Jaguar XJR 2013 Review - International

What we liked
>> Bully boy makeover of XJ
>> Wonderful soundtrack
>> Big car presence, but shrinks when provoked

Not so much
>> Mistake offering SWB only Down Under?
>> Fit and minor cabin issues
>> Not for S Class magic carpet fans

You'll get almost exactly what you want when you stump up $298,000 for your XJR. And Australian buyers will need to do exactly that – lay down their cash up front, that is – for the ultimate expression of the (very) fast Brit limo is order-only in the colonies.

We say almost exactly, because there's a flaw in Jaguar Australia's logic with this new, ever so potent XJ range topper. You see, for the time being at least, you can only buy the short wheelbase variant.

Incongruously, given Jaguar's definition of its R brand as "high performance luxury", if you want performance and the luxury of a long-wheelbase (and let's face it – isn't that what luxury's really about), you'll have to settle with the non-R XJ Supersport.

Yes, it might pack big styling, tweaked running gear, a big leather and alcantara lined cabin and a serious V8 soundtrack, but at its circa $300K pricetag, the new XJR is still around $20K less expensive than the Supersport – and therefore not the rangetopper.

Confused? So are we, a little.

Better then, to stick to the XJR in isolation, at least for this First Drive. Which means pay your money, take your choice, and look forward to owning what is a rare attempt to blend two opposites of the motoring spectrum – a limousine and a sportscar.

First displayed at the New York Auto Show, the XJR is unashamedly made for American consumers. More than half the XJRs Jaguar builds will be sold in the USA. That said, we'll wager it will find devoted fans Down Under. It's big, bold and packs the right sort of punch, and soundtrack for Americans and Aussies' obsession with acceleration times (0-60mph 4.6sec) and sonorous performance.

At the XJR's heart is a 405kW/680Nm version of the supercharged DOHC injected 5.0-litre petrol V8 used in the new XFR-S and the latest top offerings from Range Rover.

Though it might not match the huge torque of the bi-turbo AMG and M V8s, it's a muscular, willing engine and definitely no wallflower. Indeed, in the all-important 80-140km/h segment, even under the big XJR's long fluted bonnet, it's ballistic. This car's effortless overtaking will evaporate your licence – you've been warned.

The V8 is matched to an adaptive eight-speed automatic transmission and much of the XJR's running gear, including suspension damper and spring rates (up around 30%) is bespoke.

Seriously matte, boy racer 20-inch alloys, shod with Pirelli P-Zero low profile rubber, help tell the R story. And there's big undrilled, ventilated discs and just enough bully-boy bodykit (including an aerodynamically effective front splitter) to set it apart.

As the Poms would say – it looks pukka.

On the road this car has serious presence. It demands attention and gets it – not least of all because of its NASCAR style soundtrack. That said, even engine off at the traffic lights (auto stop start is standard) gets stares from passersby; presenting as a (very) long and surprisingly lean cruise missile.

Behind the wheel it's an intriguing beast. Body control is good, with the Dynamic Mode offered sharpening things up nicely when there are curves ahead.

Ultimately, the ride is a touch on the brittle side for true luxury, but the settings seem to be a good compromise given the XJR's raison d'etre.

Push comes to shove we'd suggest the outgoing S 63 AMG has the Jaguar for ride quality and noise levels. We'd know which one we'd rather drive, however.

Where the AMG has an artificial feel to its directional changes and body control (it uses Benz's computer managed Active Body Control), the XJR has a more fluid, communicative chassis which delivers genuine feedback both through the seat of the pants and the steering wheel.

Indeed, it's easy to make genuinely fast progress on even quite challenging roads, as we found out on a drive to the south east of Seattle in the foot hills (big foot hills!) of Mt Rainer, a 14,000ft high dormant volcano of the same 'family' as Mt St Helens.

Here the big XJR belied its true dimensions and felt more like a BMW 5 Series sized vehicle. It's not though – as you'll find when you swap from driving, to being driven. In the long-wheelbase model there's an embarrassing richness of both room and décor – especially in the rear section of the cabin.

Leather quality is top notch and there's a palette that goes well beyond the plain. The real carbon-fibre detailing to door cards and around the sweeping 'cornice' between dash and windscreen is a step-change away from limousine tradition. So too, the re-trimmed, just slightly sporty seats – front and rear.

This is not the time to quote chapter and verse on standard equipment – we'll wait until Australian market XJRs arrive later this year to do so. Suffice it to say, you'll want for little. Except maybe adaptive cruise control – that feature was missing from all vehicles on our Seattle drive program.

At first flush, there seems little point to the XJR's combination of super sport driving dynamics and limousine accommodation and accoutrement. Perhaps that's why there's such a limited number of direct competitors – the above-mentioned AMG fettled S-Class and arguably Maserati's upcoming twin-turbo V8 Quattroporte are the only two that spring to mind.

But even after just a couple of hundred kilometres behind the wheel, we were starting to understand and appreciate the attraction. A few laps of the challenging 5.1km Ridge Motorsport Park track in streaming wet conditions sealed the deal.

That said, against the very best in the class, the base XJ still has some work to do. For example, the controls and interior surfacing don't have the hewn-from-solid feel of the old S-Class, let alone the newest generation. But, take it from us, in its outrageousness the XJR carves itself a niche.

Indeed, if you're a big spender that wants to make a splash, this big cat might have your name on it.