Tips And Works

Jaguar's XJS and XK sports coupes always had the advantage of bodywork that draws neck-twisting stares. Regrettably, the experience inside too often hasn't lived up to the desirability of the outside. A cramped cockpit, suspect reliability, free-falling resale value, and a driving experience that trailed the rest of the world's grand-touring coupes were some of the disheartening realities of ownership. But for those who subscribed to the "It's better to look good than to feel good" philosophy, Jaguar provided a fashionable costume, stellar substance notwithstanding.

With the arrival of the 2007 XKR, the old saws about Jaguar coupes should come to an end. Although the seductive skin still has the power to draw envious stares, the driving experience is good enough now to better compete with the dynamic excellence of its peers. Consider that the 420-hp XKR's peers are the 355-hp Porsche 911 Carrera S and the 500-hp BMW M6, and the achievement that is the latest supercharged XKR comes vividly into perspective.

Unlike the last XKR, which could trace its roots back to the mid-'70s XJ-S, this latest iteration isn't hamstrung with the baggage of the past. A new bonded and riveted aluminum structure, conceptually similar to the XJ sedan's, provides a stiff and lightweight base from which to suspend the control-arm chassis. Despite optional 20-inch wheels ($5000), with almost no sidewalls to protect them, and firmer springs than the naturally aspirated XK8's (38 percent stiffer up front and 24 percent stiffer in the rear), the XKR still manages to offer a more compliant ride than a 911 or M6. Where its German peers seemingly compel the road to submit to their substantial will, the Brit dances over imperfections with graceful poise.

When it's time to drop the English-gentleman shtick, the Jag gives the driver the freedom of switching off the stability and traction controls. Begin to push the Jag hard, and the wide Dunlop SP Sport Maxx performance tires show off more skidpad grip than an M6 (0.89 g), but at the limit, the XKR's body moves around more than the M6's or 911's. The motions aren't too distracting, and in less extreme driving the compliance gives the XKR a deft, lively, and nimble feel, a stark contrast to the M6's supremely confident but almost unnatural chassis that borders on artificial. Adding to the delicate feel of the XKR is the accurate and lightly weighted steering that marshals chassis movements instantly.

Unfortunately, senses can deceive. Just as whipped cream can appear and taste weightless but manages to pack calories galore, the wispy-feeling XKR weighs a substantial 3870 pounds (68 heavier than its predecessor and just 38 pounds lighter than an M6). Fortunately, there are 420 horses with which to move the aluminum mass. For 2007, new variable-valve-timing-and-intake tweaks to Jaguar's familiar supercharged 4.2-liter V-8 yield 30 more horses and 14 more pound-feet of torque over last year's XKR. Fuel economy nudges upward by 2 mpg city to 18 and 4 mpg highway to 27. Under our remorseless whip, the XKR consumed a gallon of premium every 13 miles.

At the test track, the supercharged beauty ran to 60 mph in a drama-free 4.5 seconds and turned the quarter-mile in 13.0 seconds at 109 mph. Stopping numbers are equally impressive: from 70 mph to a standstill in 163 feet. The Jag posted some remarkable numbers, but for buyers chasing the rush of speed, the 911 and the M6 are quicker and stop sooner. No manual transmission is offered, which will turn off some shoppers, but the six-speed automatic in the XK features rev-matching downshifts, paddle shifters on the steering wheel, and a sport setting that does an amazing job of channeling Tom Walkinshaw by perfectly downshifting into the right gear for upcoming corners.

When the road turns straight and boring, the XKR coddles with its comfortable two-tone leather-wrapped interior. An excellent and easy-to-decipher touch screen manages the radio, the navigation system, and a myriad of vehicle settings. Temperature and fan controls remain in their usual location on the dashboard, and there are steering-wheel controls for the radio and the optional ($2200) adaptive cruise control. Power-seat controls on the door mimic Mercedes-Benz's design, but they did cease to work intermittently in a most Jaguar-like way. Traditional round instruments with green lighting are separated by a multicolored information center that defaults to an analog clock. At speed, the interior is hushed to the tune of 71 dBA at 70 mph, thanks to the dual-mode exhaust that turns down the volume when cruising. Under full-throttle acceleration, the XKR unleashes 77 dBA of V-8 growl, and supercharger whine is faint, staying in the background.

The XKR's new structure pays enormous dividends for front-seat occupants. Although the previous XKR measured the same 51 cubic feet up front as the new version, this latest car feels far more spacious, owing to a narrower and less intrusive transmission tunnel, wider foot wells, a comfortable driving position, and enough headroom for gents without Napoleon complexes. Unfortunately, the scant 24 cubic feet of rear-seat space are the type of English humor that we Americans don't think is funny. Even with the driver or passenger crammed against the dashboard, the rear seats are still unlivable if you're over five feet tall or encumbered with a head. Adding a spot of practicality is the relatively spacious cargo area under the long hatch that will easily swallow a weekend's worth of Louis Vuitton's finest.

From inside, the only part of the XKR's bodywork that is clearly visible is the long hood that bears the classic Jaguar bulge. Viewed from outside, the XKR shows that nearly all Jaguar styling attributes of the past are present and accounted for. Long-established traits include the long hood with louvers, the swept-back tail, the low-slung roofline, and the oval-shaped grille. An electric telescoping antenna is a throwback, but the unwelcome, anachronistic kind. There have been complaints regarding a lack of adventure and originality, especially in the front-end design (did somebody say Ford Taurus?), but we recommend seeing the XKR in person before handing down final judgment. In the flesh, the XKR shares more of its looks with the Newport Pagnell side of the family than its kin from Dearborn, Michigan. Brits might insist on spelling and pronouncing aluminum incorrectly, but they are clearly masters of sculpting the metal.

External differences between the R and lesser XK8s are limited to additional vents in the front fascia and hood, metal trim, a subtle decklid spoiler, and four polished exhaust tips that peer from the more aggressive rear bumper. Differentiating the men from the lads is the XKR's $86,500 price ($11,000 more than the XK8), but even at that price, the XKR is still nearly $20,000 less than the quicker but in many ways less desirable M6 we tested back in July. Bring a 911 into the conversation, and the XKR seems like less of a deal. Furthermore, it would be hard for most of us around the office to pick the very adult XKR over the overtly sporting 911, but the fact that the XKR can now be mentioned, without sarcasm, as a serious competitor to the 911 should be considered a much-needed victory for Jaguar.

COUNTERPOINT

MARK GILLIES
Designer Ian Callum has been criticized for the Jaguar XK's styling, but this party has no quibbles about the looks. The car is gorgeous, particularly in muscled-up R guise. And the beauty extends beyond the surface, for the XKR is great to drive. Unlike many a car with gran turismo pretensions - like the BMW M6 - it is light on its feet, marrying a supple ride with terrific handling and serious performance. Flaws? The rear seats are nearly useless, even for eight-year-olds. That's about it.

STEVE SPENCE
A major stupefier of 2006 was the performance and ride comeback of the new XK sports car. In a comparo of pricey convertibles, a 300-hp XK softtop made the podium while a BMW 650i did not. This R version is just more good news - 120 horses more - in a car striking enough to pass for, um, an Aston Martin. The interior of one test car - baby blues and honey-blond wood - was sensual enough to pass for the powder room of Hefner's three blond cable-TV sex objects. And - at last! - six-footers can operate the lavish machinery without getting a tickling massage from the headliner.