A Jaguar, most will agree, is an animal that inspires having its awesome beauty. Section of that beauty may be the feeling of danger associated aided by the deadly predator. This trait, we believe, has been convincingly translated into automotive terms with Jaguar Cars’ latest offering: the XKR-S GT.
This GT’s purpose is to fight, and to win. On the basis of the already manly XKR-S and produced by Jaguar’s Engineered to Order (ETO) unit, the GT receives a few chassis and aerodynamic enhancements aimed at increasing its on-track prowess. The standard car’s brakes are swapped out for carbon ceramics that benefit from automatic pre-filling and pressurizing the braking system system as the driver lifts from the throttle for fast top-of-pedal response. The brand new discs measure 15.7 inches up front and 15 inches out back, and are clamped by six- and four-piston calipers. The entire suspension has been revised with a wider front track, increased camber, and revised bushings; the adaptive damping system is height-adjustable, and the steering has been tweaked with a quicker ratio. ETO also fits unique, 20-inch forged-aluminum wheels on Pirelli Corsa tires sized 255/35 front and 305/30 backside.
The XKR-S GT is effortlessly familiar by the large intakes stretching nearly the length of its hood—if Homer Simpson has taught us any such thing, it’s that speed-holes make cars go faster—and its huge rear wing. The latter, plus the rear diffuser, the wheel-arch “spats,” the canards, and the front splitter each one is created from carbon fiber. Such exotica on low-hanging body panels will need the utmost care when navigating curbs, driveways, ramps, parking structures, or other things you may experience driving in Anytown, U.S.A. All XKs are all-aluminum cars, as well as the GT is no various, also it adds an aluminum undertray for aerodynamic purposes.
The GT’s supercharged 5.0-liter V-8 is rated at 550 horsepower at 6500 rpm, plus it produces 502 lb-ft of torque from 2500 rpm—identical levels of output as the mill found in the standard XKR-S. Jaguar promises a 0-to-60 sprint in 3.9 moments, a conservative claim that individuals believe can very quickly be beaten. Top speed, significantly curiously for a track special, is governed at 186 miles per hour. But at that velocity, the XKR-S GT generates 320 pounds of downforce, and it probably would not go much beyond this marker anyway.
Even yet in its GT type, the XKR-S retains a the aging process six-speed automatic, a competent device to be sure, but one that seems slightly outdated after the adoption of the eight-speed automatic in other Jaguar Land Rover products. Whilst the slushbox fails to generate excitement, we like fact that the automobile has been fitted with a louder exhaust system with the ability, due to the fact press release states, to “enunciate the automobile’s aural character.” The traction-control system also has been modified, and Jaguar cites the modification among the reasons for the GT’s improved acceleration times versus the typical XKR-S, leading us to believe there’s a little more wiggle room to be had in the latest setup.
The XKR-S GT comes into play just one color: Polaris White with black racing stripes, as seen here. The cabin, including the leather seats while the faux-suede headliner, is finished in charcoal grey with red accents. Initial units will get to U.S. showrooms in August, but just 25 will result in the trip stateside. Rates will start at $174,895, a $42K premium over the 2013 XKR-S.
With all the GT version, Jaguar proves there’s still life in the XK, which was initially shown at the 2005 Frankfurt auto show. Design chief Ian Callum calls the brand new model “raw, concentrated, and devastatingly quick.” There’s no doubt this dangerous cat is shooting to get to be the apex predator in its portion.
WEST COAST EDITOR MARK VAUGHN review This 2014 Jaguar XKR-S GT is a good track-day car. That is the attitude you ‘must’ have when you drive it. Don’t expect it to do this well off the track. Simply take it to a track and wail on it because it is a lousy day-to-day driver. Anyone you put in the trunk seat should be legally permitted to report you to the United Nations High Commission on Human Rights Abuses.
Through the few days I had this, the public adored it. People went out of their way to walk over and compliment the car. You are able to be a real hero for your $174,895, if that’s why you get these things. But take it to a track, that is why you should buy this. A Jaguar track automobile, just how long since there has been one of those? The C-Type?
While we’m sure the aero package was carefully thought out and is surely with the capacity of speed, I must say that oftentimes I (very cynically) doubted whether that aero package was anything more than pimped-out Internet parts catalog stuff dreamed up by adolescent fan boys and bought employing their parents’ charge card. Really, just look under the back end. Those diffusers stop about 8 ins in, they’re just take off. They can’t possibly do anything, can they? The wing is held set up by an exposed nut and bolt on each side. And that front splitter, maybe it does something but it is indeed low so far out there that it’ll scrape anything greater than a road-killed, sun-dried squirrel carcass. I asked Jaguar whether the aero kit was ever tested in a wind tunnel or even on a computer and a spokesguy said yes, it had been developed at MIRA. I asked if it does increase downforce and when so, it must reduce top speed, right? I’ve not heard right back yet. But whether it works or not, people liked looking at it a great deal.
I am ashamed to say I actually put a human being in the back seat. I regretted it immediately. As is the case with many 2+2 configurations, those back seats are for luggage just. Soft luggage. This is not simply a Jaguar issue, though; it is manufacturers hoping to get their purchasers a better deal on insurance coverage. For practicality purposes, under a corner hatch there’s plenty of room for stuff.
Jaguar went through the suspension and added a wider front track, increased camber, revised bushings and quicker steering. On track that’s exactly what you need, but off track, on normal roads, the XKR-S GT bounces a lot. Attempting to keep consitently the splitter scrape- and ding-free was a major work. I think it is the lowest splitter on such a thing I’ve ever driven. Because it was, I scraped it about 10 times in two days, despite going laterally over everything that even appeared to be a road welp.
Then, on the last day, we took it up a particular mountain road. Used to don’t head to a racetrack, where it might have really shone. But this road was in many ways better. It offered a wider number of curves. We twisted the shifter (band name, twisted shifter) over to S and immediately felt the increase in throttle reaction. We started utilizing the steering wheel-mounted aluminum paddles to shift the six-speed automatic. I leaned hard on the gas pedal to dip into those 550 hp and 502 lb-ft of torque through the supercharged 5.0-liter V8. Finally, the vehicle made feeling. Complaining about all that other stuff was lacking the idea. Right here it was its in element. So much power available therefore quickly. The steering reacted remarkably fast for something this big and hefty. The car rocketed up the mountain.
The size of the beast had been its biggest issue on the fairly tight mountain road. The length alone managed to make it feel like a GT instead of a sports automobile, even though the vehicle reacted with sports car-like quickness. If it was only smaller, but with this same power-to-weight ratio, it might be perfect (i assume that’s what the F-Type is). Torque was so broad that moving really had beenn’t necessary all the time. Simply pick a gear — state third — and remain with it all the way up the mountain. The engine was widely powerful and well and perfectly suited to the vehicle.
At the very top of this specific road was an enormous paved parking area, devoid of cars because this ended up being the middle associated with the week. In the exact middle of the lot was a single tree. With traction and stability off, I traced a circle around it in full doriftu mode. This could be a great car for drifting (though higher priced than a Toyota AE86 in the event that you made a mistake). All that power meant it had been remarkably easy to control. I did only one group, these not being my tires. But if Jaguar wants to reach a younger demographic, enter an XKR-S GT in Formula D. I’ll drive.
ASSOCIATE WEST COAST EDITOR BLAKE Z. RONG share his insight. There are lots of sounds connected with this particular automobile. There’s the bark for the engine as you let off the gas. There is the contented little burble of overrun, reminiscent associated with screaming F-Type. There’s the banshee shriek of the motor above 4,000 rpm like a stack of phone books being thrown into a wood chipper. There’s the 525-watt Bowers and Wilkins audio system with 14 speakers and Dolby Pro Logic II Surround Sound that plays ’80s New Wave with gusto. & Most importantly, there is the heart-wrenching from up front — a nails-on-chalkboard sound that instills a sinking dread in the motorist’s heart as the carbon-fiber front splitter sheds its precious vitals while making contact with ramps and inclines.
I myself drive a lowered car and then the Fear of God strikes me whenever i am faced with, say, the parking lot entrance to a food store. Thing is, the plastic piece that lies between me personally and insanity costs $100. I can’t imagine how expensive this carbon fiber must be to replace, even if it is “shatterproof.”
But there I go again, being practical-minded about a 550-hp, limited-edition Jaguar! How silly of me. There is no means to be rational about this mind-melting near-supercar, of which a mere 30 will exist as a celebratory send-off to a grand tourer that’s been with us since 2007 (three of that are still readily available for sale). The F-Type could be the brand new standard in Jaguar sporty-type cars, as well as the XK must evolve with it. Hence, the aptly named GT, which snorts and rips and coddles in Alcantara in an attempt to fool the possible owner into thinking it is a genuine competition car, a fact underscored every time he looks through the rearview mirror.
The Jaguar XKR-S GT summons speeds with ease and a firm throttle, gathering energy with the utmost of ease — let off and it’s never ever temperamental, only composed. Despite the XK’s relative age, the transmission still shifts quickly by today’s standards; its metal paddle shifters belong in the F-Type instead of those plastic things (which makes an appearance over the interior on all parts that aren’t suede or piano black plastic). Its steering is both weighty and somewhat numb, which is large-car unsurprising. Dynamic mode opens up both the exhaust and the throttle response and is wonderful for scaring the passengers, at any provided instant, with a groundswell of torque. The framework is excellent. The suspension system imparts no roll whatsoever. Despite possessing a hellion’s snarl it manages to keep up its comfort and composure. Single-minded enthusiasts looking to get their $174,895 could also possibly daily drive it — as quickly as they get accustomed to starting parking lots at 20-degree perspectives.
The XK was always a pretty car. The Jaguar XKR-S GT’s polymer bonanza, nonetheless, adds canards and splitters before the front end resembles a robotic catfish. That silly rear wing will wow 4-year olds with the elegance of a Mitsubishi Eclipse from Hot Import Nights. The black, 20-inch, five-spoke tires resemble throwing stars, which do look cool. But we’d have to take Jaguar’s term as to whether or not the crude knife slashes on the hood do indeed help with cooling. Mark Vaughn pointed out that a corner diffuser, to work, has to expand out by 2 more feet — wider and taller. (Of course, the wing and canards will be effective at speeds above 100 miles per hour, a spot lost on me as I trundle down the 405.) Even the name “XKR-S GT” seems like an Estonian taxation form you must fill out in triplicate.
This limited edition GT is brutally uncommon, eye-wateringly expensive, and a ridiculous exercise in pretend racerdom. Better get the more prolific XKR-S; both are celebrations to a still-competent grand tourer that can still run like a sports automobile. As well as on that bombshell, the Jaguar XK departs us in a flurry of carbon fibre and alphanumerics. Designer Ian Callum once maintained that the XK was prompted by the curves on Kate Winslet. We wonder who will inspire the next XK. My vote is for Imogen Poots.
2014 Jaguar XKR-S GT
Base Price: $174,895
As-Tested Price: $174,895
Drivetrain: 550-hp, 502 lb-ft, 5.0-liter supercharged V8; RWD, six-speed automatic
Curb Weight: 3,865 lb
Fuel Economy (EPA City/Highway/Combined): 15/22/18 mpg
AW Observed Fuel Economy: 20.7 mpg