Site search
sponsored by
News
ENLARGE
2010 Jaguar XKR
2010 Jaguar XKR
Price (as tested): $107,000
Powertrain: 510-horsepower supercharged 5.0-liter V-8 engine, six-speed automatic transmission
Includes: 20-inch Nevis wheels, adaptive dynamic control system, Jaguardrive “winter” mode, wheel-mounted shift paddles, performance brakes, heated/cooled leather seats, smartkey entry key, 525-watt Bowers and Wilkins stereo, touchscreen navigation, Sirius radio, Bluetooth, adaptive cruise control
EPA mileage: 15 city, 22 highway
Powertrain: 510-horsepower supercharged 5.0-liter V-8 engine, six-speed automatic transmission
Includes: 20-inch Nevis wheels, adaptive dynamic control system, Jaguardrive “winter” mode, wheel-mounted shift paddles, performance brakes, heated/cooled leather seats, smartkey entry key, 525-watt Bowers and Wilkins stereo, touchscreen navigation, Sirius radio, Bluetooth, adaptive cruise control
EPA mileage: 15 city, 22 highway
The driving rain began to make its slippery transition to snow as I reached about 7,200 feet, just outside of Monument-area Palmer Lake. And rather quickly, the mind-bending combination of 510 horsepower, 20-inch high-performance summer tires the width of a TV tray and a lightweight, aluminum-bodied, rear-wheel drive setup started to work against me … and against the pure, unadulterated, primal fury of the fastest automobile I've ever driven.
On a watery, almost icy road — this was back in September, as well — the fulsome, godless and futuristic Jaguar XKR suddenly turns into a rocket-powered ice skate, and one has to take great efforts to restrain the unholy growls of exhaust until confronted by straight stretches.
The automobile's complicated traction and dynamic control systems do sport a “winter” setting which one supposes might, with gigantic, expensive snow tires, make it a fearsome lite-snow contender, but I wouldn't recommend trying any of it in a full-blown Summit County blizzard.
2010's revamp of 2005 XK sports machine redesign doesn't sport a ton of visual re-tweaks, still long and lean and fierce in its Astonesque design, plus that ominous wire mesh “R” grille and some “Supercharged” embossed 20-inch Nevis wheels.
But the new owners, India's Tata Motors (or, perhaps, the last wave of Ford-payrolled engineers) upped the V-8 engine to a 5.0-liter displacement, adding some 80 supercharged horses and imparting a significant dose of character reassignment to the already drool-worthy machine.
The end product is stupid fast, stock-car tuned (and stock car noisy, when the throttle is fully to the floor) yet still ultra-luxurious and … interminably fun on dry pavement.
During my end-of-season romp, I enjoyed the convertible version of the XKR (even more impractical, and wonderful), fitted out with high-performance 255/35 tires up front and monster 285/30s in the back.
Consequently, the presence of even the slightest amount of moisture on the ground caused the Jag to fishtail on a dime. On terra firma, the new XKR and its adaptive dynamic control system can do things that make the '09 model seem like you were driving a '96.
Click the system to “Sport” and fully engage the dynamics and the already growly and fast-responding Jag goes all primeval, with high-revving growls that are deliciously horrifying. In super-dynamic mode, the Jag blips the throttle on every downshift (wheel-mounted paddles now enacting true Formula 1 sounds), and the already fearsome acceleration changes from breathtaking to heart-stopping. Handling remains impressively tight for the substantial, 3,968-pound machine (it's long and wide and one must respect the laws of physics); true psychopaths can turn almost every nanny control off and go for broke.
I must admit, however, I got scared, really fast, and that doesn't happen too much after my 400+ take-it-to-the-edge rides in as many different automobiles. The looming, absolutely chest-flattening power is indeed the biggest burst I've ever experienced, or so it seemed at the time; one fellow writer reported beating a Corvette Z06 during several blocks of competitive driving, so there you go.
Considering that the XKR still seems to be firmly aimed at the country club set (the $107,000 sticker gives that away), the slightly bipolar machine can indeed be driven in a totally neutral and pleasant fashion, all the more to soak up its internal opulence — al fresco, of course.
Seating for you and one front-seat passenger is pleasant (heated and cooled, of course, with air-operated, kidney squeezing bolsters), and entries and exits easy-peasy, thanks to broad doors and a moderately sporty throne. In the tiny back seat, not so much: small women can be uncomfortably strapped in for spirited, top-down joyrides (your passengers' apparel choice is up to you), but near-vertical seatbacks and very limited leg room do not make this a choice for extended jaunts.
The roof mechanics seems a tad old-school compared to the Transformers-styled apparatus in machines such as the BMW Z4 and the new Lexus IS convertible, but it still works like a charm — just watch out for the scary knife blades which descend and lock the roof to the upper windshield frame.
XKR's cabin is resplendent in typical Jaguar fare: yards and yards of creamy, hand-stitched leather, authentic oak veneer highlights, the moderately annoying “man, do I have to poke this screen for everything” touchscreen controller … which is still lacking a backup camera screen, by the way, but now features a handy navigation map reset button. Unlike other makes, there's no redundant, wheel-mounted buttons or external controls—everything, from audio programming to the seat heaters, requires a poke of the screen.
Deafening acoustics are provided by a high-end, 525-watt Bowers and Wilkins sound system, with HD and Sirius radio and portable audio inputs. There's also predictive cruise control, for those planning to take it easy on the drive home.
But, who would ever do that? This is a machine that demands the relentless thrashing it will never receive, although Jaguar does now include gratis enrollment in its “R” driving school for new owners who'd like to learn how to safely master all of that unbelievable power.
On a watery, almost icy road — this was back in September, as well — the fulsome, godless and futuristic Jaguar XKR suddenly turns into a rocket-powered ice skate, and one has to take great efforts to restrain the unholy growls of exhaust until confronted by straight stretches.
The automobile's complicated traction and dynamic control systems do sport a “winter” setting which one supposes might, with gigantic, expensive snow tires, make it a fearsome lite-snow contender, but I wouldn't recommend trying any of it in a full-blown Summit County blizzard.
2010's revamp of 2005 XK sports machine redesign doesn't sport a ton of visual re-tweaks, still long and lean and fierce in its Astonesque design, plus that ominous wire mesh “R” grille and some “Supercharged” embossed 20-inch Nevis wheels.
But the new owners, India's Tata Motors (or, perhaps, the last wave of Ford-payrolled engineers) upped the V-8 engine to a 5.0-liter displacement, adding some 80 supercharged horses and imparting a significant dose of character reassignment to the already drool-worthy machine.
The end product is stupid fast, stock-car tuned (and stock car noisy, when the throttle is fully to the floor) yet still ultra-luxurious and … interminably fun on dry pavement.
During my end-of-season romp, I enjoyed the convertible version of the XKR (even more impractical, and wonderful), fitted out with high-performance 255/35 tires up front and monster 285/30s in the back.
Consequently, the presence of even the slightest amount of moisture on the ground caused the Jag to fishtail on a dime. On terra firma, the new XKR and its adaptive dynamic control system can do things that make the '09 model seem like you were driving a '96.
Click the system to “Sport” and fully engage the dynamics and the already growly and fast-responding Jag goes all primeval, with high-revving growls that are deliciously horrifying. In super-dynamic mode, the Jag blips the throttle on every downshift (wheel-mounted paddles now enacting true Formula 1 sounds), and the already fearsome acceleration changes from breathtaking to heart-stopping. Handling remains impressively tight for the substantial, 3,968-pound machine (it's long and wide and one must respect the laws of physics); true psychopaths can turn almost every nanny control off and go for broke.
I must admit, however, I got scared, really fast, and that doesn't happen too much after my 400+ take-it-to-the-edge rides in as many different automobiles. The looming, absolutely chest-flattening power is indeed the biggest burst I've ever experienced, or so it seemed at the time; one fellow writer reported beating a Corvette Z06 during several blocks of competitive driving, so there you go.
Considering that the XKR still seems to be firmly aimed at the country club set (the $107,000 sticker gives that away), the slightly bipolar machine can indeed be driven in a totally neutral and pleasant fashion, all the more to soak up its internal opulence — al fresco, of course.
Seating for you and one front-seat passenger is pleasant (heated and cooled, of course, with air-operated, kidney squeezing bolsters), and entries and exits easy-peasy, thanks to broad doors and a moderately sporty throne. In the tiny back seat, not so much: small women can be uncomfortably strapped in for spirited, top-down joyrides (your passengers' apparel choice is up to you), but near-vertical seatbacks and very limited leg room do not make this a choice for extended jaunts.
The roof mechanics seems a tad old-school compared to the Transformers-styled apparatus in machines such as the BMW Z4 and the new Lexus IS convertible, but it still works like a charm — just watch out for the scary knife blades which descend and lock the roof to the upper windshield frame.
XKR's cabin is resplendent in typical Jaguar fare: yards and yards of creamy, hand-stitched leather, authentic oak veneer highlights, the moderately annoying “man, do I have to poke this screen for everything” touchscreen controller … which is still lacking a backup camera screen, by the way, but now features a handy navigation map reset button. Unlike other makes, there's no redundant, wheel-mounted buttons or external controls—everything, from audio programming to the seat heaters, requires a poke of the screen.
Deafening acoustics are provided by a high-end, 525-watt Bowers and Wilkins sound system, with HD and Sirius radio and portable audio inputs. There's also predictive cruise control, for those planning to take it easy on the drive home.
But, who would ever do that? This is a machine that demands the relentless thrashing it will never receive, although Jaguar does now include gratis enrollment in its “R” driving school for new owners who'd like to learn how to safely master all of that unbelievable power.
