How does it drive? We’re at the Estoril race circuit near Lisbon, Portugal, to sample both the all-wheel-drive and manual variants. You also get from zero to 60 mph 0.5 seconds slower, the V6 S covering the benchmark sprint in 5.3 seconds. It’s fitted to both V6 rear-drive derivatives, cuts at least $1,300 from the price, and undoes any planet-saving benefits of electric steering by reducing gas mileage EPA figures are yet to be confirmed, but the European combined cycle puts the loss at around 4 mpg. At the opposite end of the spectrum comes the new six-speed manual version, debuting in the U.S. A carbon fiber roof is optional on all coupes, and removes 9.4 pounds for $3,200. Standard on the R, it adds a new splitter, side sills, rear diffuser and, for coupe models, a rear spoiler, but prices are still to be confirmed. If that’s looking just a little too thrifty for your tastes, you can tick the Sport Design Pack box on V6 models. But Jaguar hits back in the bang-for-buck stakes: the V6 S makes 30 hp more than the 350-hp Carrera 4, but retails for $7,310 less the V8 R has a huge 150 hp on the 400-hp 4S, but costs $3,100 less.įirst drive of the 2016 Jaguar F-Type now with AWD and 6-speed manual transmission available. How does that square up to the 911? Carrera 4 and 4S models are significantly lighter at around 3,200 pounds with the PDK auto, compared with 3,691 pounds for the V6 S and 3,814 for the V8 R. But beware unwanted inflations elsewhere, including the price –- up $6,000 to $87,800 on the V6 S, while the R AWD bumps beyond $100K to $106,600 –- and weight rises a relatively small 176 pounds, but still pushes the all-aluminum R to 3,814 pounds. Packaging the all-wheel-drive hardware means the hood’s power dome is now a little more pronounced, but it’s crisply executed and adds a more purposeful look. Anyone who’s ever driven a V8 F-Type in the wet knows that extra driveshafts are far more necessary here than they are in a Porsche 911, so it’s a logical addition to the range. The promise is that once IDD computes the best response, it ensures the all-wheel-drive system, rear differential and stability-control system all integrate harmoniously. The system uses Intelligent Driveline Dynamics (IDD) to measure yaw rate, steering angle, speed, and lateral and longitudinal acceleration. One hundred percent of torque flows to the F-type’s rear axle in normal conditions, but goes forward via an electronically controlled center coupling when extra traction is required. The all-wheel-drive system is a development of Jaguar’s existing hardware already seen in the XF and XJ, with the balance tilted toward dynamics where the sedans favor traction. Both V8 R AWD and V6 S AWD models are available, while the manual gearbox is restricted to rear-drive V6 and V6 S models the manual can’t handle the V8’s torque-bomb. The V8 R coupe also relinquishes its exclusive hold on torque-vectoring by braking - it can subtly brake the inside wheels in corners, killing understeer - which becomes standard on all models, save for the entry-level V6, where it’s an extra-cost option.īut the big news is the introduction of all-wheel drive and a six-speed manual gearbox. The lineup balloons from six to 14 derivatives - there’s new electric power steering, a new 8-inch touchscreen infotainment system, and optional eye candy that now includes a carbon fiber roof, styling pack and revised alloy wheel designs. Jaguar is rolling out a range of revisions for the 2016 F-Type it goes on sale in late April.
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