Jaguar XFR-S: first impressions
Ultimate road performance is the notion behind the R-S tag, and this latest XF certainly promises that. It's broadly an XFR, which already has a supercharger on its 5.0-litre V8 engine to give it a healthy 510hp, but with an extra 40hp and an exaggeration of all that makes it a pace-focused plaything while retaining a semblance of civility.
The suspension is twice as stiff as a regular XF's, compared with an already-hefty 40% stiffer in the XFR, and the massive carbonfibre rear wing reduces aerodynamic lift by 68%. (You can have a more discreet lip spoiler if you prefer, but you'll pay the same.) A deeper front apron with prominent vertical blades and enlarged lower intake, and sill covers flared out towards the rear, further help the airflow.
Huge, widened 20in wheels wear bespoke Pirelli P Zero tyres 265/35 front section and 295/30 rear, and the eight-speed ZF automatic gearbox gets a 'Quickshift' function which automatically blips-up the engine revs on a downshift, much as a double-clutch gearbox does. All told, this is a tautly drawn, menacing-looking machine, made more so by its lack of chrome or bright-metal embellishment. It looks especially good in solid French Racing Blue. Jaguar's ETO (Engineered To Order) division handled the project.
The suspension is twice as stiff as a regular XF's, compared with an already-hefty 40% stiffer in the XFR, and the massive carbonfibre rear wing reduces aerodynamic lift by 68%. (You can have a more discreet lip spoiler if you prefer, but you'll pay the same.) A deeper front apron with prominent vertical blades and enlarged lower intake, and sill covers flared out towards the rear, further help the airflow.
Huge, widened 20in wheels wear bespoke Pirelli P Zero tyres 265/35 front section and 295/30 rear, and the eight-speed ZF automatic gearbox gets a 'Quickshift' function which automatically blips-up the engine revs on a downshift, much as a double-clutch gearbox does. All told, this is a tautly drawn, menacing-looking machine, made more so by its lack of chrome or bright-metal embellishment. It looks especially good in solid French Racing Blue. Jaguar's ETO (Engineered To Order) division handled the project.
Jaguar XFR-S: performance
The XFR seemed rapid enough for most tastes, with a 4.9-second 0-62mph time and a top speed of 155mph, with every impression of more to come had the electronic limiter not intervened. But upping the power from 510hp to 550, and peak torque from 461lb ft to 502, knocks 0.3s off the 0-62mph time (now 4.6 seconds), and the combination of extra urge and revised aerodynamics allows the top speed to touch a heady 186mph.
Like its co-debutante in Jaguar's R range, the XJR, it could theoretically touch 200mph with no limiter, but aerodynamic lift (despite that wing) renders it unwise. And creating another aerodynamic package, with proper downforce, would play havoc with the CO2 figures. Not that this would be a major consideration to the buyer of a car like an XFR-S.
Like its co-debutante in Jaguar's R range, the XJR, it could theoretically touch 200mph with no limiter, but aerodynamic lift (despite that wing) renders it unwise. And creating another aerodynamic package, with proper downforce, would play havoc with the CO2 figures. Not that this would be a major consideration to the buyer of a car like an XFR-S.
There's a smooth, deep hum when you're ambling
The extra engine energy comes from allowing the supercharged, 5.0-litre V8 with twin intercoolers to run in the way it naturally wants to, without electronic intervention to rein it in. In the XFR, the torque curve has its peak artificially levelled off, but here it assumes its naturally mountainous shape from which also comes the boost in peak power. Removal of the intermediate exhaust silencers also liberates extra horsepower, plus a healthy dose of potent sound effects.
These are a big part of the XFR-S's character, just as they are in the slightly outrageous F-type V8's soundprint. There's a smooth, deep hum when you're ambling, but as soon as you feed in some power there's a hard-edged bellow with a proper musclecar's beating crackle, changing to a litany of fluffs and mild explosions when you back off. The ease with which you can consume roads and snatch overtaking opportunities is almost dangerously addictive, so while the XFR-S can cruise with effortless refinement you sense its seeming frustration at being so underused.
Its eight-speed gearbox manages to be in the right ratio all the time in automatic mode, whatever your driving style, although the snappier Sport setting with its tendency to hang onto lower ratios is seldom needed on the road unless you have a whole mountain pass to yourself. In manual mode it shifts quickly and decisively via the paddle-shifters, and the downshift throttle-blips are particularly pleasing (they happen in Sport auto too), but annoyingly the 'box will kick down automatically on a large, sudden depression of the accelerator even in this mode. If you've chosen the manual setting, it shouldn't really do that.
These are a big part of the XFR-S's character, just as they are in the slightly outrageous F-type V8's soundprint. There's a smooth, deep hum when you're ambling, but as soon as you feed in some power there's a hard-edged bellow with a proper musclecar's beating crackle, changing to a litany of fluffs and mild explosions when you back off. The ease with which you can consume roads and snatch overtaking opportunities is almost dangerously addictive, so while the XFR-S can cruise with effortless refinement you sense its seeming frustration at being so underused.
Its eight-speed gearbox manages to be in the right ratio all the time in automatic mode, whatever your driving style, although the snappier Sport setting with its tendency to hang onto lower ratios is seldom needed on the road unless you have a whole mountain pass to yourself. In manual mode it shifts quickly and decisively via the paddle-shifters, and the downshift throttle-blips are particularly pleasing (they happen in Sport auto too), but annoyingly the 'box will kick down automatically on a large, sudden depression of the accelerator even in this mode. If you've chosen the manual setting, it shouldn't really do that.
Jaguar XFR-S: ride and handling
Along with those stiffer springs, and adaptive dampers recalibrated to suit, the XFR-S gets new, stronger front suspension uprights for a crisper steering response, and a revised rear subframe. Both result in a small increase in the wheels' negative camber, again improving responsiveness.
On track the XFR-S is nothing short of brilliant
On the road, this fastest XF feels firm, positive and very easy to place in a bend, responding precisely and very quickly to your inputs without ever seeming nervous. The downside comes over lumpy, uneven road surfaces where the stiff suspension can make the ride choppy although these firm, terrain-following movements remain impeccably damped. Dynamic mode stiffens the dampers' operating range, and you really won't want to use it on anything but smooth roads.
On a track, such as the twisting, hilly, highly technical Ridge Motorsports Park near the press launch's Seattle base, the XFR-S is nothing short of brilliant. You can brake hard without fear of fade, you can pile into a corner and clip the apex at precisely the right point, you can power out with a controlled flood of torque and hang the tail out with complete confidence. The stability system's Track mode is happy to let you do just that, reining you in before things get too out of hand if you haven't managed to do so yourself, and the Jaguar just hunkers down and flicks through twists as though half its weight, the electronic differential's ability to channel optimum torque to the driving wheel better able to use it ensuring terrific traction.
All the while the gearbox is your friend, always holding its gear through a corner so you have no destabilising upshifts to worry about, always ready with the lower gear when you're ready to pile on the power because it has already downshifted before the bend. You could do it all manually, of course, but it's doubtful you'd do a better job.
On a track, such as the twisting, hilly, highly technical Ridge Motorsports Park near the press launch's Seattle base, the XFR-S is nothing short of brilliant. You can brake hard without fear of fade, you can pile into a corner and clip the apex at precisely the right point, you can power out with a controlled flood of torque and hang the tail out with complete confidence. The stability system's Track mode is happy to let you do just that, reining you in before things get too out of hand if you haven't managed to do so yourself, and the Jaguar just hunkers down and flicks through twists as though half its weight, the electronic differential's ability to channel optimum torque to the driving wheel better able to use it ensuring terrific traction.
All the while the gearbox is your friend, always holding its gear through a corner so you have no destabilising upshifts to worry about, always ready with the lower gear when you're ready to pile on the power because it has already downshifted before the bend. You could do it all manually, of course, but it's doubtful you'd do a better job.
Jaguar XFR-S: interior
Inside, things are much as in the XFR – a dark ambience and a pair of very supportive front seats – but here we also find that unlikely substance: leather treated to look like carbonfibre. This appears on the armrests and the seat facings. Coloured stitching appears on the seat edges and the more conventional leather of the dashboard top and central armrest, while the dashboard's vertical surfaces (including those intriguing disappearing XF air vents) are of diagonally etched dark aluminium. R-S logos appear on seats and facia.
The instruments are clear and classy – they're real, as opposed to the TFT renderings in the XJ cars – but the sat-nav in our US-market test car looked as though it belonged to a previous generation. There's also a very fine Meridian sound system.
The instruments are clear and classy – they're real, as opposed to the TFT renderings in the XJ cars – but the sat-nav in our US-market test car looked as though it belonged to a previous generation. There's also a very fine Meridian sound system.
Jaguar XFR-S: economy and safety
You don't buy an XFR-S to save on fuel bills, so the official 24.4 combined-cycle mpg and 270g/km CO2 – no doubt taking full advantage of the ultra-long-legged eighth gear – might not worry you too much. That the real-world fuel consumption is likely to be a lot heavier might, although it's interesting that these official figures are identical to those of the new XJR (same powertrain, bigger body, slightly lower weight thanks to its aluminium body). At least there's an effective stop-start system. The full gamut of expected safety gear is present, too.
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