2013 Jaguar Xkr-s Base Coupe 2-door 5.0l on 2040-cars

Auto blog

2018 Jaguar F-Type 2.0T First Drive Review | Less soulful, still sexy

Jaguar is eager to promote its Ingenium turbocharged inline-four as a legitimate object of performance desire, and what better way to do so than drop it into its most desirous car? The 2018 Jaguar F-Type Coupe to this point has featured six- and eight-cylinder engines, all supercharged, but this is the first time that the other type of forced induction has made its way under the F-Type's long, sculpted hood. The new pairing looks pretty good on paper. The 2.0-liter engine's 295 pound-feet of torque is available from 1,500 to 4,500 RPM. It makes 296 horsepower at 5,500 RPM, 44 horsepower shy of the blown V6 model, but weighs 117 pounds less. That's enough to motivate the 3,360-pound F-Type to 60 mph in the mid-5-second range, only 0.3 seconds behind said V6. The 2.0-liter is also a lot cheaper – $8,100 less than a bare-bones V6. That'll probably make the decision for a lot of folks, dropping the base F-Type into a whole 'nother class of sporty two-seaters. I'll posit, however, that the F-Type isn't a raw numbers car. It's a passionate thing that appeals to an emotional part of our brain. Just look at it! The coupe we tested, in Fuji White, was fresh as a mountain stream despite the platform's age. The sheetmetal is, quite simply, most of the appeal. Even the base wheels, 18-inch, 10-spoke alloys, look phenomenal. And since the F-Type 2.0 is sexy, undeniably quick enough to back up its sporting looks, and a significant price savings over a V6, it's almost a killer app. If only the little Ingenium turbo-four was as passionate as the F-Type itself. It's a workaday unit, coarse and gruff. After all, it sees duty in just about everything else Jaguar-Land Rover makes, from the lowly Discovery Sport to the big XJ. Its clattery four-cylinder noises and thrashiness don't jibe with the premium sports-touring vibe the rest of the car exudes. We've gotten used to, if not come to universally love, four-cylinder pony cars like the Mustang and Camaro, but the divergence in character between car and powerplant here is vast. It does the job, sure, but you enjoy the F-Type in spite of its engine, rather than because of it. Low-speed tractability issues don't help things any, whether the engine's charms are important to you or not. An odd combination of boost, driveline shunt, or transmission confusion make low-speed maneuvering jerky, regardless of drive mode. Putz around a mall parking lot or sit in traffic for a few minutes, and it'll be clear what I'm on about.

Jaguar F-Type Coupe spotted testing

The automotive world has been hot on fire with the Jaguar F-Type of late. We're still recovering from the excitement of driving Jaguar's new sports car for the first time, and recently we had a predictive look at a coupe version. As it turns out, those 'patent sketches' were just a warm up for the real deal F-Type Coupe, as this brand new set of spy images proves out.
Word from our shooter is that security around the F coupe was and is really tight. The photographer had to hide in the cargo area of his clandestine SUV, just to catch these few, not-perfectly-clear images (that odd color your see is window tint). Still, the photos are good enough to see that the rakish silhouette of the hardtop is going to do justice to the convertible. In fact, the new top seems to flow quite perfectly into the car's rear haunches.
Expect that the F-Type Coupe will share an engine lineup with the roadster, meaning both a naturally aspirated and a supercharged V6, as well as a V8 option. Hot R and R-S versions of the Jaguar coupe are a virtual lock, too, though how far down the product pipeline they are is unclear.

2017 Jaguar F-Type SVR is a very fast, very angry kitty

Well, Jaguar has gone and done it. The British marque hit the perfect sweet spot with its newest F-Type, the range-topping SVR, landing squarely in a price/performance segment its butt-engined rivals from Stuttgart aren't playing in. Confirming our previous reports, the new SVR will debut at the 2016 Geneva Motor Show with the latest version of Jaguar Land Rover's 5.0-liter, supercharged V8. With some fettling by the team at JLR's Special Vehicle Operations, the engine has been boosted to 575 horsepower, 25 more than F-Type R. Torque is up from 501 pound-feet to 516 pound-feet, while the 0-60 time has dropped from 3.9 to just 3.5 seconds. And yes, 200 miles per hour is possible with the hardtop – the convertible will only do 195. That means you'll be getting more power, more torque, a quicker run to 60, and a higher top speed than an all-wheel-drive Porsche 911 GTS, but for just $5,000 more, a figure that's quickly erased by Porsche's insane options catalog. The Jag can't stand up to the 0-60 performance of 540-hp, 2.9-second 911 Turbo or the high speed of the 205-mph Turbo S, but with prices for the SVR Coupe starting at just $126,945 ($129,795 for the droptop), it's going to cost anywhere from $33,000 to $62,000 less than the Carreras. With only modest increases in output, it's pretty clear SVO made some bigger changes to score an extra 14 mph on the high end and cut 0.4 seconds off the 0-60 time. At its most basic level, the SVR is 55 pounds lighter than the F-Type R, thanks in large part to the new Inconel titanium exhaust, which cuts 35 pounds of fat (and makes for a more sinister note, we're told). Tack on the optional carbon-ceramic brakes, along with a few carbon-fiber accents, and the overall savings sits around 110 pounds. JLR is also promising faster performance from the eight-speed ZF automatic transmission, which still sends its power to all four wheels. Speaking of which, the new 20-inch forged aluminum alloys are shod in wider Pirelli PZero – 265s in front and 305s in the back, compared to 255/295 on the R model. There is also the usual array of aesthetic and aerodynamic changes. You can check out the more aggressive body work in the full gallery, but know the changes contribute to improved cooling and cut the coefficients of drag and lift by up to 7.5 and 45 percent, respectively, when the adjustable rear wing is in its aerodynamic down position, and 2.5 and 15 percent with the wing up.