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Título: Jaguar XF

  1. #691
    Piloto de Troféu CharGerGTi's Avatar
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    Por Defeito

    V8 de 5 litros
    550cv
    680Nm
    0 aos 100 em 4.4 segundos
    Velocidade máxima de 300km/h

    Automotive News: Jaguar officially presented the XFR-S. Looks amazing!

    Quero tanto!!
    HaagenDazs gosta disto.


  2. #692
    Banido Fahrenheit's Avatar
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    Por Defeito

    Números muito semelhantes ao actual M5.

    Agora gostava de ver o comparativo entre ambos.

    Já o XFR era e é uma besta capaz de faz frente ao M5.

    Provavelmente com este XFR-S o Jeremias engolia as palavras "It is good as a BMW M5, and that's the better he can gets"

  3. #693
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    Por Defeito


  4. #694
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    Por Defeito

    Próxima sexta, dia 1FEV, test-drive do novo Jaguar XF no Autodromo do Estoril.
    Quem vai daqui?

  5. #695
    v7
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    Citação Originalmente Colocado por mminter Ver Post
    Próxima sexta, dia 1FEV, test-drive do novo Jaguar XF no Autodromo do Estoril.
    Quem vai daqui?
    Eu vou.


  6. #696
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    Por Defeito

    Eu inscrevi-me mas ainda não tive qualquer resposta.

  7. #697
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    Por Defeito





    Imagens anexadas Imagens anexadas
    paslg gosta disto.

  8. #698
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    Por Defeito

    mas este modelo xf tem alguma coisa de novo? não é o modelo que saiu salvo o erro em 2012?

  9. #699
    S2
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    Por Defeito

    Quem foi o que é que achou?

  10. #700
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    Citação Originalmente Colocado por v7 Ver Post
    Eu vou.
    Exprimentaste a versão 275cv?

  11. #701
    Piloto Veterano BLADERUNNER's Avatar
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    nto e Fahrenheit gostam disto.

  12. #702
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    Por Defeito

    Jaguar faz revisões mínimas e um diesel mais eficiente no XF de 2013


    The
    Jaguar XF has slowly evolved, from thebuggy first generation car, and now yet another set of improvements and changes have been made to it, for the 2014 model-year. We note minor changes in its trim grades, two new paint finish options on the aesthetic side, and a detuned version of the 2.2-liter diesel engine is the main point of interest (for company car drivers, especially).That’s not because of its 0-100 km/h (0-62 mph) time of 9.8 seconds, which brings it dangerously close to being slow, because its main attribute is efficiency, and the official numbers are promising.

    Jaguar claims a 4.9 l/100km (57.7 mpg UK) figure, and carbon emissions of 129 g/km. The “ECO2 engine,” as it’s referred to, also gets an Intelligent Stop-Start system as standard, and this contributes to the low declared figure.
    The rest of the range remains untouched, and the only other notable feature they’ve added for 2014 is “extended navigation,” which “more focused and intuitive mapping as well as iGO primo.”

    This doesn’t change much, so if you were going to buy an XF, you’re going to anyway, but if you were unsure of whether to take it or one of its many rivals, this model year revision has definitely not made the car more appealing - again, unless you’re a company car driver looking to trade your ageing BMW 5-Series in for something different.

  13. #703
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    Teste ao Jaguar XFR-S by Autocar

    What is it?



    With the new £79,995, 542bhp XFR-S, the excuses Jaguar has had up until now not to be compared with rivals from the likes of BMW’s M-division, Audi’s RS department and Mercedes’ AMG powerhouse come screeching to a halt.

    That’s because this time, Jaguar can, and indeed must, compete squarely with the BMW M5, Mercedes-Benz E63 AMG and Audi’s new RS6. And if it can’t, well, the mission will have failed.

    The bottom line is that the XFR-S boasts no more power or performance than any of its key opponents from Germany, yet it costs a fair bit more than they do. Jaguar’s justification, of course, is that the XFR-S is a whole lot more than just a breathed-on XFR.

    Not only does its supercharged 5.0-litre V8 generate more power and torque – up from 503bhp and 461lb ft to 542bhp and 502lb ft – but the whole car has also been preened to deliver a quantifiably more vivid driving experience than that of the regular XFR.

    What is it like?



    In a nutshell? It feels sharp and ready to perform, with more grip and sharper responses than the XFR.

    Fundamentally, the cabin is just as it was before. The basic dashboard architecture and the instruments are unchanged, as is the driving position, the round dial gear selector and the centre console. Look at the ceiling and seats, though, and XFR-S is quite different. There are swathes of Alcantara everywhere, while the seats feature R-S logos and offer a fair bit more support in all the right places.

    As a result, the car feels more focused inside, even though it stops some way short of being a stripped-out hot rod. It strikes a lovely compromise, in fact, between the two, yet it seems more expensive inside because of this.

    On the move, the first thing you notice is the steering. It’s heavier than in the XFR, quite a lot heavier, in a way that, to begin with, feels a little bit un-Jaguar-like. The rack is the same, so the change in effect is largely because of the new valving (although the bigger front tyres and different uprights also make a slight difference). But the result is that, instantly, the XFR-S feels… more alert, yes, but also more brutal and perhaps a touch heavier on its feet.

    Either way, it immediately feels keener than the car on which it’s based. Put your foot down and the eruption of V8 sound that you expect to happen fails, initially, to materialise. So you introduce the pedal to the carpet properly and, wham, the XFR-S fires itself at the horizon with even more vim than you remember, although not that much more. It feels a little bit more energetic, especially towards the upper reaches of the rev range, but not by perhaps as much as you were expecting.

    Should I buy one?



    Make no mistake: this is a very good fast saloon car, in other words, that has been made even more exciting to drive. Mostly. Whether that’s sufficient to justify it costing ten per cent more than its nearest opposition is another matter entirely.

    In the meantime, be in no doubt: the excuses are no longer required.

    Price £79,995; 0-60mph 4.4sec; Top speed 186mph; Economy 24.4mpg (combined); Co2 270g/km; Kerb weight 1987kg; Engine V8, 5000cc, supercharged, petrol; Power 542bhp at 6500rpm; Torque 502lb ft at 2500-5500rpm; Gearbox 8-spd automatic
    nto gosta disto.

  14. #704
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    nto e xeLa gostam disto.

  15. #705
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    Por Defeito XFR e XFR-S em análise - Autocar

    5 estrelas

    Algumas considerações:
    O motor é magnífico, faz o carro quase indecentemente rápido. Aliado à ZF automática de 6 velocidades, dá um grande avanço sobre os rivais.

    O binário e a eficácia desta caixa tornam o carro bastante dócil, mas eficaz. Quando o carro está na faixa com maior binário, o desempenho é implacável.

    O som do motor é delicioso e, pela primeira vez num Supercharged da Jaguar, não inclui um gemido, apenas o faz em plena aceleração.

    As mudanças no chassis são facilmente perceptíveis. O carro é mais firme e transmite muito mais as vibrações para o habitáculo, seja a que velocidade for. Ainda assim, é muito silencioso e controlado, o que o torna num cruiser credível.

    A perda de complacência é como que compensada pela maneira como o carro "engole" as estradas mais desafiadoras. Com uma cremalheira mais rápida e outras mudanças no chassis, o carro está bem mais ágil.

    Entra muito bem nas curvas, tem uma aderência assinalável e a electrónica permite acelerar bem cedo na curva - pondo-o lado a lado com o M5, tanto em curvas rápidas, como em lentas.

    A compostura do carro é de primeira classe. A nova suspensão, controlada electronicamente, faz um trabalho excelente a manter o carro direito, mesmo quando se faz velocidades consideráveis em estradas que pedem bastante curso da suspensão.

    O resto da experiência é parecida à de um regular XF. Há mais ruído de rolamento e barulho vindo da turbulência do vento a embater nos espelhos. O interior é do melhor alguma vez feito.

    No geral, é a melhor berlina de alta performance da classe. É semelhante ao M5 dinamicamente e a nível de performance, embora seja mais fácil de conviver no dia-a-dia e mais condescendentes quando não se está em modo ataque.

    Os rivais das Audi e Mercedes têm um ronco de respeito e outras características atractivas, todavia falta finesse, para além de terem um preço demasiado elevado.

    The Jaguar XFR is a crushingly effective super saloon. Its 503bhp supercharged V8 has relentless pace, and it's the prettiest car in its class

    The Jaguar XFR is the British company’s rival to the BMW M5 and the Mercedes E63 AMG.

    The XFR builds on the now familiar XF saloon recipe but is powered by a 503bhp direct injection supercharged V8. It also gets substantial chassis changes, including different spring rates, a newly developed continuously variable electronic damping system and a new electronically controlled rear differential.

    The new XFR also benefits from enhancements to the steering over the standard car.

    The visual changes are subtle but effective. There’s a redesigned, XJ-esque front end with a more aggressive look and added air intakes. It also gets flared sills, a discreet boot lid spoiler and standard 20-inch alloy wheels.

    Inside there are further additions such as special dials, dark wood and more heavily bolstered, but extremely comfortable, seats.

    The supercharged V8 in the Jaguar XFR is an absolutely magnificent engine. It makes the car almost indecently quick.

    And it’s this engine, allied to the familiar but fettled 6-speed ZF auto ‘box - now operated by a rotary dial - which gives the Jaguar XFR such headway over its rivals. The torque and the effectiveness of this gearbox make it brilliant docile when you want to make chilled progress, but also crushingly effective when you want to flex your right foot and get moving.

    Maximum torque of 461lb ft is dished out from 2500rpm to 5500rpm. So once you get it percolating, performance is astonishingly relentless. The 0-60mph dash is despatched in 4.7sec, but really telling is that 50-70mph is demolished in just 1.9sec, making it a demonic overtaking tool.

    All that torque means that it gets into its stride at little over tickover and when it does performance is intoxicating, as is the V8’s delicious repertoire of noises: which don’t, for the first time on a supercharged Jag, include a whine unless you’re on full throttle.

    The Jaguar XFR’s substantial chassis changes are instantly noticeable. For a start there’s an additional firmness to it and far more bumps are telegraphed through to the cabin. This isn’t just noticeable at urban speeds but even at three-figure pace. However, the fact that it’s all so quiet and controlled still makes the Jag a very credible cruising tool.

    Yet the loss of some suppleness is more than made up for by the way the XFR simply gobbles up challenging roads. A quicker steering rack, plus the other chassis changes make it far more agile than 'cooking' models.

    It turns in brilliantly, has almost endless grip and the electronics allow you to get on the gas really early in a corner – easily making it the equal of the BMW M5 through both fast and slow corners.

    The XFR's composure is first class. The new electronic damping system does a great job of keeping the body taut and flat even when you’re doing the sort of speeds on the sort of undulating roads that require the maximum amount of wheel travel.

    The rest of the experience is regular Jaguar XF plus an extra ten per cent. Yes, there’s a little more road noise and Jaguar still hasn’t managed to eradicate wind fluttering around the wing mirrors. But one of the great car cabins has been made even better in the R version.

    The new sports seats are much improved over the standard items, and there are additional trim flourishes that let you know that you’re in the sports models but it doesn’t even get close to tackiness or displaying a lack of taste.

    If you want the best all-round high-performance saloon the Jaguar XFR is the answer. It’s the equal of the BMW M5 dynamically and for sheer performance; yet is far easier to live with day-to-day and far more compliant when you’re not in the mood for maximum attack.

    While the rivals from Merc and Audi have hot-rod grunt and plenty of other appealing characteristics, but they both lack finesse and both need a lower price tag.

    4 estrelas



    Algumas considerações:
    Supostamente, foi afinado para oferecer uma experiência de condução mais vívida que a do XFR.

    Parece mais apurado e pronto a atacar com mais aderência e com respostas mais apuradas que o XFR.

    As diferenças no interior resumem-se aos bancos e tecto. Há alcântara um pouco por todo o lado, e agora, os bancos possuem logos R-S e oferecem um pouco mais suporte nas zonas certas. O carro passa a sensação de ser mais focado, sem ser comparável a carros completamente "despidos" por dentro. Atinge assim um bom compromisso entre as duas vertentes, tendo um ar mais caro por causa disso.

    A direcção é mais pesada que a do XFR, não parecendo normal num Jaguar. A diferença deverá ter a ver com as válvulas e não com a cremalheira, já que esta não mudou (também tem a ver com a maior quantidade de borracha e tamanho das jantes, embora não sejam factores que façam grande mossa). O carro parece mais alerta, mais brutal e talvez mais pesado.

    Parece mais apurado do que o carro no qual se baseia. O motor parece mais enérgico que o do XFR, embora talvez não tanto quando esperado.

    A caixa de 8 velocidades faz parecer o carro muito mais potente que o XFR entre as 2000 rpm e as 5000 rpm.

    A suspensão é mais firme; ligando o modo Dynamic, as trocas de caixa são mais rápidas e o peso da direcção aumenta.
    Apesar de tudo, é um carro confortável para viajar, especialmente, comparando com o M5.

    O handling, mais apurado que nunca, continua adorável.

    É uma berlina rápida muito boa que se tornou ainda mais divertida de conduzir. Agora se vale mais 10% que o rival mais próximo... é outra questão.

    The 542bhp Jaguar XFR-S is a logical progression from the XFR, despite the garish paint job

    What is it?
    With the new £79,995, 542bhp XFR-S, the excuses Jaguar has had up until now not to be compared with rivals from the likes of BMW’s M-division, Audi’s RS department and Mercedes’ AMG powerhouse come screeching to a halt.

    That’s because this time, Jaguar can, and indeed must, compete squarely with the BMW M5, Mercedes-Benz E63 AMG and Audi’s new RS6. And if it can’t, well, the mission will have failed.

    The bottom line is that the XFR-S boasts no more power or performance than any of its key opponents from Germany, yet it costs a fair bit more than they do. Jaguar’s justification, of course, is that the XFR-S is a whole lot more than just a breathed-on XFR.

    Not only does its supercharged 5.0-litre V8 generate more power and torque – up from 503bhp and 461lb ft to 542bhp and 502lb ft – but the whole car has also been preened to deliver a quantifiably more vivid driving experience than that of the regular XFR.

    What is it like?
    In a nutshell? It feels sharp and ready to perform, with more grip and sharper responses than the XFR.

    Fundamentally, the cabin is just as it was before. The basic dashboard architecture and the instruments are unchanged, as is the driving position, the round dial gear selector and the centre console. Look at the ceiling and seats, though, and XFR-S is quite different. There are swathes of Alcantara everywhere, while the seats feature R-S logos and offer a fair bit more support in all the right places.

    As a result, the car feels more focused inside, even though it stops some way short of being a stripped-out hot rod. It strikes a lovely compromise, in fact, between the two, yet it seems more expensive inside because of this.

    On the move, the first thing you notice is the steering. It’s heavier than in the XFR, quite a lot heavier, in a way that, to begin with, feels a little bit un-Jaguar-like. The rack is the same, so the change in effect is largely because of the new valving (although the bigger front tyres and different uprights also make a slight difference). But the result is that, instantly, the XFR-S feels… more alert, yes, but also more brutal and perhaps a touch heavier on its feet.

    Either way, it immediately feels keener than the car on which it’s based. Put your foot down and the eruption of V8 sound that you expect to happen fails, initially, to materialise. So you introduce the pedal to the carpet properly and, wham, the XFR-S fires itself at the horizon with even more vim than you remember, although not that much more. It feels a little bit more energetic, especially towards the upper reaches of the rev range, but not by perhaps as much as you were expecting.

    Jaguar claims 0-60mph in 4.4sec, with 0-100mph in “under nine” and a top speed limited to 186mph. Which is easily enough to level with a BMW M5. In the mid-range, it now has that rare strain of performance that is, for most of the time, more than enough for most people.

    Not often do you open the taps wide in this car for more than a few seconds, but it’s nice to know it’s there all the same. And the effect is aided in this instance by the new eight-speed gearbox, which has a ratio for every occasion and then some. Between 2000rpm and 5000rpm, it makes the XFR-S feel notably more potent than the XFR.

    The ride is stiffer than before, too, and if you press the Dynamic button – which also quickens the gearchange responses and alters the steering weight fractionally – it becomes stiffer still. But fundamentally, it’s still a perfectly comfortable car to travel in, especially beside the harsher M5. And the handling, although sharper than before, is still every bit as lovely as it was.

    Should I buy one?
    Make no mistake: this is a very good fast saloon car, in other words, that has been made even more exciting to drive. Mostly. Whether that’s sufficient to justify it costing ten per cent more than its nearest opposition is another matter entirely.

    In the meantime, be in no doubt: the excuses are no longer required.
    Última edição por xeLa : 21-08-13 às 22:17:49

  16. #706
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    Por Defeito Mais dois ensaios ao XFR-S


    4 estrelas

    Algumas considerações:
    O escape não é muito barulhente, o som é semelhante ao do XFR, embora com uns pózinhos extra em modo desportivo.

    É um carro bastante intenso, aconselha-se a que quem o conduz seja gentil com o acelerador, pois não há limites artificiais de binário. Caso se pise o acelerador mais agressivamente, facilmente se activa o controlo de tracção, mas, sendo mais calmo, o XFR-S ganha velocidade muito rápido. A traseira "contorce-se" um pouco enquanto o chassis batalha entre a aderência dos pneus e a potência entregue pelo motor.

    É muito envolvente, os controlos são sensíveis e dão muita informação ao condutor, embora seja um carro que exige bastante juízo ao condutor.

    Os travões fazem um muito bom trabalho na hora de travar o carro para transcrever uma curva.

    Os amortecedores mais firmes e as válvulas emprestadas do F-Type dão ao carro uma direcção com uma resposta apurada, por isso, convém ser suave a manuseá-la para não fazer a traseira perder a compostura.

    Em modo Dynamic, o controlo de tracção é muito mais tolerante. A direcção torna-se ainda mais directa, embora menos linear a nível de sensação, respondendo a pequenas solicitações muito rápido para um carro com quase 2 toneladas. Neste modo, o carro é muito envolvente e emocionante, embora seja um set up muito agressivo para "fracos" (não é para meninos
    ).

    Apesar da maior dureza da suspensão e jantes de 20", o XFR-S é confortável. De série, os bancos desportivos têm múltiplos ajustes electrónicos.

    O XFR é mais do que suficiente para a maioria, mas o XFR-S é a prova de que os engenheiros da Jaguar não se esqueceram do XF, nem dos entusiastas da condução (e que têm algum pap€l... ) que vão adorar o ritmo e envolvimento extra que este carro oferece.

    We see if the Jaguar XFR-S, the manufacturer's fastest-ever saloon, is worth £15k more than the XFR

    The Jaguar XFR-S is what happens when engineers find a few bits of their latest hottest models left around the workshop and decide to show us what the XF saloon is really capable of.

    Under the curvy bonnet is the same 542bhp version of the 5.0-litre supercharged V8 that powers the XKR-S. That means power jumps by 39bhp and torque climbs from 625Nm to 680Nm over the standard XFR.

    Once you press the starter button, the air vents revolve and the engine cracks into life. All Jaguar XFR-S’ get a passive sports exhaust that’s actually quite quiet, giving the car a fairly similar soundtrack to the XFR, albeit with a few more cracks and pops when you’re in sport mode.

    The big V8 drives the rear wheels through Jaguar’s latest eight-speed automatic gearbox, and a specially recalibrated rear differential. It also powers the XFR-S from 0-62mph in 4.6 seconds – a tenth faster than the XFR – while the top speed is 186mph, making it Jaguar’s fastest ever saloon car.

    It doesn’t take long to realise that the Jaguar XFR-S is a pretty intense drive. You have to be gentle with the throttle as there’s no artificial limit on the torque. If you are too quick, you’ll wake the traction control easily, but be smooth and the XFR-S builds speed very quickly indeed, the rear squirming a little as the Jaguar’s chassis does battle between the power and grip available from the specially developed Pirelli tyres. You always feel fully involved in the drive, the controls giving you plenty of feel and feedback, but it’s a car that demands you have your wits about you.

    Arrive at a corner and the uprated brakes do a very good job of scrubbing off speed. Likewise, the stiffer front uprights and valving borrowed from the F-Type give the light and direct steering extra-sharp response, so again it pays to be nice and smooth, so as not to provoke the rear tyres to lose grip.

    Switch to Dynamic mode and you have a pretty big threshold before the traction control light flickers on – something worth remembering when you’re accelerating out of a tight junction or when the road is damp. The steering becomes even more direct, although a little less linear in feel, responding to very small inputs with an impressive eagerness for a car that weighs 1,987kg. Dynamic mode feels very engaging and exciting, although it’s a pretty aggressive set up that’s not for the faint-hearted.

    Despite the fact that the Jaguar XFR-S gets 30 per cent stiffer suspension and 20-inch alloys that are wider than the XFR, the ride is really comfortable. There’s also a set of very plush electrically adjustable sports seats as standard, while, if you tire of the V8’s rumble, you can turn up the standard 17-speaker Meridian stereo.

    If you want your XFR-S to stand out, there’s a larger rear wing to complement the carbon-fibre diffuser and more aggressive front bumper, although we think the smaller wing of our test car looks spot on.

    And while the Jaguar XFR will be more than enough for most, the XFR-S is proof that Jaguar’s engineers haven’t forgotten the XF, nor its niche band of driving enthusiasts who will love the extra pace and involvement this car brings.

    Veredicto: 4 estrelas

    O XFR-S é a resposta da Jaguar ao BMW M5 Competition Package e ao Mercedes-Benz E63 AMG S-Model, e o que se compra é um carro que exige bastante do condutor. A potência extra é quase demasiada para o chassis lidar, especialmente, para quem não está habituado a carros de tracção traseira. É muito divertido, mas, para a maioria, o XFR é suficiente.


    Algumas considerações:
    Mais emocionante e satisfatório do que alguns rivais. Os outros até podem levar vantagem em recta, todavia o XFR-S é o "reguila" do grupo.

    O som é muito bom, tanto dentro, como fora do carro.

    Quando não se está a espremer muito o motor (aceleração mais forte), o habitáculo é silencioso e luxuoso.
    Apesar de firme, poucas são as vibrações transmitidas para dentro do carro.

    A direcção podia ser mais firme em condução normal, mas a velocidades maiores, o peso é bem doseado. O adornamento do carro é menor do que se poderia prever.

    É um carro fácil de conduzir rápido, embora não seja nos limites. Mostra alguma subviragem no limite. No modo Dynamic, o controlo de estabilidade é menos intrusivo, contudo é necessário fazer algumas correcções no volante para ter um comportamento neutro numa curva.

    O XFR-S é rápido e cheio de atitude, o luxo e o conforto são descomprometedores.

    Spend around a hundred grand on a performance sedan, and it had better put a smile on your face, right?

    After driving the 2014 Jaguar XFR-S up on Pacific Northwest mountain roads, as well as on the track, we can say that this very focused model—the fastest, most powerful Jaguar sedan ever—never ceased to have us grinning. A wicked grin, at that.

    If you're not already familiar with the idea, the XFR-S is a serious, rather edgy (or about as edgy as Jaguars get) model that pushes the performance envelope further upward from the XFR. But it isn't simply chasing German super-sedans. From the driver's seat, we found it more thrilling (and satisfying) than some key rival models like BMW M5, Audi RS 6, or Mercedes-Benz E63 AMG.

    Those each might have a slight edge on the XFR-S in straight-line performance, but the XFR-S is the wild child of the bunch, the one that keeps you close at heart. From the time you press the engine-start button and the big 5.0-liter supercharged V-8 barks to life, it's clear that the attitude is a bit different behind the wheel of this one.

    Charm in what's not on board

    It's probably best to start with what the XFR-S doesn't have. Thankfully there's no managing a slew of drive modes and steering heft levels and suspension rates. There's nothing complicated about the steering, either; it's merely a very good hydraulic system. And don't expect a dual-clutch gearbox or clutch packs in place of torque converters.

    What you do get is a raucous 550-horsepower V-8 that's not only full of character but fully fitting the character of the car, mated to a ZF eight-speed automatic transmission with Jaguar's new (F-Type-derived) Quickshift logic to intuit corners, and a handful of meaningful changes to the suspension and running gear.

    Front and rear spring rates have been boosted 30 percent over the XFR (which adds up to about 100 percent over the base XF), and the XFR-S get special front suspension knuckles that allow increased camber and castor stiffness (plus new wheel bearings), a new rear subframe, and a 'bespoke' staggered Pirelli P Zero tire setup—265/35R20 size in front and 295/30R20 in back. Special lightweight forged wheels and a high-performance braking system round out the improvements.

    In addition, there are a series of functional aerodynamic improvements, including carbon fiber front splitter and air intakes, plus a carbon fiber rear diffuser.

    Official 0-60 mph times put it at 4.4 seconds, with a 186-mph top speed.

    Boy racers, get a load of this wing

    And that big wing on the back? It plays a crucial part in reducing high-speed lift by 68 percent. It makes a very meaningful contribution to stability at mid- and upper-triple-digit speeds; but because of the controversy over...um...the boy-racer stigma that tall, bold rear wings carry, it's optional on the XFR-S—and a hefty $3,500 extra. But if it's functional, you really must get it.

    Output of this engine has been boosted to 550 hp, with 502 lb-ft of torque (versus the XFR's 510 hp and 461 lb-ft); and it's a difference you can feel. Through breathing improvements, Jaguar has boosted power delivery from the 3,000-rpm range on up. And on the torque side, it's essentially taken the torque plateau of the XFR's engine and allowed it to climb—together with the more aggressive throttle map, allowing that very sharp at-speed throttle response, and allowing increased rewards for revving the engine into its upper ranges.

    Revving this engine is something we couldn't resist. It's beautiful-sounding from the outside or the inside. Curiously, from the outside there's a strident, V-10-like pulsation to the exhaust note that sounds sexy and different as it passes by at full wail; but inside, selectively ducted-in intake noise helps provide a deep, bellowy exhaust note that's unmistakably a V-8. What you do hear from inside the cabin—especially if you tip into the throttle lightly and then back off—are a series of burbles and pops that seem so forceful at times you might think someone's kicking in the trunk.

    Provided you're not tapping into the engine's power too much, the cabin is remarkably quiet and luxury-car composed. Despite the much stiffer setup, very little harshness from the coarse road surfaces we had for much of our road drive route made it inside, and the XFR-S's active damping system (which has thirteen different inputs and can make adjustments 100 times per second) manages to filter out minor imperfections.

    Single-mode hydraulic steering—and it's good

    Take the XFR-S through a series of esses, and the strength of this model's steering are exposed. It's a hydraulic system, and yes, it could be firmer during most normal driving (it feels disconcertingly light for a performance car at first), but just off center, at speed, it's weighted nicely. Body control is far more in check than you might expect given the lack of fluster in the ride.

    Get the XFR-S out on the track, which we did at The Ridge Motorsports Park in Shelton, Washington. There, the full course offered some especially tight turns for exploring this sedan's dynamics as well as a long straight where we could dip well into triple digits (and put the stronger brakes to good use).

    On the XFR-S's rotary shifter, you simply have a choice between Drive and Sport (with some great steering-wheel paddle-shifters). Then there's a Dynamic mode that sharpens the powertrain response and firms up damper rates. It also affects the stability control behavior, and the active electronic differential, which helps get power to the rear wheels in the most effective way possible out of corners.

    Dynamic mode ups the enjoyment

    What did we learn out there? The XFR-S might not be an easy car to drive near its limits, but it's an easy car to drive fast—very fast. It's a natural understeerer at its limits, but there's no doubt that with more laps we would have been able to learn the ins and outs of finessing the tail out just right. But even in Dynamic mode, with the stability control in its less intrusive setting, you make modest corrections that leave it feeling remarkably neutral once you set it up on the inside line of a bend.

    Coming down from the adrenaline surge of track time it's worth taking a step back to see what separates the S from the XFR. Special Varuna lightweight forged alloy wheels are one of the showpieces, and they can be finished in full gloss black or technical gray. In addition to the rear wing and central rear diffuser, there are five colors, including an especially eye-catching French Racing Blue. And inside, the XFR-S gets Warm Charcoal leather seat and door trim, in addition to carbon-affect leather on the seat bolsters and armrests. Contrast-color micro-piping also accents the seats, and there's a Dark Aluminum dash fascia.

    In all, the XFR-S is wicked fast and full of attitude, yet its luxury and comfort are seemingly uncompromised. Whether you think of the XFR-S as a more opulent, exclusive alternative to the Cadillac CTS-V or a more charismatic choice than those top-performance sedans from Germany, we have no doubt that with only 200 cars allocated for the U.S., this special-edition XFR is going to sell out quickly.

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    Até é giro.

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    Jaguar XFR-S

    PetrolHead95 gosta disto.

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    Gib gosta disto.

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    Jaguar XF RS












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