Jaguar F-TYPE AWD 2015 Review

To discover if the addition of all-wheel drive had done anything to benefit the already charming handling characteristics of the F-TYPE, Jaguar took us to a place we're told doesn't exist, and that we weren't to speak of.

The privately-owned closed-road on NSW's Central Coast offers a smooth mix of on- and off-camber corners, just the right amount of undulation and straights long enough to double the state's speed limit. It was one of those days where rain would have benefitted the sampling of a new all-wheel drive system, but with unseasonably warm weather keeping track temps high, it was up to us to discover where grip turned to slip.

Jaguar's all-wheel drive system is familiar to other models in the line-up, well, at least it is overseas. The XF and XJ both offer the format in selected markets, though for us, this uniquely calibrated system makes its astonishing debut in something a little more interesting.

The higher output F-TYPE S Coupe will commence AWD proceedings for team six-cylinder (priced from $156,770), while the V8-powered F-TYPE R starts from $242,670 for the hard-top and $261,370 for the Convertible. The figures represent a premium of almost $16k over the two-wheel drive variants, over which the AWD models also add an extra 80kg. With the F-TYPE R Convertible already tipping the scales at a portly 1665kg it's an increase that is noticeable, but not entirely unavoidable.

On a smooth surface the heft is quite well masked. There are no large potholes or crevasses to exaggerate the effort exerted on the double wishbone (front and rear) suspension, just a few gnarly direction changes aimed at unsettling the body as it's loaded on its opposite side. It's here the mass of the F-TYPE is noticed most, though with the front wheels now coerced into pulling that big wide rear-end into line, the benefits of all-wheel drive begin to make sense.

The transition is less evident than, say, the Lamborghini Aventador LP700-4 Roadster sampled back in 2013. There's none of the 'shuffle' felt through the driveline and chassis, just a sense that the front is being gently tighter into the turn as the rear attempts both drive and oversteer in equal measures.

In the less powerful (and lighter) six-cylinder models the difference is both more tanglible and, perhaps, more effective. The lighter nose already makes the 'S' a more natural steerer, and with the AWD system sharpening that response by degrees, the feedback is that of confidence and encouragement, and not the careful balancing act for fear of losing the tail usually experienced in F-TYPEs at corner exit.

Of course, the introduction of TVBB (that's Torque Vectoring by Brake) to the six-cylinder model and electric power steering across the range no-doubt aids the communication felt by the driver. The new tiller is accurate with very consistent weighting as you wind on lock and a natural return to centre. There's nibbles of resistance felt as the front wheels fight against the change of direction with power on, but it's cleverly masked by the processor, and we dare say wouldn't be felt at all on a rougher stretch of tarmac.

The transmission is definitely quick enough for the style of driving the F-TYPE is best suited to, and with intoxicating crackles and pops from what has to be the loudest exhaust in the business, we're sure most will find themselves driving manually if just to experience the drama. On that note, the resonance noticed in the V8 does hide the supercharged whine we found so devilishly encouraging in the V6. Depending on preference you may find a soft spot for the V6, one more tick in its favour.

The big cat's brakes proved hard to fault on the rise and falls of the circuit. There's plenty of guts and a surprising degree of modulation meaning hanging on to that last bit of trail braking as you nip the nose in doesn't result in over-slowing the car at the apex. Brilliant.

From our short drive it's evident the all-wheel drive F-TYPE is a polished performer, and although we'll hold our final verdict until after we've sampled it on the road, we're pretty sure it's an easier and more predictable car to live with than its rear-wheel drive sibling. Depending on what you want from a car, the benefits of either are patent. But to us it's an easier more forgiving car in the corners and one we're sure will prove more adept at tackling wet winter roads. It'll be interesting to see how many agree with us considering the price premium involved.