Tailored by Ian Callum and powered by a supercharged-intercooled 510-horsepower four-cam V8, Jaguar’s elegant coupe is a Sledgehammer in a bespoke suit!
Enthusiasts committed to spending between $100,000 and $150,000 for a luxury-performance coupe, have serious choices available. Some are more luxury, like the M-B CL coupe while others, like the Audi R8 and Porsche 911 Turbo, are seriously bulked up on steroids. Compared with some of the high-zoot speedsters being touted to big spenders lusting for bragging rights, Jaguar’s XKR coupe, photos above and below being tested, and flanked by Archie Urciuoli's E & C-Type Jags, represents one of the sexiest and overall best-performing and priced choices one can make.
A close competitor, even though it’s a hardtop coupe-convertible, is the Mercedes Benz SL63 AMG, priced at some $40,000 more. Both cars deliver similar acceleration, with the SL63 being a tad bit quicker from 0 to 60 mph (4.4 vs. 4.6 seconds), but the SL’s numbers are accompanied by sounds from Wagner’s Ride of the Valkyries! The Jaguar XKR’s exhaust note is healthy, especially over 3,500 rpm, but can’t match M-B’s four-wheeled “boom box.” Standard equipment on the XKR is an “active” exhaust system with valves opening at higher speeds for a freer flow and slightly throaty sounds, primarily outside the car. Jaguar doesn’t let you forget that the refined XKR is a proper British GT!
The actual performance of 500-plus horsepower vehicles always varies depending on individual car and driver ability. Plus track conditions, track altitude, tires, etc. I’ve seen XKR 0 to 60 times in enthusiast auto publications as low as 4.0 seconds, and as high close to 5.0 seconds. Considering that an XKR coupe with fuel and driver weighs just over 4,000 pounds, this is impressive acceleration.
Even though the XKR is electronically limited at 155 mph, I’ve spoken with testers who have seen over 160 mph on the speedo. Altering the spark and fuel mapping of the Eaton supercharged and dual intercooled aluminum 5.0-liter DOHC V8, above, via re-programming (chipping) the engine management system, installing a smaller diameter supercharger drive pulley (increasing stock 10.6 psi boost) and swapping to a freer-flow, less restrictive exhaust system, can result in a solid ten percent horsepower increase. With that kind of power you could expect closer to sub-4.0-second 0 to 60s, high 11-second quarter-mile times and a top end (with suitable tires) of over 180 mph. Not too shabby for a truly luxurious GT.
After I put some 500 miles on the XKR including 75-85 mph runs to and from Palm Beach International Raceway (PBIR), I turned the Liquid Silver coupe’s key fob over to Sarasota Café Racer Archie Urciuoli, right. A member of the Road Racing Drivers Club (RRDC), Archie first started racing a Jag XK-140MC in SCCA’s New England Region in the 1950s and graduated to E-Types in the 1960s. Between 1990 and 1996, he raced a D-Type. He currently owns an E-Type coupe and an alloy-bodied replica C-Type racer and drives a Ford GT-40 and a Lola T70 Spyder in historic racing events. We spent an afternoon with Archie at the wheel putting the coupe through its paces, more than occasionally tickling the quad-cam engine’s redline.
“I’ve been a big fan of Jaguar Design Director Ian Callum’s work at Aston Martin and he’s done a wonderful job styling the XKR, especially the coupe. Its E-Type coupe DNA, especially obvious when viewing the XKR from a rear three-quarter angle, above, complements its modern sensuous lines,” said Archie.
“Cockpit design is elegant and ergonomics are first class. Lots of high-quality leather and wood trim and the seats are firm and comfortable. Things I would expect in a Jaguar with an MSRP of $102,000. Base price is $96,125 and the test car had $5,000 worth of 20-inch Nevis wheels.”
The XKR is really at home on the open road and Florida has some decent speed limits on its highways making testing easy. The XKR carries an EPA city/highway rating of 15/22 mpg and we averaged around 18 mpg of Premium fuel. Don’t expect more than 12 mpg if you’re going to engage in full throttle stoplight sprints!
With a four-wheel-independent suspended (mostly) aluminum platform with electronically adjustable shocks, built in understeer and a very sophisticated electronic differential that monitors wheel input and tire slip, the XKR is a very serious high-performance road car. Its platform comes standard with a full range of high-tech dynamic systems: Stability Control, Cornering Brake Control, Understeer Control, Traction Control, Engine Drag Torque Control and Active Differential Control. ZF builds the sequential shift six-speed automatic that offers well-placed paddle shifters and a sport mode.
“I was taken back by the 510 horsepower direct-injected, supercharged and dual intercooled 32-valve V8’s phenomenal throttle response and smooth, linear power curve. Maximum torque, 461 pound-feet, is on tap between 2,500 and 5,000 rpm. Acceleration is outstanding between 60 and 90 mph, especially appreciated when passing slower vehicles on Florida’s many two-lane roads. The XKR gets you in and out safely and in a hurry. Handling qualities are balanced, the speed sensing variable rack & pinion steering should appeal to luxury car as well as GT buyers,” reported Archie.
“Being a racer I’m as concerned about braking power as well as horsepower. The XKR stops right now, thanks to 15-inch discs up front, above, and 14.8-inch rears. Plus, the 35-series optional 20-inch tires deliver a substantial footprint.”
“I love the XKR’s well balanced combination of ride, handling and performance, exactly what a GT should be. What I could do without is the goofy pop-up rotary shift selector, right, that may work on the flight deck of the Starship Enterprise, but has no place in a serious GT. It's counterintuitive. Real performance cars have stick shifts or multi-mode automatics with shift sticks and paddles.
It’s easy to fall in love with the XKR. But there are some nits to pick. Both Archie and I felt that the XKR’s exhaust note sounds good outside, but it needs less filtering (more grunt) on the inside. It would be nice if the driver could better connect with sounds generated by the free-revving supercharged engine and dual exhausts.
Like many cars, the in-dash navigation/sound system/HVAC screen takes some getting used to. You have to go back to the HOME page when you’re in one mode and want to deal with other features, like changing stations or comfort levels when in the Nav mode.
Then there’s the issue of available front seat adjustments. Tall, long-legged drivers will have a difficult time getting comfortable. Once you move the seat back as far as it will go, you cannot recline the seatback. If you do, the seat will automatically move closer to the wheel. That’s because of the close proximity of the rear seats. While the XKR is a two-plus-two, the second two is best reserved for two bags of groceries (or very small children). Rear legroom is almost non-existent. Archie had no problems finding a comfortable driving position; I did.
The XKR is an easy car to fall in love with. It has sexy lines, heritage and an interior with wall-to-wall real leather and wood trim. And it has the horsepower and torque to kick butt with élan!
For more information about 2011 Jaguar vehicles, please visit, http://www.jaguar.com/us/en/#/
To learn about the Road Racing Drivers Club (RRDC), check out, http://www.rrdc.org/