07 Jaguar XKR - Edmunds & TCC Reviews(Update-Supercat on prowl)
09-07-06, 06:58 PM
#1
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07 Jaguar XKR - Edmunds & TCC Reviews(Update-Supercat on prowl)
First Impressions:
The XKR is a proper Jaguar and a genuine challenge to German hegemony.
* Supercharged 4.2-liter V8
* Six-speed automatic gearbox
* Zero to 60 mph in 4.9 seconds
* CATS electronic damping
The XKR is a proper Jaguar and a genuine challenge to German hegemony.
* Supercharged 4.2-liter V8
* Six-speed automatic gearbox
* Zero to 60 mph in 4.9 seconds
* CATS electronic damping
Like too many Jaguars of the past 30 years, the old XKR relied on charisma to cover its crudity. Although it dressed in modern designer clothes, its chassis had been conceived in the time of **** Nixon. And while its style appealed to a baby-boomer generation that had grown up lusting after the Jaguar E-Type, it was never a threat to the German sport coupe hegemony.
The new car, though, is different. Developed alongside the standard XK — Jaguar's first all-new coupe in three decades — it combines feline beauty with a thoroughly modern driving experience. It is billed as an XK "plus 30 percent" and rivals the BMW M6, Mercedes-Benz SL55 AMG and Porsche 911.
Last month, Inside Line was given an exclusive insight into the new car with the XKR's chief program engineer, Russ Varney. Now, for the first time, they've handed over the keys to a right-hand-drive XKR.
A cat with claws
For some Jaguar enthusiasts, the XKR's overt aesthetics will come as something of a shock. While the old XKR was graceful but largely anonymous, the new car makes no secret of its sporting intent. There are some potent identifiers, such as the aluminum "power vent" behind the front wheel arches, the "R" brake calipers and the quad tailpipes. Much of this jewelry belies designer Ian Callum's eye for detail. Note the mesh grille, the new front foglights and the lovely hood louvers embossed with the word "supercharged." In coupe form, this rear-drive Jaguar looks like a car priced from $86,500 (the convertible starts at $92,500).
Callum has also seen fit to enliven the interior with some "R" accessories. The new aluminum "weave" trim looks much better than it sounds, and the primary controls are now labeled with "R" badges. The heavily bolstered sport seats are also unique to the XKR, but the overall ambience is still disappointingly downmarket. The cabin lacks a sense of occasion and there's evidence of cost-cutting in some of the plastics.
Anyone looking for a practical alternative should note that while the trunk is accommodating, the rear seats are all but useless.
The drivetrain
A button on the center console engages the starter motor and breathes life into Jaguar's familiar 4.2-liter V8. Varney and his team spent a long time honing the engine note. The prominent supercharger whine of the old car tended to polarize customer opinion, so it's recast in a supporting role. Taking the lead is a distinctive V8 rumble that crescendos nicely as the revs rise. It sounds good.
And it generates some impressive statistics. The introduction of twin air inlets and Variable Inlet Camshaft Timing have increased the power output of the supercharged 4196cc AJ-V8 to 420 horsepower, while the peak torque output grows to 413 pound-feet. This is 100 hp more than the naturally aspirated XK can muster, and 70 hp more than a Porsche 911 Carrera S. The XKR scampers from zero to 60 mph in a Porsche-matching 4.9 seconds and reaches 155 mph before an electronic limiter intervenes.
The torque output is the key to this car's character. The merest tickle of the throttle delivers a determined surge of acceleration. You tend to drive this car as you might a contemporary turbodiesel, relying on its flexibility and midrange urge to affect an overtake. Drivers used to the high-revving freneticism of a normally aspirated power plant will find themselves adjusting their style.
Praise should also be lavished on the six-speed ZF automatic transmission with driver-selectable programming. "Drive" offers a smooth compromise for everyday driving, while the "Sport" and sequential paddle-shift modes cater to the more committed. The latter, controlled by paddles on the steering wheel, is particularly effective, achieving rapid-fire shifts with impressive smoothness. This system is all but a match for Audi's brilliant DSG system, and a much more satisfactory solution than the single-clutch semiautomatic in the BMW M6.
Ride and handling
According to Jaguar's chassis guru, Mike Cross, the XKR is all about "accessible performance." Cross had sought to develop a car that's less overtly sporting than the 911 or BMW M6, but more focused than the Mercedes SL. To achieve the requisite mix, Jag has uprated the XK's spring rates by 38 percent at the front and 24 percent at the rear. The steering and CATS electronic damping have been retuned and a rear suspension brace has been added to stiffen the structure. Nineteen-inch alloy wheels are standard, but our car rode on the optional 20-inch rims that are likely to be chosen by most customers.
Cross and his team have got the balance about right. At low speeds, it's noticeably firmer than a standard XK, to the point where it occasionally feels fidgety, but it's not nearly as harsh as an M6. And there is an important trade-off in improved body control at higher velocities.
Where the old car occasionally felt crude and clumsy, the newcomer is poised and nimble. It's still not as agile as a 911 or an Aston Martin Vantage, and the steering lacks the ultimate communication of the Porsche, but the Jag is now an engaging back-road companion. You can attack a difficult section with fluency and confidence, rather than relying on a point-and-squirt technique. There's also no shortage of grip from the 255/35ZR20 front and 285/30ZR20 rear tires.
The brakes — a major bugbear of previous XKRs — are also much improved. Larger front discs — now 14 inches — are asked to stop a coupe that weighs 3,671 pounds, 154 pounds less than before. There is no doubting their stopping power, although enthusiasts would still value a firmer pedal response.
Jag's technical gurus are particularly proud of the Dynamic Stability Control program. There's a standard mode for everyday use and a new "Track DSC" mode that allows some slip before it reins in proceedings. The fully committed are also able to turn the system off completely.
Conclusion
The engineering team was commissioned to build a "sports GT for the real world" and it's a brief they've fulfilled admirably. This is a Jaguar that need not rely on character and old-world charm to seduce customers. Some Porsche drivers might still find it a little too soft for their tastes, but it's much easier to live with than an M6 and more exciting than an SL. The XKR could be just the car that Jaguar needs to kick-start a renaissance.
The new car, though, is different. Developed alongside the standard XK — Jaguar's first all-new coupe in three decades — it combines feline beauty with a thoroughly modern driving experience. It is billed as an XK "plus 30 percent" and rivals the BMW M6, Mercedes-Benz SL55 AMG and Porsche 911.
Last month, Inside Line was given an exclusive insight into the new car with the XKR's chief program engineer, Russ Varney. Now, for the first time, they've handed over the keys to a right-hand-drive XKR.
A cat with claws
For some Jaguar enthusiasts, the XKR's overt aesthetics will come as something of a shock. While the old XKR was graceful but largely anonymous, the new car makes no secret of its sporting intent. There are some potent identifiers, such as the aluminum "power vent" behind the front wheel arches, the "R" brake calipers and the quad tailpipes. Much of this jewelry belies designer Ian Callum's eye for detail. Note the mesh grille, the new front foglights and the lovely hood louvers embossed with the word "supercharged." In coupe form, this rear-drive Jaguar looks like a car priced from $86,500 (the convertible starts at $92,500).
Callum has also seen fit to enliven the interior with some "R" accessories. The new aluminum "weave" trim looks much better than it sounds, and the primary controls are now labeled with "R" badges. The heavily bolstered sport seats are also unique to the XKR, but the overall ambience is still disappointingly downmarket. The cabin lacks a sense of occasion and there's evidence of cost-cutting in some of the plastics.
Anyone looking for a practical alternative should note that while the trunk is accommodating, the rear seats are all but useless.
The drivetrain
A button on the center console engages the starter motor and breathes life into Jaguar's familiar 4.2-liter V8. Varney and his team spent a long time honing the engine note. The prominent supercharger whine of the old car tended to polarize customer opinion, so it's recast in a supporting role. Taking the lead is a distinctive V8 rumble that crescendos nicely as the revs rise. It sounds good.
And it generates some impressive statistics. The introduction of twin air inlets and Variable Inlet Camshaft Timing have increased the power output of the supercharged 4196cc AJ-V8 to 420 horsepower, while the peak torque output grows to 413 pound-feet. This is 100 hp more than the naturally aspirated XK can muster, and 70 hp more than a Porsche 911 Carrera S. The XKR scampers from zero to 60 mph in a Porsche-matching 4.9 seconds and reaches 155 mph before an electronic limiter intervenes.
The torque output is the key to this car's character. The merest tickle of the throttle delivers a determined surge of acceleration. You tend to drive this car as you might a contemporary turbodiesel, relying on its flexibility and midrange urge to affect an overtake. Drivers used to the high-revving freneticism of a normally aspirated power plant will find themselves adjusting their style.
Praise should also be lavished on the six-speed ZF automatic transmission with driver-selectable programming. "Drive" offers a smooth compromise for everyday driving, while the "Sport" and sequential paddle-shift modes cater to the more committed. The latter, controlled by paddles on the steering wheel, is particularly effective, achieving rapid-fire shifts with impressive smoothness. This system is all but a match for Audi's brilliant DSG system, and a much more satisfactory solution than the single-clutch semiautomatic in the BMW M6.
Ride and handling
According to Jaguar's chassis guru, Mike Cross, the XKR is all about "accessible performance." Cross had sought to develop a car that's less overtly sporting than the 911 or BMW M6, but more focused than the Mercedes SL. To achieve the requisite mix, Jag has uprated the XK's spring rates by 38 percent at the front and 24 percent at the rear. The steering and CATS electronic damping have been retuned and a rear suspension brace has been added to stiffen the structure. Nineteen-inch alloy wheels are standard, but our car rode on the optional 20-inch rims that are likely to be chosen by most customers.
Cross and his team have got the balance about right. At low speeds, it's noticeably firmer than a standard XK, to the point where it occasionally feels fidgety, but it's not nearly as harsh as an M6. And there is an important trade-off in improved body control at higher velocities.
Where the old car occasionally felt crude and clumsy, the newcomer is poised and nimble. It's still not as agile as a 911 or an Aston Martin Vantage, and the steering lacks the ultimate communication of the Porsche, but the Jag is now an engaging back-road companion. You can attack a difficult section with fluency and confidence, rather than relying on a point-and-squirt technique. There's also no shortage of grip from the 255/35ZR20 front and 285/30ZR20 rear tires.
The brakes — a major bugbear of previous XKRs — are also much improved. Larger front discs — now 14 inches — are asked to stop a coupe that weighs 3,671 pounds, 154 pounds less than before. There is no doubting their stopping power, although enthusiasts would still value a firmer pedal response.
Jag's technical gurus are particularly proud of the Dynamic Stability Control program. There's a standard mode for everyday use and a new "Track DSC" mode that allows some slip before it reins in proceedings. The fully committed are also able to turn the system off completely.
Conclusion
The engineering team was commissioned to build a "sports GT for the real world" and it's a brief they've fulfilled admirably. This is a Jaguar that need not rely on character and old-world charm to seduce customers. Some Porsche drivers might still find it a little too soft for their tastes, but it's much easier to live with than an M6 and more exciting than an SL. The XKR could be just the car that Jaguar needs to kick-start a renaissance.
09-12-06, 06:59 AM
#3
Super Moderator
TCC : 2007 Jaguar XKR
Yes, you can get more of a good thing.
by Bengt Halvorson (2006-09-11)
Looking purely at Jaguar's most recent vehicles, it would be easy to say that the brand is on a roll. Especially if you focus in on the lithe, luxurious XJ sedans and the new XK coupes and convertibles, Jaguars are, by a long shot, better than they've been in decades and arguably, the best ever. They're well built, with striking designs, and engineered as well as anything from Germany . But despite the wonderful products coming from the brand, with Ford's financial woes, and the reputation of Jaguar in recent years as a loss leader, there are rumblings that the brand faces an uncertain future. Despite that, they're doing everything but hanging on in quiet desperation.
Earlier this year, Jaguar introduced its all-new XK coupe and convertible. With a completely new chassis, including a lighter, stiffer, all-aluminum body, beautifully designed inside and out, with a uniquely British style, the new XK is a revelation among grand touring coupes.
While the new XK, thanks to its lighter weight, is already about as fast as the former XKR, it's been no secret all along that an even higher-performance, supercharged XKR version was on the way.
It's almost here. Set to arrive in dealerships beginning in October, the new XKR gets 120 more horsepower (40 percent more) than the XK, yet the 'R' tips the scales only slightly heavier than the XK and about 200 pounds lighter than the last-generation XKR. With 420 horsepower on tap for well under 3700 pounds for the coupe, the XKR has an impressive power-to-weight ratio that's actually 36 percent better than the standard XK. The Mercedes-Benz SL55 and M6, though they have more power, are also considerably heavier and it's not that big of a difference.
30 percent more of what counts
Conservatively, Jaguar marketers are calling the XKR the XK plus 30 percent.
Power comes from Jaguar's familiar aluminum DOHC V-8 with four valves per cylinder, but it's been specially tuned for the XKR - and of course, given the 'R', fitted with a supercharger. Intake valve timing is variable for the first time on the XKR.
Love it or hate it, that familiar supercharger whine underhood is an expected sideshow. But one of the first things you may notice after firing up the engine with the red, console-mounted start/stop button is that it's remarkably absent of blower sound. The same supercharged engine is also offered in the S-Type R and the XJR, but it sounds quite different in the XKR, more like a naturally aspirated engine. Jaguar engineers intentionally tuned out much of the whine; you only notice the 'blown' induction sound and supercharger whine at full throttle, or near it. In all, engineers say that peak supercharger noise has been reduced by five decibels versus the previous XKR. While intake noise is muted, the exhaust instead has been tuned beautifully, with a raucous, throaty V-8 sound at full rip. At idle it has the smooth character of a German V-8, but when being driven hard it has more the character of an Italian exotic crossed with an American muscle car. That great compromise between quiet cruising and raucous power delivery when driving fast was achieved through an Active Exhaust system, which alters the flow through the primary silencer depending on throttle position and revs.
No manual gearbox is available in the XKR, but that's okay. The ZF automatic is perhaps the fastest-shifting traditional automatic in any vehicle, with the capability of shifting in less than 0.6 seconds - 0.4 seconds faster than a typical automatic and 0.1 seconds faster than the best automated manual systems, according to Jaguar. The transmission essentially has three modes. In the normal 'D' position, there's more of an emphasis toward smoothness and everyday drivability, while in the 'S' sport mode, gears are held much longer and downshifts are more rapid - with an expertly timed throttle blip for downshifts. What's more, transmission logic is very attuned to vehicle dynamics, downshifting whenever needed for hills and sharp corners. If the transmission isn't doing quite what you want it to do - or if you just want to feel more like a race driver - you can do the shifting yourself via the great paddle system beside the steering wheel.
Quicker than Aston
Off the line, the XKR doesn't feel that much quicker than the XK - it's probably just a matter of traction, as it uses all it can get. But the XKR's acceleration is significantly improved versus the standard XK, and the difference between the two vehicles becomes more pronounced at high speeds. 0-60 is achieved in only 4.9 seconds - a full second faster than the 300-hp XK, and a hair faster than the new Aston Martin V8 Vantage - while the 50-70 time is increased 25 percent faster than the XK and the 60-90 time is 30 percent faster.
It gets even better out on a curvy road, though, which isn't always the case for a larger GT like the Jag. The lightning-quick throttle response and rapid-fire, throttle-blip downshifts, and the very satisfying sounds are the stuff of dreams on a curvy road, especially when just how comfortable you're kept in the process.
Taking a step back, it's beautiful - dare we say gorgeous - from any angle, as either a coupe or convertible, cleanly styled and not at all cluttered or overly flashy. Jaguar exercised restraint with the XKR, saying that its customers want subtle changes and an exclusive feeling that's neither too conservative nor too flamboyant. Differences on the XKR are limited to twin (functional) air intakes (they say 'supercharged'), aluminum mesh grilles in front, aluminum-trimmed side gills just behind the front wheels, additional aluminum trim in back, 'R' black brake calipers, a quad-tip exhaust and lower rear fascia, a unique 20-inch wheel option, and 'R' badging.
Inside, the XKR has some modest upgrades over the XK's already posh interior, including sport seats with more lateral support. 'R' badging is added throughout, but it's not overstated. There's also an aluminum-weave trim used that's unique to the XKR. Burl walnut or poplar woods are available as no-cost alternatives. Otherwise, there's a standard DVD navigation system and screen-driven interface for the sound system and climate control, among other things. The interface is extremely easy to navigate through, with a home button that instantly brings you back to the main menu if you want to access a feature quickly.
Versus the XK, the XKR gets considerable improvements to its brakes and suspension. Discs have 26 percent more braking surface, while cooling efficiency has been improved by 37 percent. The heftier brakes can haul the XKR down from 60 to zero in half the time it takes to accelerate back to 60. The spring rate is also significantly stiffer (by 38 percent in front and 26 percent in back), the rollbar is a millimeter thicker, and the dampers are 25 percent firmer all around. There's also a rear strut-tower brace that's been added to match the more aggressive setup.
Faster CATS
To match, the calibration for the CATS (Computer Active Technology Suspension) system - that switches the dampers between soft and firm - has been tweaked for better reflexes. Though the system's response time is the same, it's now more sensitive to inputs and more likely to switch from soft to firm sooner. It does a great job of keeping the ride smooth and supple yet firming up when the situation demands it.
The variable-ratio, electro-hydraulic Servotronic steering system has speed-sensitive variable assist and is fit for a surprisingly wide range of driving needs and conditions. The steering doesn't communicate the road surface much, if at all, but it does bring the best of both potential sides of the GT coin, with fingertip-light response in leisurely low-speed driving and also nice weighting and feedback when muscling through corners and cruising at high speed.
Unlike the former XKs, the stability control system is truly tuned for performance driving, allowing the tail to get just a slight bit out of line at low speeds before nudging it firmly back in place with the brakes. Turning the traction control completely off would be risky, but there's an in-between setting - accessed by holding down the stability control button for a short time - that allows a larger slip angle and a little more tail-out fun at low speeds.
Overall, the chassis is just so capable, and the electronics so good at keeping everything in check that the XKR feels like it could handle even more power. On our relatively empty test roads, in the Basque region of Spain, with plenty of variety between high-speed sweepers, small villages, and tight esses, it was extremely easy to get into a smooth driving rhythm, and we often don't realize just how fast we were driving until looking down at the speedometer. We clocked time in both a coupe and convertible, and the coupe, and found both of them very solid, stable, and quiet at triple-digit speeds. Even the convertible, with its triple-layer soft top up, was quiet enough inside for a normal conversation at about 90 mph, and the wind buffeting was nice enough with the top down to not require shouting at the same speed.
Whether to choose the coupe or the convertible may be your most daunting choice. The former XKR was split toward the convertible by 88 percent, though the coupe is expected to be considerably more popular this time. The new XK coupe has already been selling at a rate of 30 percent. Buyers are on to something; the coupe has some beautiful lines, especially from the back, but the convertible has its strengths, too - it's one of few drop-top models that still looks beautiful with the top up.
Our only minor gripes involved some subtle details inside the beautifully trimmed cabin. The seats, we thought, were comfortable, but cushions were short and they could have used much more lateral support to handle the formidable grip from the sticky Dunlop tires. The only other complaint also dealt with the seating position, as the top of the center console functions as an armrest, but it's a different height than the rather hard armrest built into the door. Major options include a Luxury Sports interior package, including softer-grain leather for the seats and door and dash trim.
There's actual room for stuff as well, whether you get the coupe or convertible. In the coupe, the trunk is quite roomy, with a flat cargo floor that's a bit high, but there's still plenty of space for a couple of duffel bags or a large suitcase.
A niche player, making a deserved popularity play
Feature for feature, the XKR coupe looks to be sportier than the BMW 650i, Cadillac XLR, and Mercedes-Benz SL550, yet considerably cheaper than the M6 coupe, the Cadillac XLR-V, or the Mercedes-Benz AMG SL55. It rivals the former three for comfort, and it feels considerably more sprightly and athletic. Yet it's more affordable and more livable day-to-day than the latter three. In price, it has an advantage, with the coupe starting at $86,500 and the convertible at $92,500, making it a bargain in a relative sense.
Of course, exclusivity becomes a priority for many of those shopping in this price class, so the XKR can't become too popular. Jaguar won't commit to producing specific numbers, but to date Jaguar sold only about 8000 last-generation XKRs over eight years. There were about four times as many XKs sold, but even with those numbers XKs aren't a common sight. Jaguar says that there are already about 1300 orders for the new XKR - in addition to 9000 XK orders to date and 5000 total vehicles delivered - so the new XK is already looking far more popular than the vehicle it replaces. And, perhaps, more likely to bring Jaguar back into the black.
The XK and XKR establish an enviable image for the Jaguar brand; let's just hope that Jaguar product planners are prescient enough to bring some of the character of this vehicle into the upcoming S-Type sedan, which may be Jaguar's last chance to make it or break it…if Ford holds on that long.
We can't emphasize enough just what a revelation the new XK and XKR are, whether compared to the previous, outdated XK8/XKR or to the modern competition. The XKR's appeal is definitely a niche, but one with wide grand touring appeal. For those who are willing to pay the modest premium for the XKR, it's even more of a good thing.
2007 Jaguar XKR
Base price: $86,500 (coupe); $92,500 (convertible)
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Engine: 4.2-liter V-8, 420 hp/413 lb-ft
Drivetrain: Six-speed automatic transmission, rear-wheel drive
Length x width x height: 188.8 x 81.5 x 52.0 in
Wheelbase: 108.3 in
Curb weight: 3671 lb (coupe); 3781 lb (convertible)
Fuel economy (EPA city/hwy): N/A
Safety equipment: Dual front and side airbags; anti-lock brakes with Brake Assist and Electronic Brake Force Distribution, traction control and stability control, pop-up rollover bar (convertible)
Major standard equipment: DVD navigation, keyless start, xenon headlamps, six-disc in-dash CD changer and MP3-compatible sound system, rear parking assist, Bluetooth compatibility
Warranty: Four years/50,000 miles
source : thecarconnection
09-12-06, 02:59 PM
#4
Guest
Posts: n/a
I think its fantastic. They should have priced very aggresively though, they are acting like people are dying to buy this.
Love how the hood and trunk opens. The R accents are nice. Interior while nothing different is very nice.
Would be possibly my top choice as a coupe under 100k
Love how the hood and trunk opens. The R accents are nice. Interior while nothing different is very nice.
Would be possibly my top choice as a coupe under 100k
09-12-06, 09:21 PM
#6
Lexus Champion
I've seen the convertible a couple times in person and both times it looked stunning. The XK's proportions are are spot on.
There are way too many SL500 around in S. Orange County. I wouldn't mind it if more rich folk jumped on the Jag bandwagon.
There are way too many SL500 around in S. Orange County. I wouldn't mind it if more rich folk jumped on the Jag bandwagon.
11-06-06, 03:02 PM
#7
Super Moderator
We reveal top-secret bid to build fastest-ever coupe
As well as XKR’s twin bonnet vents, new XKR-R gets a central intake to help cool the more powerful engine. Large mesh grilles and brake cooling ducts appear up front, while a ground-hugging splitter increases downforce. Despite racy looks and carbon fibre trim in cabin, newcomer will still be a comfortable and refined place to spend time.
Supercharged V8 from XKR will be uprated to deliver 500bhp in new model
01st November 2006
As well as XKR’s twin bonnet vents, new XKR-R gets a central intake to help cool the more powerful engine. Large mesh grilles and brake cooling ducts appear up front, while a ground-hugging splitter increases downforce.
In the past, Jaguar has produced lightweight versions of its road cars, but the new model will stick to the firm's core themes of accessible power and luxury
Check out the claws on this Big Cat! Auto Express has got the inside line on the most exciting new Jaguar since the XJ220 supercar. It's a sports GT that promises to send the famous British maker into uncharted territory, and is set to become the firm's fastest-ever coupé.
This is the XKR-R, a more powerful version of the range-topping two-door, which will challenge premier league performance cars such as the Aston Martin V8 Vantage and Porsche 911 Turbo.
Our pictures are based on exclusive insider information. Expected to take inspiration from Jaguar's new endurance project, the XKR-R will get a deep front splitter, low side skirts and Venturi-style tunnels at the rear. Mesh grilles, a larger bonnet air intake and brake ducts complete the aggressive nose, while flared wheel*arches and huge 20-inch alloys add further visual punch. The look is finished off by a racing stripe and big rear wing.
But despite its track looks, the XKR-R won't be a stripped-out racer. In the past, Jaguar has produced lightweight versions of its road cars, but the new model will stick to the firm's core themes of accessible power and luxury.
While racing bucket seats and carbon fibre trim will save weight, it's the uprated engine that will make the most difference to performance. Engineers are likely to boost the XKR's 4.2-litre supercharged V8 from 420bhp to more than 500bhp, thanks to a reprogrammed ECU, uprated variable valve timing with an increased rev limit and a free-flowing exhaust. The firm will also change the gearing on the supercharger, forcing it to blow even harder.
With a new six-speed paddle*shift auto, that should mean the 0-60mph sprint is covered in 4.5 seconds, while a top speed in excess of 180mph is possible. Larger brakes and retuned adaptive dampers will also appear.
But talk of the XKR-R is controversial, not least because of Jaguar's financial situation. Officially, projects outside of the programme to replace the S-Type are off-limits.
Parent firm Ford is insistent that Jaguar must make a return on the massive investment in it before the firm is allowed free rein on cars such as the XKR-R. However, internal support for the car is huge, and a development timetable for the newcomer is being openly discussed behind the scenes.
A further factor in the XKR-R's favour is the sale of sister brand Aston Martin. Until now, Jaguar's top sports models haven't been allowed to step on the toes of Aston's products - but with Ford actively looking to shift the firm, Jaguar's path is clear. There's no doubt the XKR-R would be a stunning flagship - all the company needs to do now is build it.
As well as XKR’s twin bonnet vents, new XKR-R gets a central intake to help cool the more powerful engine. Large mesh grilles and brake cooling ducts appear up front, while a ground-hugging splitter increases downforce.
In the past, Jaguar has produced lightweight versions of its road cars, but the new model will stick to the firm's core themes of accessible power and luxury
Check out the claws on this Big Cat! Auto Express has got the inside line on the most exciting new Jaguar since the XJ220 supercar. It's a sports GT that promises to send the famous British maker into uncharted territory, and is set to become the firm's fastest-ever coupé.
This is the XKR-R, a more powerful version of the range-topping two-door, which will challenge premier league performance cars such as the Aston Martin V8 Vantage and Porsche 911 Turbo.
Our pictures are based on exclusive insider information. Expected to take inspiration from Jaguar's new endurance project, the XKR-R will get a deep front splitter, low side skirts and Venturi-style tunnels at the rear. Mesh grilles, a larger bonnet air intake and brake ducts complete the aggressive nose, while flared wheel*arches and huge 20-inch alloys add further visual punch. The look is finished off by a racing stripe and big rear wing.
But despite its track looks, the XKR-R won't be a stripped-out racer. In the past, Jaguar has produced lightweight versions of its road cars, but the new model will stick to the firm's core themes of accessible power and luxury.
While racing bucket seats and carbon fibre trim will save weight, it's the uprated engine that will make the most difference to performance. Engineers are likely to boost the XKR's 4.2-litre supercharged V8 from 420bhp to more than 500bhp, thanks to a reprogrammed ECU, uprated variable valve timing with an increased rev limit and a free-flowing exhaust. The firm will also change the gearing on the supercharger, forcing it to blow even harder.
With a new six-speed paddle*shift auto, that should mean the 0-60mph sprint is covered in 4.5 seconds, while a top speed in excess of 180mph is possible. Larger brakes and retuned adaptive dampers will also appear.
But talk of the XKR-R is controversial, not least because of Jaguar's financial situation. Officially, projects outside of the programme to replace the S-Type are off-limits.
Parent firm Ford is insistent that Jaguar must make a return on the massive investment in it before the firm is allowed free rein on cars such as the XKR-R. However, internal support for the car is huge, and a development timetable for the newcomer is being openly discussed behind the scenes.
A further factor in the XKR-R's favour is the sale of sister brand Aston Martin. Until now, Jaguar's top sports models haven't been allowed to step on the toes of Aston's products - but with Ford actively looking to shift the firm, Jaguar's path is clear. There's no doubt the XKR-R would be a stunning flagship - all the company needs to do now is build it.
Trending Topics
11-06-06, 03:11 PM
#8
Super Moderator
GT3 racer hints at 500bhp XKR
Jaguar XKR GT3: the lowdown
This is the Jaguar XKR GT3, a 550bhp, race-fettled XK which will campaign in the 2007 FIA GT3 series. But the big news is that its uprated V8 engine is bound for a roadgoing XKR, to propel Jaguar up the power league and into the realm of Merc's 510bhp SL55 AMG and BMW's 500bhp M6.
Apex Motorsport will design, develop and campaign the XKR GT3, shown here in an official artist's impression. But Jaguar is involved behind the scenes. Its powertrain team will offer assistance, as Apex upgrades the 420bhp, 4.2-litre supercharged V8 to kick out up to 550bhp. The reliability of the upgrade will be tested in the most demanding arena – the race track – giving Jag excellent feedback as it develops the 'XKR-R'. But don't expect the 500bhp-plus XKR anytime soon: its introduction is not expected until 2008-9.
Jaguar XKR GT3: the makeover
In the GT3 series, production cars are overhauled, with reduced weight and upgraded engines. The basic suspension design also remains the same. Power will be sent to the XKR's rear wheels via a six-speed sequential gearbox, rather than the road car's standard slusher.
The XKR will be pitched against its sister brand, Aston Martin, in the GT3 series. In 2006, Corvette ZO6, Ferrari F430 and Porsche 911 also made the grid. The Jaguar brand will get exposure across Europe, and in races in Australia and Dubai. The first official race is at Silverstone in May.
Phil McNamara
This is the Jaguar XKR GT3, a 550bhp, race-fettled XK which will campaign in the 2007 FIA GT3 series. But the big news is that its uprated V8 engine is bound for a roadgoing XKR, to propel Jaguar up the power league and into the realm of Merc's 510bhp SL55 AMG and BMW's 500bhp M6.
Apex Motorsport will design, develop and campaign the XKR GT3, shown here in an official artist's impression. But Jaguar is involved behind the scenes. Its powertrain team will offer assistance, as Apex upgrades the 420bhp, 4.2-litre supercharged V8 to kick out up to 550bhp. The reliability of the upgrade will be tested in the most demanding arena – the race track – giving Jag excellent feedback as it develops the 'XKR-R'. But don't expect the 500bhp-plus XKR anytime soon: its introduction is not expected until 2008-9.
Jaguar XKR GT3: the makeover
In the GT3 series, production cars are overhauled, with reduced weight and upgraded engines. The basic suspension design also remains the same. Power will be sent to the XKR's rear wheels via a six-speed sequential gearbox, rather than the road car's standard slusher.
The XKR will be pitched against its sister brand, Aston Martin, in the GT3 series. In 2006, Corvette ZO6, Ferrari F430 and Porsche 911 also made the grid. The Jaguar brand will get exposure across Europe, and in races in Australia and Dubai. The first official race is at Silverstone in May.
Phil McNamara
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