More is not always more, as the latest version of the super-duper Jaguar XKR demonstrates. The new car is so refined and polished that we’re starting to miss its somewhat “imperfect” predecessor.
Zlatko Mulabegovic

Irrespective of what you’ve been told, marketing does get in the way of developing great cars and the bean counters do tell the engineers what to do and how to do it. This is the sad reality of the contemporary car industry and business, and that’s why we see the edge taken out of more and more cars in order to broaden their appeal. Would you ever imagine that words like “compromise” or “comfort” could be associated with cars like the BMW M3, the mighty EVO or the STI? I wouldn’t, I just did not see it coming. I was convinced that the manufacturers who managed to create those legendary cars would never compromise, never dilute their awesome sharp cars in order to boost the numbers. I Guess I was wrong!

Now then, the case with the car in question, the Jaguar XKR, is not such a drastic one, yet the experienced differences are the ones that lead to this rant. Although not a great fan of the marque, I’ve gradually grown fond of its supercharged forerunners and in particular, of the previous generation XKR coupe. What a great engine and even better tranny, all packed in a lightweight but rigid chassis – a drive to remember!

With the above in mind, I was really thrilled to test the 2010 version of the XKR, although this time there was a catch – I had no idea that I was getting the convertible, right until the car was delivered to me. Hmmm, why not, let’s see if the blown V8 is strong enough to twist the chassis of the topless cat!

On the outside
No breaking news in this department, the XK is due for replacement in a while, therefore a mild freshening up is all that this model gets. The exterior changes consist of a more distinctive, although still familiar nose design, with the addition of new LED rear lights and a new lower rear body valance. LED technology gives the new XK a unique ‘night time signature’ and is also included in the integrated side repeater and approach lamps in the new exterior mirrors. All new XKs also get revised body-colored side power vents. Other subtle details set the XKR apart from the other models in the range, including chrome-detailed inserts and some more chrome on the upper and lower grilles, on window surrounds and the rear signature blade. A redesigned new lower rear valance is now finished in body color and the tailpipe design has been slightly revised from the previous edition.

The tested car rolls on the newly added 20” twin-seven-spoke R Performance Nevis design wheels that are a unique option exclusive to the XKR and come wrapped in extra low profile ZR rated Dunlop UHP tires.

Under the hood
Now, this is my department, as I’ve gradually become an admirer of Jaguar’s mighty supercharged V8; smooth, with a linear power delivery, massive torque and advanced technology backing up the performance. The 5.0-liter engine is built around a compact and lightweight aluminum block and aluminum heads with four valves per cylinder. Engine internals are forged, while sophisticated materials are used to produce the quad camshafts.

A sixth-generation, twin-vortex system supercharger is fitted to the XKR’s 510hp engine. The blower is a compact Roots-type unit, feeding air through twin intercoolers, which in turn are water-cooled by their own cooling circuit. The rotor design is said to improve the supercharger’s thermodynamic efficiency by 16 percent over its predecessor and improves noise quality to the point where the unit is now virtually inaudible. Not sure this is an achievement that helps market the XKR, since many owners who take pride in driving a supercharged car simply love that whistling. I for one miss it…

The new engine gets a slightly higher compression ratio of 9.5:1 over its predecessor, and packs sophisticated technological solutions in order to achieve this kind of power combined with refinement, smoothness, fuel efficiency and cleaner emissions. Jaguar’s engineers employed, amongst other things, a centrally-mounted, multi-hole, spray-guided fuel injection system, delivering fuel at a pressure of up to 150bar directly to the cylinders. In addition to that, a new type of variable camshaft timing system is activated by the positive and negative torques generated by opening and closing the intake and exhaust valves, instead of by oil pressure, which has allowed the engine oil pump to be reduced in size, saving energy and improving fuel consumption. Finally, an innovative reverse-flow cooling system design has been employed to deliver thermodynamic and friction improvements. The reverse-flow cooling system pumps coolant through the cylinder heads before it flows through the block and returns to the radiator, with the resulting cooler cylinder heads allowing for more optimum, knock-free, ignition timings.

The supercharged V8 engine with 510hp and 625Nm of torque transmits power through an uprated version of the ZF 6HP28, additional clutch plates and an uprated torque converter having been added to the transmission to accommodate the extra power.

The stiff stuff
The latest generation of Adaptive Dynamics replaces Jaguar’s proven Computer Active Technology Suspension (CATS) with an even more sophisticated solution. Active damper tuning systems remove many of the compromises of a passive damping system – which must make a single choice between softer damping for a comfortable ride and firmer damping for more tautly controlled handling. CATS overcame that compromise with automatically switchable damping modes, adapting to the road and how the car was driven. But where CATS only offered two settings - ‘soft’ and ‘firm’ - the new Adaptive Damping System in effect provides a continuously variable damping strategy between wide extremes, benefitting ride comfort, ultimate control handling and grip.

At the “office”
Do not expect anything less than five-star treatment inside the cabin of Jaguar’s flagship sports car. True to tradition, the cockpit of the XKR is a harmonious environment that exudes sporting luxury and demonstrates the highest level of the company’s craftsmanship.

No drastic changes here, as you step inside the airy cabin to discover the familiar layout and commands. Jaguar opted for subtle improvements where needed and although none of them stand out, the overall feel is improved. We did notice an improved gauge design, new cooled/heated seats, an enhanced Jaguar Drive selector and leather wrapping on the lower spoke of the steering wheel.

At the wheel
The latest Jaguar XKR is the epitome of finesse and refinement, thanks mostly to a silky smooth engine paired with an even smoother new drivetrain. Unlike on the previous generation, the engine, supercharger and tranny noises are so subdued that you have to put the top down in order to hear some.

As mentioned earlier, the coupe is my chassis of choice, yet the topless XKR does a damn good job of handling the massive torque and keeping all four tire patches firmly on terra firma. No chassis flex was noticed either, during hard launches or even harder cornering; it would probably take a dyno chassis to tell the difference, not the seat of your pants! The steering could do with some more directness, something I don’t remember complaining about in the previous model.

And, since this car is a convertible, may we recommend you to drive top down whenever possible? First of all, you get the wind-in-your-hair feeling, provided you’ve got any hair left by the time you’ve made enough money to buy one of these. Secondly, you get to hear more of the exhaust notes that are missing for a complete sports car experience.

Our verdict
With a whole dose of improved technology, the 2010 Jaguar XKR has been much refined from its forebear, and impresses with a smooth experience even when charging hard; whether that’s a good thing, I leave it to the new owners to decide. Should you decide to unleash all 510 ponies though, rest assured the supercharged car is capable of some really crazy stunts. And, although it sports the hallowed R moniker, the XKR is best suited as a GT, easily finding its sweet spot when driven at 8-10ths, since things tend to get a tad hairy as the limits of adhesion are approached.

And, back to the rant from the opening chapter, I feel that this time around, more is actually less. No doubt, Jaguar has demonstrated great technical expertise and polished the XKR to perfection, and it will indeed appeal to a wider audience, but the car maker has left out some drama and excitement in the process. With almost all the rough edges taken out of the equation, the car has become too clinical to excite me the way its predecessor has. And that’s quite a shame.