{"id":60260,"date":"2013-04-18T09:07:04","date_gmt":"2013-04-18T13:07:04","guid":{"rendered":"http:\/\/www.thedetroitbureau.com\/?p=60260"},"modified":"2013-04-18T09:07:04","modified_gmt":"2013-04-18T13:07:04","slug":"first-drive-2014-jaguar-f-type","status":"publish","type":"post","link":"https:\/\/thedetroitbureau.com\/2013\/04\/first-drive-2014-jaguar-f-type\/","title":{"rendered":"First Drive: 2014 Jaguar F-Type"},"content":{"rendered":"
\"\"<\/a>
The Jaguar F-Type V8 S during a first drive in Spain.<\/figcaption><\/figure>\n

There\u2019s an unexpected chill in the air as we head out from our hotel on the outskirts of Pamplona, Spain, dawn still 30 minutes away.\u00a0 Yet despite the early hour, it\u2019s hard to contain the excitement about what\u2019s to come.<\/p>\n

It isn\u2019t very often that we get to test a new sports car from the folks at Jaguar.\u00a0 Indeed, the last time the maker launched an all-new one was more than a half-century ago with the groundbreaking E-Type.\u00a0 While there have been tweener cars since then, such as the XK, none has truly targeted the sports car segment.\u00a0 Until now, with the Jaguar F-Type, that is.<\/p>\n

\"\"<\/a>
Your Review Source!<\/figcaption><\/figure>\n

Few new entries have generated more buzz in recent months, and with good reason.\u00a0 The 2-seater comes through with a blend of sensuous yet menacing styling that one would expect from Jaguar. And those good looks are complemented by exhilarating performance and dynamic handling.\u00a0 Is the new F-Type really the \u201cbest sports car in the world,\u201d as Jaguar officials have started to boast? Here\u2019s what we discovered during two days of hard driving both on-road and on-track.<\/p>\n

<\/p>\n

\"\"<\/a>
The F-Type's "Z-Fold" top can be raised or lowered in 12 seconds - at speeds up to 30 mph.<\/figcaption><\/figure>\n

You can tell that the legendary E-Type was top of mind when design chief Ian Callum and his team set to work. \u201cI could feel the E-Type all the time while we were designing the F-Type,\u201d he admitted during a walkaround of the new sports car. \u00a0And who can blame him for looking back.\u00a0 A sports car is all about finding the most effective way of wrapping sheet metal around the mechanicals, as Callum likes to explain, and few products have ever done it more simply and elegantly.<\/p>\n

Indeed, there is a joyous simplicity to the Jaguar F-Type. At a time when many vehicles seem, well, over-designed, with lots of swoops and curves and \u201ccharacter lines,\u201d a caricaturist could capture the new sports car with just a handful of strokes.\u00a0 There\u2019s one line that rises off the front bumper, through the headlamps and across the fenders, with another gracefully linking the two wheel arches.<\/p>\n

Though not quite as long as the E-Type, the F-Type\u2019s long hood features a distinct \u201cpower bulge\u201d that adds to the overall sense of intimidation, especially if you\u2019re viewing the new sports car coming up fast in your rearview mirror.<\/p>\n

\"\"<\/a>
The sun shines in on the Jaguar F-Type's cabin.<\/figcaption><\/figure>\n

While one senses Jaguar heritage in the overall appearance of the E-Type, this is anything but a retro-mobile. Callum\u2019s crew even tweaked the familiar oval grille. At the other end, there\u2019s a lot more mass \u2013 and a real bumper, something you could skip in the \u201860s but not today.<\/p>\n

On the other hand, the new F-Type avoids the tall rear deck \u2013 a Bangle-butt, if you will \u2013 that has become all but ubiquitous, these days, as makers struggle to improve aerodynamics.\u00a0 Instead, there\u2019s a built-in spoiler that pops up when you approach highway speeds.<\/p>\n

Jaguar also found an interesting solution to the door handle challenge. Rather than opt for some hidden button operating a fancy electronic mechanism, ala the Chevrolet Corvette, the new F-Type handles lie flush until you\u2019re parked and ready to climb in, then they pop out where they\u2019re quite easy to grab.<\/p>\n

\"\"<\/a>
An F-Type V6 S navigates the Circuito Navarra.<\/figcaption><\/figure>\n

There are three different versions of the new Jaguar F-Type \u2013 with more to follow, we\u2019re told \u2013 and the biggest distinction between V6 and V8 models can be seen from the rear.\u00a0 The F-Type V6 and V6 S have centrally mounted dual exhaust pipes. The quad pipes on the V8 S are pushed to the corners.<\/p>\n

(Jaguar may be planning a 600-hp version of the new F-Type. <\/em>Click Here<\/span><\/a> for the story.)<\/em><\/strong><\/p>\n

Inside, Jaguar has opted for a clean and relatively simple layout that offers just the right balance between digital and analog technology. There is a proper pair of gauges — tach and speedo \u2013 flanking a central, reconfigurable LCD display. The large LCD screen in the center stack operates key infotainment systems and some vehicle functions though, to our great relief, there are real buttons, knobs and switches for tuning, volume, climate control \u2013 even for seat heaters.<\/p>\n

\"\"<\/a>
The V6 models get center-mounted twin exhaust pipes.<\/figcaption><\/figure>\n

Even the \u201cbase\u201d F-Type V6 is elegantly outfitted in leather and aluminium, as the Brits prefer \u2013 with nary a splinter of wood, incidentally.\u00a0 There is no such thing as a \u201cstripper\u201d model with the new Jag.<\/p>\n

Heading out on that cold morning we were surprised to see the top of the instrument panel begin to rise. The upper air vents remain hidden until they\u2019re needed, an interesting detail.<\/p>\n

Indeed, it\u2019s all about details, and we appreciated the distinctive copper color of the steering wheel-mounted paddle shifters.\u00a0 On the center console, the rotary knob offered on other recent Jaguar models has been replaced by a pistol-grip e-shifter. Depending upon your point of view, the big disappointment is the lack of a stick shift \u2013 of which we\u2019ll have more to come.<\/p>\n

The seats, while appropriately low-slung were surprisingly easy to get into and out of.\u00a0 None of the convoluted gymnastics you must train for with your typical Lotus and so many other 2-seaters.\u00a0 The bolstering keeps you in your seat even during the hardest track maneuvers \u2013 and the outer wings, mercifully, could be adjusted to accommodate our middle-aged love handles.<\/p>\n

\"\"<\/a>
The new Jaguar F-Type with the legendary E-Type and the D-Type that dominated racing during the '50s.<\/figcaption><\/figure>\n

There\u2019s plenty of leg, head and shoulder room \u2013 but we\u2019d have appreciated a bit more space in the cabin for stuffing away a small coat or bag.\u00a0 The trunk, meanwhile, is adequate but would be hard-pressed to handle even the smaller roll-on bag you might fit aboard a regional jet, so pack light.<\/p>\n

Despite what turned out to be an unusually cold and wet couple days \u2013 the rain in Spain clearly not limited to the plains \u2013 we got to test the seat-heaters as much as the foldaway top.\u00a0 Both work great.\u00a0 You can go al fresco in a mere 12 seconds, and at speeds up to 30 mph, which is likely to encourage buyers to enjoy the wind in their face more frequently.<\/p>\n

As we mentioned earlier, the Jaguar F-Type is offered in three different packages, each of which we had plenty of time to drive.\u00a0 The tendency is to refer to the $69,000 V-6 as the \u201cbase\u201d package.\u00a0 Were it the only model available we\u2019d be hard-pressed to use that term considering what it delivers for the money.<\/p>\n

\"\"<\/a>
Design chief Ian Callum discussing the philosophy behind the Jaguar F-Type's styling.<\/figcaption><\/figure>\n

(Our test vehicle, we should note, added a few extra features, such as the mechanical Limited Slip Differential and the active exhaust system.\u00a0 The latter normally kicks in when the engine tops 4,500 RPMs, creating a wonderful burble that adds to the sense of raw power.\u00a0 You can tap the control on the center console and the system operates full-time.)<\/p>\n

As with the rest of its line-up, Jaguar opted against turbocharging, and the choice of an Eaton twin-vortex supercharger paid off.\u00a0 There\u2019s only the most modest sense of lag as the engine revs up to 3,500 RPMs, where it hits peak torque. At 340-hp and 332 lb-ft, it turns out some impressive numbers, especially with a 0 to 60 time of 5.1 seconds \u2013 just shy of what the Porsche Boxster S can deliver. Top speed is 161 mph.<\/p>\n

All three versions of the Jaguar F-Type come equipped with the latest ZF 8-speed automatic.\u00a0 We can imagine some readers wincing at the idea.\u00a0 And our initial reaction was only slightly more reserved.\u00a0 But one thing we\u2019ve come to realize in recent years, almost everything we thought we knew about gearboxes is wrong.\u00a0 Like the assumption that a stick is the only way to go.\u00a0 Check out the many converts who have opted for the double-clutch, or PDK, on the latest Boxster and 911 iterations.\u00a0 The damned things are just that good you\u2019d be hard-pressed to out-shift them.<\/p>\n

\"\"<\/a>
An F-Type V6 S waiting to go at the Circuito Navarra.<\/figcaption><\/figure>\n

So, why not opt for a double-clutch? Because the way Jaguar has the ZF 8-speed set up you\u2019d be hard-pressed to do any better.\u00a0 There\u2019s a torque convertor operating only in first gear \u2013 which actually means a smoother launch, by the way \u2013 and eighth is only for overdrive.\u00a0 The transmission absolutely flies through the rest of the gears.\u00a0 Under normal driving conditions you\u2019ll likely hear, rather than feel shifts.\u00a0 Pushing the limits, Jaguar engineers claim they\u2019re seeing shift times exceeding most double-clutch alternatives. From a seat-of-the-pants perspective we can\u2019t argue that.<\/p>\n

Would we still like a manual? Of course.\u00a0 But should it matter?\u00a0 Probably not.<\/p>\n

Just when we thought that base V-6 was all we needed, we pulled up to the new Circuito de Navarra, an F1-class track that Jaguar is using to test the mettle of the V-6 S.<\/p>\n

\"\"<\/a>
While Jaguar's heritage is obvious, Callum's team didn't want a retro-mobile, and even changed the familiar Jaguar oval grille.<\/figcaption><\/figure>\n

After a few familiarization laps we felt confident enough to push the limits of this upgrade, increased boost and a few other tricks boosting the 3.0-liter six to 380 hp and 339 lb-ft \u2013 while cutting the 0 to 60 time to 4.8 seconds and raising top speed to 171 mph.\u00a0 At $81,000, the F-Type V6 S gets bigger tires, the limited slip and active exhaust packages and a few other niceties.<\/p>\n

With a near-perfect 50:50 weight ratio, the F-Type has a confidence-inspiring poise on the street. You come to respect its overall balance even more on a highly technical track like the 2.4-mile Navarra.\u00a0 It\u2019s an easy circuit to mess up.\u00a0 Miss one corner and you\u2019re out of position for the next.\u00a0 Our track tutors encouraged us to take risks \u2013 noting the Formula One-grade run-offs.\u00a0 Despite several blown corners, we didn\u2019t need them.<\/p>\n

Yes, you can get the back end to come out a bit, especially if you shift to performance mode, reducing the intervention of the various brake-related systems like Stability Control.\u00a0 But the F-Type proved surprisingly forgiving, with the limited slip differential catching and correcting our worst mistakes without punishing us by scrubbing off a lot of speed.<\/p>\n

\"\"<\/a>
Jaguar launches the F-Type with three distinctly different models - and more are likely to follow.<\/figcaption><\/figure>\n

After a few hours at the Circuito de Navarra, we completed the afternoon driving the V6 S through the hills and valleys surrounding Pamplona \u2013 quite a bit faster than we had during our morning run.<\/p>\n

But the real thrill would follow the next morning as we took a circuitous, three-hour route to the airport and our trip home.<\/p>\n

For those who want all the bells-and-whistles, there\u2019s the $92,000 F-Type V8 S. As the name implies, you get the familiar 5.0-liter Jaguar V-8, here delivering 495-hp and 460 lb-ft of torque.\u00a0 Considering this model weighs in at just under 3,700 pounds, you\u2019re up in exotic territory here and even pressing only halfway down on the throttle is going to sink you deep into those sport seats.<\/p>\n

Jaguar is using what we consider a conservative 4.2 second figure for 0 to 60 times, with top speed limited to 186 mph.\u00a0 Whatever the numbers, the sense of raw power, matches by the rich blatt of the exhaust is an E-ticket thrill ride.<\/p>\n

\"\"<\/a>
The Jaguar F-Type uses an aluminum body and platform - though it is still several 100 pounds heavier than a Porsche Boxster or 911.<\/figcaption><\/figure>\n

The good news is that the V8 S beefs up the brakes, at 380 mm front and 376 mm rear, to scrub off that speed when needed. The V8 S also gets a more sophisticated electronically controlled Limited Slip Differential.<\/p>\n

Adaptive dampers, meanwhile, are standard on both the S models and optional on the V6.\u00a0 They prove pleasantly adept at smoothing out all but the bumpiest roads while enhancing the F-Type\u2019s overall sense of grip \u2013 though even the base car\u2019s standard suspension proved to be quite willing to handle the most challenging corners with virtually no sense of understeer.<\/p>\n

The F-Type\u2019s consistent sense of poise is quite impressive considering both the front engine layout and the car\u2019s overall mass.\u00a0 Despite the use of an aluminum body and platform, it weighs in between 3,521 and 3,671 pounds, depending on model.<\/p>\n

In an interesting choice, Jaguar engineers decided to stick with a more conventional hydraulic steering assist system rather than the electro-mechanical versions generally taking over the industry \u2013 or the electro-hydraulic approach chosen by arch-rival Porsche. The result is immediately obvious: you feel absolutely in touch with both road and car through your fingertips.<\/p>\n

\"\"<\/a>
The F-Type is Jaguar's first true, new sports car since the launch of the original E-Type over 50 years ago.<\/figcaption><\/figure>\n

That doesn\u2019t mean you won\u2019t get a few surprises.\u00a0 Go into a corner a little hot and the rear can jump out on you a bit, but there\u2019s never a sense of panic.\u00a0 The slightest working of steering wheel and throttle will bring things rapidly back under control.<\/p>\n

Incidentally, should it matter, Jaguar is expecting to see fuel economy running in the 28 mpg highway range for the V6, 27 for the V6 S and around 23 for the V8 S. Of course, that will vary widely depending on how hard you press the beast \u2013 and clearly, we expect few drivers to be satisfied simply sitting in traffic using the F-Type solely for the daily commute. If they do, incidentally, Jaguar has added mileage-boosting stop\/start technology which can be readily switched off.<\/p>\n

From the moment Jaguar unveiled the F-Type it has almost obsessively compared it to Porsche, both Boxster and 911.\u00a0 The reasons are obvious and there are comparisons both good and bad.\u00a0 True 911 aficionados, in particular, may not be readily won over to the heavier Jag, though we have a feeling the Brits will make some serious inroads in the broader sports car market.<\/p>\n

The new Jaguar F-Type is just that good, just that visually striking, just that unique. Is it the \u201cbest sports car in the world\u201d? We\u2019ll reserve final judgment until we can arrange a direct shoot-out, both on \u2013track and off.\u00a0 But that doesn\u2019t mean we didn\u2019t come away distinctly impressed. A half century is a long time but the F-Type was well worth the wait.<\/p>\n","protected":false},"excerpt":{"rendered":"

It isn\u2019t often we get to test a new sports car from Jaguar. Indeed, the maker’s last one, the groundbreaking E-Type, debuted over a half-century ago — if you don’t count “tweener” cars, such as the XK. So, TheDetroitBureau.com headed to Spain for the first drive of the long-awaited F-Type with high expectations. Was it worth the long wait? Check our review.<\/p>\n","protected":false},"author":2,"featured_media":60263,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_mo_disable_npp":"","footnotes":""},"categories":[8],"tags":[],"make":[],"post-state":[],"category_old":[151],"acf":[],"_links":{"self":[{"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/posts\/60260"}],"collection":[{"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/comments?post=60260"}],"version-history":[{"count":0,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/posts\/60260\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/media\/60263"}],"wp:attachment":[{"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/media?parent=60260"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/categories?post=60260"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/tags?post=60260"},{"taxonomy":"make","embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/make?post=60260"},{"taxonomy":"post-state","embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/post-state?post=60260"},{"taxonomy":"category_old","embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/category_old?post=60260"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}