiar 5.0-litre supercharged V-8 found (in similar form) in other Jaguar products, the F-Type V8 S generates a stout 364 kW. Tipping the scales at 1,665 kg, it's also the heaviest F-Type, but 68 kg heavier than the base model is a relatively small penalty to pay for all of those ponies.Surprisingly, at least to me, the V8 S doesn't feel any less nimble or ready to run than the V6 S. The extra weight—51 kg in this case -is simply too little to notice; there's no additional penalty in feel.That leaves the throaty V-8 engine to add a definite element of awesome, roared by its quad-tipped exhaust and then immediately seen on the rapidly rotating speedo needle. Jaguar quotes the 80-120 km/h acceleration time of the F-Type V8 S at just 2.5 seconds--a full second quicker than the base F-Type. I believe it.I also believe the V8 S's 300 km/h top speed--very quick indeed for a sub-$100,000 US convertible. It's surprisingly easy to get a significant fraction of the way there without realising it, too. With its abundant power and speed, the F-Type V8 S can almost feel more like a compact grand tourer than a sports car, particularly once the road opens up and straightens out.In this scenario, it has the composure and pace of a dedicated continent-crosser. But as soon as the curves return and the sight lines shorten, it perks its ears, eager for the challenge. Because of these V-8 factors, we also believe Jaguar's estimate of about half of U.S. buyers opting for the top-of-the-line F-Type V8 S, the rest split fairly evenly between the base and V6 S models.The F-Type has been almost universally acclaimed as a beautiful car. Why? It has headlights, a grille, fenders and flares, just like every other car. Because of the proportion and shape of those elements; because of the organic curves and ratios; because of the attention to detail. But also because of something less easily quantified, some essence that is uniquely Jaguar.Jaguar Director of Design, Ian Callum, admits there are few direct cues to Jaguar's illustrious sports car past--in fact, the idea was to design in an entirely new direction, but with the ethos that inspired those past designs.That ethos was put in place by Jaguar founder William Lyons; its core tenet: to do something new, original. In that, the F-Type succeeds, even while it relates to Jaguar's other new cars, particularly the XK. Inside, the idea was to capture the spirit, if not the detail, of the earlier cars as well. While the cockpit is entirely modern in look and feel, the choice of a shift lever (or joystick) instead of the round dial selector found in other Jags, as well as the shape and location of the knobs and toggles along the centre stack, were all chosen to give an impression of mechanical simplicity--despite the advanced electronics they control. The interior, like the rest of the car, is also extensively customisable. While the design is exquisite, somehow quintessentially Jaguar yet also new and modern, how does the package that design's wrapped around stack up? The answer: Fairly well--though there are a few issues.Trunk space, for one, is minimal. Even apart from the space stolen by design to stow the Z-fold soft top, the floor of the trunk is quite high, and the suspension towers intrude at the sides. The result is a space that's barely suitable even for smaller bags, and not deep enough to contain much in the way of a real suitcase--a potential issue for those wanting a weekend getaway car.The cockpit, too, is a bit short on space. In a car with a footprint 6 per cent larger than the 911--which offers a backseat and a reasonable front trunk--you'd expect ample leg room. Not so. In fact, the shortage of leg room requires a more vertical seating position (at least for taller drivers) than is truly comfortable, as the seatback runs into the rear bulkhead.For passengers, it's worse, as the floorboard doesn't extend as far forward as it does for the driver's pedals. Knee room is tight, as well, making for a bit of discomfort for long-legged drivers (like myself) on longer drives. The rest of the cockpit, however, is as spacious as it should be--shoulder, hip, and headroom are good.The seats, in particular the upgraded leather-wrapped sport seats, are fantastic. Adjustable side bolsters and lumbar support make for a highly tunable seating position, from relaxed and cruising to snug and sporty.The biggest issue with the F-Type, for some, will be the lack of a manual transmission. The eight-speed Quickshift transmission in the F-Type is a rather athletic take on the slushbox concept, with quickened shifts and a 100-per cent lockup that skips the torque converter once out of first gear. But it's clearly not a manual--and not a dual-clutch either.The Quickshift's actual gear changes are quick, indeed--on the order of dual-clutch quick--but there's a lag between driver request (via paddle or centre console joystick) and transmission action. It's a noticeable lag, even in Dynamic Mode.In some cases, the transmission simply doesn't respond, perhaps thinking better of your ill-informed manual shift point. Whatever it is, it's a touch balky and difficult to use in manual mode. Fortunately, it's quite good in fully automatic mode.So good, in fact, in Dynamic Mode, that you're unlikely to wring anything more from the car shifting on your own except frustration. When left to its own devices, the Quickshift in the F-Type downshifts intelligently, upshifts quickly, and avoids interfering in corners thanks to its Corner Recognition software.The question I started out with--the question that remained with me through much of the day and a half driving the 2014 F-Type--is whether the car can truly be called a sports car. The answer, raw and subjective as it is: it can. It's not a minimalist, pure execution of the theme, but it's a sports car. A luxurious, (mostly) comfortable, beautiful, powerful sports car. And that sound. Oh, the sound.www.motorauthority.com