2010 Jaguar
XFR - Short Take Road Test A new 510-hp V-8 makes this
cat an M5-eater.
BY AARON
ROBINSON
Known lately for its sleepy,
leaping cats, Jaguar has taken its fangs off the nightstand and stuck
them back in. The sporty "R" designation gets pinned to the tail of the
pretty and still-pretty-new $52,000 XF, the mid-size sedan below the big
XJ. The result: 510 tech-infused horsepower and a price hike to
$80,000. The driving sophistication is high, and some test numbers we
managed to quickly extract during the XFR's introduction are 10 degrees
north of wow: 4.3 seconds to 60 mph, a quarter-mile pierced in 12.7
seconds at 115 mph. The M5 flinches.
Jaguar likes to
talk about root icons such as the shark-finned Le Mans D-types and the
blaze of XK120 headlights on the rain-swept Italian roads of the Mille
Miglia. Ah, cracking good stuff-buried under a manure pile of more
recent mediocrity. Arriving in late June, the 2010 XFR, like the
aluminum-bodied XKR coupe, which also receives the supercharged,
5.0-liter direct-injection V-8, is a solid start at redemption. In this
video by "Top Gear" you'll see why the Jaguar XFR Dominates the BMW
M5.
Jaguar calls its
smooth new roar maker the AJ-V8 R Gen III. The head bolts and valve
tappets of the 5.0 are all that carry over from the previous 4.2-liter
(which remains the XF's base U.S. engine; a naturally aspirated, 385-hp
5.0-liter is in the middle model; the supercharged 4.2 is gone). The
more compact aluminum block and heads are new, as is the eerily
whine-free Eaton Gen 6 supercharger also found in the Corvette ZR1. The
injector takes the spark plug's usual position at top center, spraying
down into a cupped piston that partially reflects the charge back toward
the plug, just to the injector's side. Minimized emissions and better
volumetric efficiency-which means power-are the motivation, says
Jag.
Downstream, Jaguar redesigned the steel rear
subframe and spread wider the differential mounts in anticipation of 461
pound-feet of torque. A name-brand transmission favored by BMW is
locked and loaded. In sport mode or under manual paddle control, the ZF
six-speed ticks off nearly instant upshifts with barely a stutter.
Cementing the traction is an electronic differential
that shuttles between open and full lock by varying electric motor
torque on a ball-ramp assembly that squeezes clutch plates. Besides the
big muscle, extra-sticky launch traction gets the credit for the XFR's
blazing quarter-miles.
The spring rates stiffen by a
third, and with Bilstein electronically varying shocks and larger
anti-roll bars, the body is locked in rigid horizontalness through the
switchbacks. Does Jaguar suddenly best BMW's best?
With its 20-inch wheels, the XFR is a hot number,
its squarer jaw and extra mesh-screened ducts setting it apart. The
progressive throttle tune is a triumph, and the grip from fat, Y-rated
Dunlop SportMaxx tires makes it reliable. However, old thinking remains
in the insulated steering and a nervous stability control. An
intermediate "Trac DSC" mode allows more wiggle and screech, but it cuts
in early and takes too long to butt out again. Drivers can shut it off,
but any safety net goes with it.
M5 owners blog
about such stuff. Do Jaguar buyers care? Jaguar needs the XFR to be
unimpeachable-it's tantalizingly close-if it hopes to leap to the next
page.
