2015 Jaguar F-Type R Coupe – Salavation Road (Part 2)

2015 Jaguar F-Type R Coupe – Salavation Road (Part 2)

F-Type R Coupe Is A Mouth-Watering Addition To An Improving Model Lineup

From the first time toes touch throttle, it's apparent the R coupe is a fierce, feisty beast. If it wasn't for the supercharged V8's superbly linear power delivery and its driver aids, it would be a handful to whip around a technical circuit like the 2.8-mile-long Catalunya.

The 3,000-rpm-wide plateau in the torque graph manifests itself as a seamless surge, as the V8 rumble from the R's signa-ture quad tailpipes turns to raucous roar. The car's transmission is the same ZF-made Quickshift eight-speed automatic as in all other F-Type variants, recalibrated for the more powerful V8's altered charac-teristics. With dynamic mode selected for snappier shifts and more revs in each ratio, the eight-speed is a superb auto. As Jag has it calibrated, it feels more like a good double-clutch transmission than something with a torque converter—mainly because after getting moving, the torque converter becomes practically redundant. Its lock-up clutch stays closed even for gearshifts, so there's never any sensation of slip or slur. The Quickshift's R coupe-specific software does a great job deciding when and where to change gears. Those seeking greater driver involvement will inevitably use the steering wheel-mounted paddle shifters or, less likely, the selector lever to change gears. Manual shifts are quick and firm.

The eight-speed Quickshift automatic transmission

Other R coupe software, including that controlling the Adaptive Dynamics sys-tem's active dampers, is revised to take account of the stiffer-than-S convertible suspension. The sensation from the driver's seat is a car eager and able to make swift, precise course changes. The steering is fluid, evenly weighted and accurate. The chassis balance is always evident in its adjustability. The Jag can be made to un-dersteer a little, oversteer a lot or do any-thing in between. The R coupe's standard brakes are Jaguar's best metal discs; the Super Performance system's calipers can be had in either red or black finish. Drivers who regularly need to stop hard from 150 mph will find the optional $10,000 carbon-ceramic brake system worth every penny.

Lapping the Spanish circuit quickly and smoothly demands judicious management of the Jaguar's torque-rich engine—even with the car's great braking, steering and handling basics. Short-shifting proves a good tactic through some turns to reduce rear-end slippage, thus increasing mid-corner stability. Comer exits always demand discretion. But get into the area where the electronic differential does its thing, as the car edges into power-on oversteer, and the R coupe feels brilliant.

If you keep the traction/stability control in Normal,
the nannies can virtually bring the whole party to a halt.

Still, it's hard to ignore the suspicion that an F-Type coupe without such an outrageous excess of slip-inducing torque might actually be a sweeter, if slightly slower, way around a track. Or a more accessible way to enjoy a winding country road or mountain pass.

It would certainly be a more economical route. When Jaguar's new hardtop hero arrives in the USA—first sales scheduled for June—the $99,000 R coupe is the only member of the three-model lineup more expensive than the equivalent F-Type con-vertible, the $92,000 S V8. In contrast, both the V6 versions of the F-Type coupe are $4,000 less than a convertible with exactly the same supercharged 3.0-liter engines.

The $65,000 coupe's V6 delivers 335 hp and 332 lb-ft, while the $77,000 S coupe's produces 375 hp and 339 lb-ft. Those pricy carbon-ceramic brakes are also optional on the S coupe. A fixed panoramic glass roof is optional on all coupe models. It does not, according to Jaguar engineers, reduce the car's torsional stiffness one little bit.

With the F-Type coupe, Jaguar has taken another stride toward salvation. It's a car with a clear spiritual line of descent from the company's now long-ago golden-age beauties and a crucial addition to an increasingly cohesive, persuasive portfolio.

But this car does more than simply help revive a reputation for beauty and desirability. With the R version, Jag engineers have also proven they have technical-inno-vation and vehicle-integration skills equal to, or better than, other glory brands.

The prettier and more practical coupe also happens to be a better F-Type, and Jaguar expects the hardtop to eventually make up around 60 percent of the global sales mix. This is the very least this fair and fine new feline deserves