Diagram: While the normal XF may need control, the XFR guarantees all is well on the superior end of the range. Need much more? There’s the new XFR-S, which offers 550 hp, a totally retuned suspension, and the meatiest back wing this side of Le Mans. It’s modestly faster in a straight line yet acquires significant praise for its ride and taking care of. The drawback? Less than 100 XFR-S vehicles will be foreign and sold here.
It’s not simple being a speedster sports car. In the organization of goliaths like the BMW M5, Mercedes-Benz E63 AMG, and Audi RS7, 510 drive and 4.3 seconds to 60 mph just acquires you menial status. So in spite of the fact that Jaguar’s XFR is scarcely a sluggard, it has attempted to emerge among the German autos that rule this section.
With the 2014 Jaguar XFR-S, the Brits aren’t staying aware of their rivals such a great amount as they’re getting up to speed. Panther is briskly extending its offerings, goal on turning into a full-line extravagance producer. Notwithstanding the new F-sort sports auto and an expected hybrid, the Brits are determined to building up a fitting execution brand. In 2012, Jag jumped enthusiastically by changing the XKR into the XKR-S before running considerably further with 2014’s XKR-S GT. Presently the organization moves into more-focused waters with a R-S treatment of its smash hit, the medium size XF car. Furthermore if there’s one thing the new XFR-S demonstrates, its that the XFR left a lot of execution on the table.
It just took another alignment and an amended fumes framework to help the XFR’s yield by 40 strength and 41 lb-ft of turn. In the R-S, force incorporates easily with an overwhelming 550 pull at 6500 rpm. Brake-torqued from a stop, the XFR-S rushes to 60 mph in 3.9 seconds and clears the quarter-mile in 12.3 seconds with a trap rate of 117 mph. Those are enhancements of 0.4 and 0.3 second contrasted and the fastest XFR we’ve tried. The times won’t, notwithstanding, beat a double grasp M5’s 3.7 seconds to 60 and 12.0 seconds in the quarter-mile.
Sandwiched between another admission symposer and that crisp fumes framework, the 5.0-liter V-8 radiates a deafening thunder under burden, in spite of the fact that the aural strike isn’t made of the same stuff similar to the baritone cry of an AMG V-8 or the specialized drone of Audi’s twin-turbo 4.0-liter eight. No, this present Jaguar’s signature is a gravelly scratch, a kind of metal-on-metal whip, and despite the fact that the XFR-S sporadically splits and pops amid movements and on overwhelm, it isn’t as disorderly as the absolute squalid F-sort V-8 S. (Only in light of the fact that: Listen to more Jags here.)
Force is handed-off to the XFR-S’s back meat by means of the eight-pace programmed that was retrofitted to each other XF model for 2013. Contrasted and the XFR’s old six-speed, the R-S’s eight advantages from shorter degrees in the low apparatuses that help quickening, and taller top outfitting that helps it procure the same 15/23 mpg city/parkway parts of its less-supplied stablemate.
The ZF-outlined gearbox is basic all through the business nowadays, however as we’ve gained from great (BMW and Audi) and not as great (Chrysler) executions, there’s an unmistakable contrast to be felt in how the transmission is aligned. The XFR-S variant grounds some place in the center, to a great extent because of downshifts that are excessively delicate for a machine this no-nonsense. To put a better point on things, the gearchanges are somewhat slurred and recognizably slower than this transmission is prepared to do.
In spite of the fact that the XFR’s motor was simply a couple of lines of programming code short of enormity, its body required a more exhaustive update to remain up to the games car stalwarts, conveying a gathered ride quality to the detriment of body control. The R-S stamps out the R’s unreasonable movement with stiffer springs, bushings, and knuckles, in addition to an updated back subframe. It’s essentially firmer than the auto on which its based, however the XFR-S’s ride quality hasn’t been destroyed, either. The R-S handles harsh streets proficiently with nimble damping and a heavy structure that keeps undercarriage shudders to a base. Sadly, our test auto countered these traits with a few plastic rattles radiating from the dashboard and behind the entryway boards.
The XFR-S truly stands separated from the opposition, nonetheless, with its exuberant taking care of. At 4405 pounds, the XFR-S is just as overwhelming as its associates, yet the Jag keeps away from the stumbling, brutish feel of, say, the BMW M5. The XFR-S’s weight is more contained and controlled, and the auto moves in venture with its driver, because of radiant directing. The wide, sticky Pirelli P Zero tires straighten out corners with their generous hold. We saw 0.94 g on the skidpad and a 149-foot prevent from 70 mph, upgrades of 0.06 g and 11 feet contrasted and the XFR.
Keeping up SOCIAL ORDER
Puma may have gotten up to speed with its tire-smokin’ peers, however it has no plan of annoying the social deals pecking order at any point in the near future: 100 XFR-S cars will be traded to the U.S. (Our test auto was in fact a 2013 model, fabricated as a major aspect of a little group proposed for media and promoting purposes.) Buyers lucky to such a degree as to get their active one may not have the quickest auto on the piece, yet they’ll surely be qualified for gloat over their neighbors.