1989 Jaguar Xjs Base Coupe 2-door 5.3l on 2040-cars

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Is the Jaguar XFR-S really worth $17k more than the XFR? [w/poll]

Adding performance to a car is rarely cheap - whether you're looking to do it yourself or rely on the factory to do it for you. In the case of the new Jaguar XFR-S, the cost differential over an already-impressive (and somewhat expensive) XFR is a stout $16,800. Auto Express recently got a hold of both cars to see whether that price pays off on the track.
For that price, Jaguar gives the XFR-S an extra 40 horsepower and 41 pound-feet of torque - for a total of 550 hp and 502 lb-ft - to go with a stiffer suspension, beefed-up differential and, of course, meaner styling. We don't want to ruin the results of the AE video, but right off the bat, the host says that you can feel the extra power of the XFR-S, but that it's not a "night-and-day difference."
Scroll down to see what happens when two high-powered Jags go head-to-head on a track. And then be sure to let us know whether or not you think the added money is worth it for the XFR-S in the completely informal poll below.

Jaguar to expand Jaguar XKR-S GT production run?

According to a report in Autocar, demand for the Jaguar XKR-S GT is such that the English company could nearly double production from 30 to 50 cars. Such inflation can often incense those have already put deposits down, worried that they've both been lied to about the potentially diminished values of their cars, but Jaguar has made the announcement barely a day after the XKR-S GT was revealed and 50 still isn't that many vehicles.
Nothing in the Autocar report indicates the additional examples will not come to America, making the 500-horsepower superfast coupe a treat we can still call all our own. Jaguar didn't add horsepower but instead honed other aspects of the car to produce a GT that can lap the 'Ring nearly as quickly as a Ferrari 458 Italia, and the world should be the beneficiary, the company's brand director saying, "The real beauty of this project has been that it has extended our understanding of the elements involved in making a car go so fast, and that will feed back into all our road car programs." Sounds good to us.

Hey wait, not everyone hates the diesel engine in our 2017 Jaguar XE

My friend Joel doesn't seem to care for the turbocharged 2.0-liter diesel engine in our long-term 2017 Jaguar XE 20d. That's fine. He's entitled to his opinion. But he does not speak for the entire Autoblog staff. I, for one, am a big fan of this oil burner. I said so months ago after I returned from a 2,000-mile road trip. The intervening months have done nothing to sway my opinion. It's smooth, efficient, and all the engine you need in a non-performance application. It may not have the raw power or full range torque of the XE's gasoline engines, but it's a fine fit in this car. Not everyone who buys a sports sedan like the XE or BMW 3 Series does so because they want a sharp canyon carver. Some just want a handsome car that will get them from point A to B in relative comfort. The Jaguar XE diesel does just that, and it does so while achieving some pretty astounding fuel economy numbers. We met the 30 mpg city rating and eclipsed the 40 mpg highway rating with ease. It's not like the XE diesel is slow. Sure, a 0-60 mph time of 7.5 seconds isn't blistering, but it's far from what anyone should consider slow or lethargic. That time is right on par with the BMW 328d. Sure, it runs out of breath at peak revs, but so does every other diesel. If you care about wringing it out, buy a gas version. By Joel's own admission, the engine's 180 horsepower and 318 pound-feet of torque are available when needed for highway passing or city driving. That's all most people really need. So what if it falls on its face at high revs. I will concede that this isn't the most refined diesel on the market. At idle, it shimmies like an unbalanced washing machine. Jaguar has tuned a lot of that out, but it isn't nearly as calm as the competition (though it's miles better than diesels of old). It revs quickly for a diesel, but the exhaust note is one to forget. The engine sounds like a muffled foghorn mixed with a jar of nails. Not good. Once you get moving, it settles down. Highway cruising is a breeze. You forget you have a compression ignition engine under the hood. Even around town, turn the radio on and you'll be fine. Joel is right about the ride and handling totally outclassing the diesel engine. The car is comfortable on highways and city streets but sharpens up on a curvy backroad. The steering and suspension communicate to the driver what the car is doing at all times. The brakes inspire confidence with a firm pedal and sharp bite.