Jaguar F-TYPE 2013 Review - International

Jaguar F-TYPE V6, V6 S and V8 S

That's how Jaguar would like to see it pan out – and the truth may not be that far removed either.

Ahead of the car's local launch in August, the F-TYPE order bank is currently running at a mix of roughly 50/50 across V6 and V8 models, with the V6 variants (base and S) also split more or less equally, according to Jaguar Australia brand manager, Mark Eedle. That may change once the vehicles actually arrive in local showrooms; Eedle expects the V6 variants will be the volume-sellers in the range.

The F-TYPE sits in a niche seemingly ignored by its German prestige rivals – a niche where a unique entrant can be larger than a Z4 and slot into a gulf betwixt SLK and SL, or Boxster and 911. As a stylish but sensible package, the F-TYPE is also priced affordably, without forgoing fun and desirability.

It's hard to conceive it could possibly fail to meet its early sales targets.

The base model rides on standard 18-inch alloy wheels and drives through an open differential. Brakes are a performance set-up with silver calipers and the twin-exhaust system exits inboard, from the rear apron. The centre console is finished in 'Light Hex' aluminium decorative trim and the seats are upholstered in a leather and 'suedecloth' combination.

Moving up to the V6 S adds 19-inch alloys and a limited-slip differential. The sports suspension of the standard F-TYPE is enhanced with Adaptive Dynamics (dampers) for the V6 S, which also gains an Active Sports Exhaust and an upgraded braking system featuring red callipers. Inside, the V6 S is trimmed in 'Dark Hex' aluminium accents and the seats are upholstered in full leather. The ambient lighting of the base model is fully configurable in the S grade.

Capping the range, the F-TYPE V8 S is shod with 20-inch alloys and drives through an electronic Active Differential. Exhaust gases are discharged through the four pipes, each pair mounted outboard in the rear apron. A further brake upgrade comes with red calipers once more. Roll-over protection bars – satin chrome for the base model and V6 S – are finished in gloss black for the V8.

All models come equipped with automatic climate-control, keyless entry/start, cruise control, electrochromatic rear-view mirror, electric windows/mirrors, electric seat/steering column adjustment, satellite-navigation, Bluetooth connectivity, USB input and Meridian 10-speaker CD audio system.

A comprehensive options list includes 25 different wheel and tyre combinations. Metallic paint costs $2810 and upmarket paint options cost $5620. Other options include auto-dimming fold-in mirrors ($1370), rain-sensing wipers ($510), Adaptive headlights ($1500), Intelligent High Beam ($865), premium leather upholstery ($3970), a 12-speaker, 770-Watt Meridian surround-sound audio system ($6900) and reversing camera ($830). That's just a tiny selection...

We like the F-TYPE's styling... really. But it's hard to produce something genuinely new and truly unique when the designers are working from the same basic parameters as rival manufacturers also building a two-seat, open-top sports car with rear-wheel drive.

Looking at BMW's Z8, for instance, the headlights are visually similar, as are the rising hipline, the rear flanks and the overall proportions. It would be all too easy to mistake the F-TYPE for a Z8, or vice versa.

But since the Z8 was never sold by the factory in Australia and it was only ever produced in left-hand drive, the F-TYPE's strong resemblance is neither here nor there for local buyers.

As a daily driver in the same mould as its principal rivals from Germany, the F-TYPE makes the grade. When the car is unlocked, door handles swing out from the doors, providing an innovative visual cue that the car is not secure, as well as facilitating a hand-hold to open the doors easily.

Despite heavily bolstered seats the F-TYPE is not hard to enter or leave, thanks to the long doors, a higher hip-point than some rivals, and plenty of room to swing the legs in and out of the footwell. There's more than adequate fore/aft adjustment for the comfy seats and the roof closes over the head with abundant room remaining. The floating buttresses either side of the centre fascia make the interior seem more claustrophobic than it is, in reality.

Luggage space is adequate in a two-place sports car with a folding roof, but if you want to head off for a romantic weekend in the F-TYPE, it's best to pack light or use duffle bags rather than suitcases.

At Aussie freeway speeds, inside the F-TYPE is a calm place with the top down and windows up, provided the rear wind deflector is deployed. The cabin is also very stylish and well finished, with carbon-fibre and brushed aluminium highlights complementing the stitched leather trim (in S variants).

It's a moderately busy place for the driver however, with plenty of switchgear on the centre fascia. That's the price consumers pay for buying a British prestige car rather than one from Germany.

That said, for the 90 per cent of motoring journalists who reckon the Germans' fixation with single-point control is wearisome, pointless and distracting, the Jag's amalgam of buttons is generally easier to learn and understand.

The supercharged petrol engines in the F-TYPE range comprise a 3.0-litre V6 in two states of tune and a 5.0-litre V8. At 280kW and 460Nm, the DOHC V6 in the F-TYPE V6 S variant produces 30kW and 10Nm more than the same engine in the base model – 250kW and 450Nm. In contrast, the V8 develops substantially stronger output, 364kW and 625Nm.

Acceleration times (0-100km/h) are: 5.1 seconds for the base V6, 4.8 seconds for the V6 S and 4.2 seconds for the V8 S. Fuel consumption figures in the NEDC combined-cycle test are 9.0L/100km for the V6, 9.1 for the V6 S and 11.1L/100km for the V8 S. CO2 emissions in the same test are, respectively, 209g/km, 213g/km and 259g/km.

All three engines drive to the rear wheels through an eight-speed ZF automatic that features a sport mode and shift paddles on the steering column. While the base model makes do with an open diff, the V6 S gains a mechanical limited-slip differential and the V8 S takes traction even further with an electronic 'Active Diff'.

Double-wishbone suspension front and rear embraces the extensive use of aluminium for the purpose of weight reduction. S models come with adaptive dampers to adjust ride and handling settings on the fly. The steering set-up for all variants is a rack-and-pinion system, hydraulically assisted for added feedback through the wheel.

Euro NCAP has not assessed the F-TYPE and is unlikely to do so at any point in the near future, but the new Jag offers plenty of kit to protect occupants or reduce the chance of a collision in the first place. Among those features are: four airbags (two front and two seat-mounted side-impact airbags to protect head and thorax), roll-over protection, Brake Assist and an automatic deploying bonnet for pedestrian safety.

The first leg of the drive program took us from Pamplona to the Navarra race circuit where we transferred from the entry-level F-TYPE V6 to the S-grade variant. We stayed in the V6 S for the drive to the hotel where we stayed overnight, swapping that car for a V8 S variant the next morning.

What immediately struck each of us about the F-TYPE was the car's soundtrack.  The engine, even in base model form, offered great torque and power delivery, and there was plenty of snap, crackle and pop from the exhaust on the overrun.

Under load the engine howled at higher revs, but in the mid-range it had a real snarl to it; at certain revs it sounded like a cross between a swarm of bees and a Mazda rotary.

The F-TYPE V6 S, with its adaptive dampers, provided a better ride than the base car, and the 280kW engine delivered more power too, although the difference won't be especially apparent in daily driving situations, where the 250kW engine of the entry-level F-TYPE should be more than enough.

Driven around the Navarra circuit, the F-TYPE V6 S could be placed very accurately, thanks to the pin-sharp steering. At no stage was there any hint of understeer. Four laps of the circuit clearly demonstrated that the new Jaguar was not at sixes and sevens on the track.

It behaved impeccably, turning in promptly and finding its way out of each turn in a stable, poised way as the limited-slip differential and the wide rear tyres dug in. The brakes were strong and dependable, with good pedal feel too.

The V8, with 30kg more over the front wheels (and an extra 10kg in the rear for the Active Differential), felt more inclined to scrub the front tyres in tighter corners. But if circumstances appeared to favour the F-TYPE V6 S as the driver's pick, the V8 had so much exploitable power and torque to tackle the short straights between hairpins. Jaguar argues that the V8's active diff is ultimately a better solution for exiting corners than the mechanical LSD of the V6 S.

And even without that, the V8 would reel in the V6 pretty quickly on mountain roads like those encountered in Spain. Slotting the car into Dynamic mode, bringing the shift lever across to the Sport detente and using the shift paddles for engine braking or immediate acceleration left little doubt that V8 S was a powerhouse on the move.

Ride was generally comfortable enough, soaking up smaller and larger bumps equally well, but over corrugations the front and rear of the base model could get out of sync and feel slightly jiggly.

But that's a small price to pay for the F-TYPE's dynamic litheness. Turn-in, even without Dynamic mode enabled, was fabulous and the car felt very stable through corners – despite the lack of adaptive dampers and LSD fitted to the S-grade models. The F-TYPE S variants levelled out bumps and potholes quantifiably better than the entry-level car.

But we're left none the wiser about the F-TYPE... which is the pick of the crop? The base model is a strong value package for the money. It looks good and still offers the thrilling aural experience of the supercharged V6 – along with the smooth and responsive ZF eight-speeder.

Then there's the V6 S, which costs more, but rides better, goes harder and has that LSD to help you out of the corners as well. The V8 S is all wicked bent-eight charm with an even smarter diff and bigger wheels, but is over $200,000 before the on-roads.

So there is no clear winner. Depending on budget, any of the three variants could suit a new buyer – who would almost certainly be happy with whichever car is finally chosen.