2014 Jaguar F-Type V6 S

PREVIEW

SPECIFICATIONS

1. The supercharged 3.0-liter V6 makes 380 hp and 339 lb-ft of torque. 2. The mid-range F-Type can hit 60 mph in 4.8 seconds. 3. At our test track the F-Type S clocked a 1:22.056 lap time with a max lateral g-force of 1.45 and a top speed of 107.7 mph. 4. With a starting price of $69,000 the V6 S model begins at $81,000.

I’m sure there’s a cliché about spontaneity leading to pleasant surprises, but I somehow doubt it was meant to apply to track testing the all-new Jaguar F-Type. Nevertheless, I recently found myself at our local test track doing a little drifting around in the rain in a Mazda MX-5.

But like any self-respecting racer, when someone offers you the keys to a 380 hp rear-wheel drive sports car, you grab ‘em and run. Even with the soft top up, the F-Type is a sexy hunk of sheet metal (and aluminum), my eyes being drawn to its distinctive horizontal taillights and raised rear haunches. It really does have a purposeful and aggressive look to it, matched perfectly by the delicious snap, crackle and pop that emanates from its dual center exit exhaust tips.

UNDER THE HOOD

It’s human nature to think more power means higher performance, but in the case of the Jaguar F-Type, my brief but highly enjoyable track test experience has led me to believe that the supercharged V6 S model is the driver’s car of the bunch. Keep in mind, the V6 S has a mechanical limited slip differential, meaning rear traction isn’t being actively controlled by a computer the way the V8 S model’s rear differential is. Yes, an electronic active differential has its advantages (especially for those drivers who need a bit of help staying off the grass), but in a racing context the predictability and consistency of a good old-fashion mechanical limited slip differential is very hard to beat.

Add to that the fact that a number of my industry colleagues have suggested that the 495 hp V8 simply overwhelms the F-Type’s chassis and rear tires despite its adaptive dampers and intelligent differential, and the 380 hp V6 starts to look like the better choice if you’re shopping for a balanced performer. Plus it’s over 100 lbs lighter than the V8 model (3,558 lbs vs. 3,671 lbs), and that’s never a bad thing around a race track.

The V6 S appears to be designed more for the enthusiast-driver who wants to feel a greater sense of connection and at-the-limit involvement, while the V8 model is more for the guy who likes to have the biggest…well, you know, engine. The V8 model’s use of an active differential hints at it being designed to flatter the driver, while the V6 S’s use of a mechanical differential suggests it’s designed to challenge and free the driver.