By David Colman

Hypes: Fastest Jag Ever
Gripes: Hard To Fault

This Jaguar is scare yourself to death/go to jail now/do not pass go FAST! Even with the aid of a supercharger, it’s remarkable that Jag engineers have managed to extract 550hp and 502 pound-feet of torque from just 5.0 liters (302 cubic inches) of V8. We’ll take Motor Trend’s word for it when they discovered that the R Type will run the quarter mile in under 12 seconds (11.8 to be exact) with a trap speed of 122.7mph. Sixty miles per hour comes up in 3.6 seconds from a standing start. For sheer speed, the R-Type has very few rivals on the market today, and most of them (Corvette Z-06 excluded) cost twice or thrice the price of this Jag. And comparing this ultra refined, very buttoned down speedster to a Corvette is simply sacrilegious.

The first thing you notice when you insert yourself into the Jag’s tight cockpit is the exquisite level of refinement and design. All the dash surfaces sparkle with a metallic cross hatching that is ever so much more beguiling than passé carbon fiber. When you light the ignition, twin ram air scoops rise mysteriously, not from the hood, but from the dash top to provide air conditioning or heat. When you switch off, the vents restore themselves to their receptacles. It’s a welcome bit of British drawing room drama that is simply unforgettable.

The twin bucket seats are resplendent in mocha and black stripes which Jag terms its “Camel Duo” complete with contrasting colored “Camel Stitch.” These exceptionally supportive “Performance” seats are 14-way adjustable, manipulated by a bewildering array of chromed control stalks located on each upper door panel. The instrument binnacle contains a bevy of dazzlingly bright TFT instrument faces which keep you apprised of every mechanical function without requiring you to squint. Due to the abbreviated height of the side windows and the near horizontal plane of the back glass, outward vision is somewhat compromised. You need to be extra careful when docking this Jag as the convoluted and vulnerable front spoiler protrudes more than you might anticipate.

One of the nicest instrumentation features is the inclusion of a huge white meatball displaying an 80 point digit displaying the gear you have selected. Since 8 ratios are available from the “QuickShift” transmission, gear notification is essential information. Thus informed, you will become expert in managing gear changes with a pair of lovely, cool-to-the-touch, aluminum shift paddles located next to the 3 and 9 o’clock grips of the steering wheel. When you have selected full Manual operation of the gearbox, the illuminated gear choice meatball will flash if you reach redline without up-shifting. The QuickShift will not upshift on its own in Manual mode. Some of you may recall those useless “upshift” lights fitted to cars back in the 1980s to improve EPA fuel consumption test cycle results. Think of Jag’s meatball version as the drag racers’ upshift light

So it’s beyond fast and beautifully appointed. But does this rather ponderous, 3,915 pound British missile handle with the aplomb Jags have long been noted for achieving?

Absolutely. Pinned to the tarmac with Pirelli’s best P Zero Nero rubber (255/35/ZR20 front/295/30ZR20 rear), the all-wheel-drive R-Type puts its prodigious power to the pavement with predictable certainty. On decently paved road surfaces, you’ll want to select the Dynamic Mode setting from the transmission-tunnel mounted switch. This choice, noted by a checkered flag display on the instrument panel, snubs shock absorber response, allows higher rpm shift points, and confers a sportier note to the exhaust. The R-Type adheres to the road with leach-like tenacity in Dynamic Mode. There is absolutely no slop in any parameter, and the big Jag scats like a cat in full pursuit of prey. On bumpier secondary roads, you’ll happy dial back some of this knife edge performance in favor of greater comfort and less driver involvement. On a laid-back trip to Wine Country, we left the Jag in Comfort Mode and never took the transmission out of Drive. Without fuss, the R-Type cantered along, happy to provide a GT ride rather than a race experience.

Our 2017 test sample, yet to be priced as to MSRP. did come with a Monroney Sticker showing a charge of $12,000 for a “Carbon Ceramic Matrix Braking System” and “20 Storm Alloy Wheels – Forged.” The enormous yellow calipers clamping the carbon discs make a stunning visual counterpoint to the dark tinted Storm alloys. But with these brakes, you need to be extra careful during the warm-up phase, because they require heavy pedal pressure before they reach operating temperature. A couple of experiences taught us quickly that the carbon brakes are initially less responsive than steel rotors. But if you plan to track your cat, there is simply no substitute for carbon during extended hot lap runs.

2017 Jaguar XK F-Type R Coupe

• Engine: 5.0 liter V8, supercharged, aluminum black and heads
• Horsepower: 550hp@6500rpm
• Torque: 502lv.-ft.@2500rpm
• Fuel Consumption: 15MPG City/23MPG Highway
• Price as Tested: $124,895 (est.)
• Star Rating: 10 out of 10 Stars

Likes:

• Easily guided missile
• Caviar paint color
• Special order only model

Dislikes:

• Mismatch of dog-leg joint on driver’s door
• Rear-view distortion due to back glass
• Hidden cruise control “cancel” button

I told my friend who sells Lexus products that his cars are going to have to go some to beat the custom order Jaguar I just drove. The XJL Supersport will dispense with any Lexus on a straight road. And on a curvy road as well. In addition, it has a back seat worthy of a first class ticket on British Airways. Its 512 hp supercharged V8 does 0-60 mph in under 5 seconds. Its front seats not only heat and cool you, but massage you as well. “But they all do that” protested my Lexus friend. I beg to differ. If you want a mobile bank vault, buy a Lexus. If you want a real sporting sedan, buy a Jaguar XJL Supersport.

Besides copious infusions of space, grace and pace, what does the Jaguar bring to the table that even the most expensive Lexus 460 does not? How about tables? The Jag’s elegant fold-down rear tray tables are finished in piano black and trimmed with chrome. Do they “all do that”? And what about sweeping spears of laser-engraved walnut curl veneer applied to both front door panels in traditional British book-end fashion? Who else but Jaguar does that?

The 2012 XJL Supersport is the potent successor to a proud line of Jaguar sporting sedans that look good, handle with agility, and go like vixen. Back in the 60s, my family purchased a Mk 10 sedan, which was the precursor of the modern Jaguar 4 seater. Our MK 10 was clothed in a sensuous body, finished like Swiss watch, and blessed with a wood paneled interior from stem to stern. Unfortunately, dependability was not a Jaguar forte at the time, and my father actually paid to have the Mark 10 hauled away after 5 years of mechanical grief.

LIKES:

• Prodigious acceleration
• Effectiveness of Dynamic Mode system

DISLIKES:

• Low 57.5 inch roof height
• Non-adjustable rear seats

The Jaguar XF series marks an epochal advance in appearance, performance and engineering over the fusty sedans formerly produced by this legacy British car maker. Now in its third year of production, the XF is available in 4 distinctive models: 385 hp Base and Premium versions, 470 hp Supercharged offering, and line-topping XFR, with 510 hp. If you’re in the market for a Mercedes AMG 6.3, BMW M5 or Porsche Panamera, you’ll definitely want to cross-shop the XFR because this sports sedan is better looking than the Porsche, more nimble than the BMW and much cheaper than the Benz.

The XFR is the antidote to a line of Jaguar XJ6 and 12 sedans that were designed in the Sixties, vibrant in the Seventies, and calcified by the Eighties. If you’re looking for veddy British chops and ale appeal, you’ll have to look elsewhere, to Bentley or Rolls Royce, for rainforest decimation interior paneling. This R type Jag is all business inside, aluminum-trimmed, driver grade business that is, with nothing woodsy to distract the operator from the art of driving rapidly. After all, when you’re trying to concentrate on harnessing 510 horsepower to do your bidding, you need to make instant decisions about steering wheel position, throttle angle, and gear choice. This 6-speed, paddle-shifted Jaguar will ably assist you in that pursuit. You can select “S” on the shift knob to make upshifts at redline and rev-match downshifts.

If you depress the handily accessible checkered flag button on the center console, you’ll trigger “Dynamic Mode” for your driving experience. This simple step optimizes steering acumen, throttle response and traction control to meld harmoniously into a state of red alert that maximizes driver involvement. Specifically, the Dynamic Mode automatically selects a special traction setting called TracDSC for optimum traction in difficult conditions. When you’re spinning the big cat’s 9.5 x 20 inch Nevis alloys, and igniting its beefy Dunlop 285/30ZR20 SP Sport Maxx tires, you’ll definitely need as much TracDSC assist as you can get.

• Gobs of supercharged V8 power
• Surprisingly nimble handling
• Yacht-like interior luxury
• Sublime B&W sound system

Cons

• Outdated 6 speed transmission
• Less than roomy interior
• Sluggish touch screen interface

The days of the lumbering land yacht are over, or so it would seem, after driving the new 2011 Jaguar XJL Supercharged. Buying a large luxury sedan like the XJL used to mean lots of cushy, roomy opulence, with the priority firmly placed on pampering over performance. Now, with close to 500 hp under the hood and huge, sticky sports car tires at the corners, this big Jag can do VIP duty in the evening and hit the racetrack the following morning.

Driving Impressions

“OMG! This car is freakin’ fast!!!”

So blurted an unsuspecting passenger after I stood on the throttle of our XJL Supercharged test car. Despite what many people may think of big British luxury sedans, the new XJL from Jaguar is a legitimate speed demon, especially in supercharged trim. With 470 hp available from the boosted 5.0L V8 engine there is plenty of power on tap, and courtesy of an all-aluminum body there is also surprisingly little weight (only 4300 lbs).

This adds up to the kind of head-snapping acceleration that you just don’t expect from a car this large. It also invites the kind of immature behavior that is surely unbecoming of such an otherwise stately automobile. Feel like drag racing the kids in the hot hatch lined up next to you on the on-ramp? Just hit the gas and smile as you leave them in the dust.

Handling is also a far cry from the barge-like road manners of Jaguars of yore. The steering rack in the XJL Supercharged is the same unit you’ll find in the smaller XFR, which makes for very responsive steering, to the point that it almost feels too light and quick. Point and shoot handling may be fun, but it gets a bit dicey when you’re throwing around a car that’s as long as a full-size SUV.

Luckily the rest of the handling goods are up to the task. The suspension is exceptionally well executed, striking a perfect balance between handling and ride quality. The brakes are plenty powerful, but can be a bit grabby at low speeds. Securing the XJL to the ground is a set of wide, ultra low profile summer tires, similar to what you’d find on a Porsche or Corvette. Needless to say, the amount of grip available is more than you’d ever really need on public roads.

Should you decide to test the cornering capabilities of that sticky rubber, make sure to put the gear selector in sport and then hit the button with the checkered flag on it, which activates the competition mode. This firms up the shocks, quickens the throttle response, changes the shift points, and dials back the stability control. Just make sure you don’t have any passengers in the back, for they might get a bit upset when your exploration of the limits of lateral grip ends up throwing them sideways across the cabin.

About the only let down from a driver’s perspective is a transmission that is short a few gears. With all the 7 and 8 speed automatic transmissions available these days, having just 6 forward gears makes the XJL seem a bit out of date. Fuel efficiency also suffers as a consequence, especially on the highway. At 70 mph, the big V8 is humming along at around 2400 rpm, which is at least a few hundred too many. Adding a few more overdrive gears should help bring fuel efficiency closer to 20 mpg combined, instead of the rather thirsty 17 mpg the car gets now.

Hits:

• Interior of the Gods
• Pinball quality gear selected display
• Silence at cruise speed

Misses:

• Too much chrome on air vents and central console
• Limited headroom front and rear
• No pass-through from trunk to passenger compartment

Let’s say you sell real estate. Upper-end homes. You could not pick a better form of transportation than the new XJ to transport prospective clients. Your choice of car will sell them on you before they even look at that new property. Jaguar has scored a perfect 10 on the cabin of the XJ. Although rated as a 5 passenger sedan, this Jaguar is more amenable with just 4 aboard. The rear seats are as comfortable as the fronts, with plenty of front and rear legroom for those over 6 feet tall. The tailoring of the interior is an alluring sight to behold when you order the $4,000 optional Luxury Package. Heated front and rear seat backs and cushions are resplendent in contrasting stitching and piping. The front buckets add a massage and cooling option to the mix. A dramatic sweep of satin finished Elm veneer embellishes the door panels as well as the entire semi-circle beneath the windshield. The carefully segmented steering wheel is festooned with so many aids and devices that it mimics the helm of a Formula 1 car. One of the most useful buttons activates the heater for the wheel itself. Another operates the convenient radar-regulated cruise control.

Like many luxury sedans with sporting pretensions, the XJ offers sizable paddles to operate its 6-speed automatic transmission. But the Jaguar goes everyone else one step better thanks to better displayed crucial information. When you engage “Manual” shift on the central console gear selector, a large red “S” illuminates on the dash and the left hand instrument face displays an oversize number to inform you which gear you have chosen. This numeral is further emphasized by its inclusion inside a target circle. Jaguar is able to offer this bit of extremely useful wizardry because the XJ does away with conventional gauges in favor of a virtual instrument cluster using LCD illumination on a thin film display panel. Every time you change gear manually, the numerical meatball instantly morphs its display into the next gear selected. It is a bewitchingly effective device that puts to shame all the so-called sports pretenders who bury this crucial information in 5 point type on some obscure spot of the instrument binnacle.

You’ll be using that slick-shifting 6-speed quite often, because the big Jag loves to run like the XK sportscar from which it was derived. Pulsing beneath the long hood is a 5 liter V8 producing 385 hp and 380 lb-ft of torque. When you’re cruising along at 65 mph in top gear, the interior of the XJ is as silent as a liturgical service. But if you decide to drop down a gear or two in order to merge or pass, the growl of the potent V8 reminds you that this is a big game cat indeed. Like the refined drivetrain, the suspension is compliant enough to keep all passengers unflustered, but resilient enough to tackle twisty roads when the need arises. Pirelli P Zero rubber handles cornering duty with aplomb. 19 inch diameter wheels carrying 245/45R19 (front) and 275/40R19 (rear) plant lots of sticky rubber on the asphalt.

(Continued on page 2)

By contributing editor David Colman

Hits

• Drop dead beautiful
• 510 horsepower raring to go
• Keeps driver involvement on full boil

Misses

• Hair trigger in the rain
• Questionable reliability
• Five grand extra for 20 inch wheels

The “R” version of the XK is the first fully worthy successor to the legendary XKE that Jaguar has produced in the 40 years that have elapsed since the demise of the original model. After the XKE earned worldwide acclaim it became known as the E-Type. The XKR is already good enough to be designated R-Type. The same design and performance elements that elevated the XKE to icon status are all present in the 2011 R-Type: unsurpassed visual beauty allied with stellar speed potential.

The original E-Type stunned the sports car world because its top speed was 150mph. The R-Type is good for just 5mph more than that, but it will reach that speed so much more quickly than its predecessor that you need to be very careful how you apply its throttle. With 510hp on tap, the XKR is capable of spinning its rear wheels if you injudiciously stomp the gas. Even though various traction control systems muster protection against blatant stupidity, this Jaguar demands concentration and respect from its driver. In the same sense that the original XKE was a driver’s car back in its heyday, the XKR provides a similarly engaging driving experience today.

The R-Type hews to the classic sports car formula, with its 5 liter supercharged V8 located up front, a 6-speed gearbox driving just the rear wheels, and a close-coupled cockpit designed to cater to no more than 2 occupants. The sweeping roofline and reduced height side windows assist anonymity but complicate outward vision.

The park assist is a welcome boon when backing up into a parking slot. Because the nearly flat rear window retains rain drops, a rear wiper should be a standard feature. The demisting system is superior, clearing all interior glass surfaces of fogging in mere seconds. With the exception of the missing rear wiper, the R-Type is a surprisingly good all weather vehicle, with exclellent traction from optional 20 inch Dunlop Sport Maxx SP/J tires measuring 265/40R20 up front and 285/30R20 in back.

The J designator indicates Dunlop constructed this tire specifically for use on the XKR. Standard wheel fitment is the 19 inch “Tamana” wheel, with the 20 inch “Kalimnos” wheel (replete with fussy rim bolts) – a $5,000 upgrade.

The original E-Type was a fairly hard riding sports car. If you wanted to adjust ride quality, you changed shock absorbers – an all day job. The R-Type does all that for you, with the flick of a console-mounted switch marked with a checkered flag. Depress that switch and you convert the Adaptive Dynamics from comfort to sport. The ride stiffens and the big Jag is ready to tackle any backroad. If you’re feeling particularly witty, you can push the DSC button for 10 seconds to delete traction control completely. Warning: do this and you’re on your own when those 510 ponies kick in at the slippery apex of a tight switchback. Or leave all the driver aids fully activated, and cruise the R-Type as fast or as slow as you want. It will follow your instructions verbatim. This Jag is a true driver’s car. It encourages you to dial in exactly the amount of involvement you wish to enjoy, and then complies specifically and fully with your directive.

2011 JAGUAR XKR

• ENGINE: 5.0 liter aluminum alloy V8
• HORSEPOWER: 510 hp @ 6000-6500 rpm
• TORQUE: 461 lb-ft @ 2500-5500 rpm
• TRANSMISSION: 6-speed automatic
• FUEL CONSUMPTION: 15 mpg city/ 22 mpg hwy
• FORCED INDUCTION: Eaton Roots supercharger
• DIRECT INJECTION: yes
• PRICE AS TESTED: $102,475

###

David Colman has been writing vehicle tests for 24 years. His work has been featured in AutoWeek, the San Francisco Chronicle, San Francisco Examiner, and Marin Independent Journal. In 1987, he helped start Excellence, The Magazine About Porsche, which he edited for many years. He has been an active participant in racing and Solo events since 1961. More car reviews written by Colman can be found at autoeditor.com

2011 Jaguar XKR Photo Gallery	2011 Jaguar XKR Specs
The official worldwide website of Jaguar Cars – www.jaguar.com

By Alex Kramer

Pros:

• Marvelous 385 hp 5.0 L V8 engine
• Exceptionally balanced suspension
• Classy and sophisticated interior
• Gorgeous exterior design

Cons:

• Rear seating is a bit cramped
• Touchscreen display could be bigger
• Poor gas mileage, even for a luxury sports sedan

Introduction

Some might say a car is just a machine, a combination of mechanical parts designed to get us from point A to point B. Although for most people this is the main point of owning a car, luckily for many the automobile embodies much more, capturing the soul through exquisite design and breathtaking performance. Otherwise we’d all be driving Toyotas… well, at least until recently.

Since 1922, Jaguar has captured the emotional side of automobiles with its lineup of legendary models and long involvement in motorsports. Unfortunately, the recent decade of Ford ownership saw Jaguar fall behind its Japanese and German luxury car rivals and threatened to permanently tarnish this venerable brand.

Now, with new corporate ownership and a fully revamped lineup, Jaguar is poised to reestablish itself as one of the premier luxury car brands. Introduced in 2008, the XF is Jaguar’s boldly designed luxury sports sedan that clearly breaks from tradition and makes no apologies for its desire to dethrone the German mid-size luxury car hegemony.

Performance/Handling

Despite being on the market for barely over a year, Jaguar decided to update the available engines in the XF for 2010. In addition to the 300 hp 4.2 L V8 base engine that carries over from last year, there are 3 all-new engines: a 385 hp 5.0 L V8 for the XF Premium, a 470 hp supercharged 5.0 L V8 for the XF Supercharged, and a 510 hp supercharged 5.0 L V8 for the top of the range XFR. All versions of the XF feature a smooth shifting six-speed automatic transmission with dynamic (sport) and winter modes, and manual paddle shifters.

The naturally aspirated 5.0 L V8 in our XF Premium test car is a honey of an engine. Appropriately smooth and quiet during everyday driving, but nail the pedal to the floor and you’ll get a nice growl accompanied by an effortless surge of acceleration. The XF Premium hits 60 mph in just over 5 seconds, which is pretty darn quick, especially given that this is just the 3rd most powerful engine in the lineup.

Due to series of wet, winter storms we didn’t have too much opportunity to play speed racer, at least not without activating the traction and stability control, but every time we dipped into the throttle to merge on the freeway or pass on a two lane country road, we were rewarded with plenty of smooth, satisfying power. Performance is so good that we wonder about the need for either of the supercharged variants. Unless you are actually going to the track every weekend, or just can’t go to sleep knowing that the neighbor kid in his Mustang GT might be able to keep up in a drag race, we’re pretty sure you’ll find the XF Premium to be plenty fast.

Suspension tuning in the XF Premium is another high point. It might sound a bit cliché to claim that a car’s suspension is perfectly balanced between comfort and handling, but the XF really does split the difference well, with both a smooth ride and impressive cornering composure. Small bump compliance is hampered a bit by the wide, ultra low profile tires, but not to the point that the ride becomes unpleasant, and out on the freeway the XF makes for a perfect long distance cruiser.

When you do find the need to throw the XF into some turns, the low profile, high performance Dunlops give plenty of grip. Although damp roads and generally poor visibility during our test period prevented us from really exploring the handling limits, even in the wet the XF is more than capable of charging down a mountain road with confidence. Only when really moving fast through the twisties does the suspension begin to feel a bit overwhelmed, although given the size of the car and the quality of the ride, we can forgive the XF for giving up a few points in ultimate handling control.

Interior/Exterior/Build

On the inside, the XF Premium pulls off another impressive balancing act, this time between being both classy and traditional, and yet also modern and sophisticated. Slide into the rich, brown leather seats and you are immersed in a tasteful blend of leather, aluminum, and wood. The dashboard is surprisingly uncluttered and if it weren’t for the touchscreen display you’d swear you were in a car from yesteryear, at least until you try to turn on the engine.

A modern smartkey keyless entry/start system means you never have to take the keys out of your pocket. Press the start button and the engine fires up, but that’s not all: the aluminum air vents also slowly rotate into place and the transmission selector control (which looks like an aluminum hockey puck) raises up out of the center console. These last two tricks are unnecessary and perhaps a bit gimmicky, but it looks impressive nonetheless.

All this electronic wizardry makes us wonder a bit about long-term reliability, especially given Jaguar’s reputation for less than stellar build quality. Buy a Jaguar and you better hope it comes with a free mechanic, or so the punchline goes. Fortunately for Jaguar, based on our experience with the XF, this reputation for poor quality should finally come to an end. Our test car appeared exceptionally well built, with excellent fit and finish, and zero creaks or other telltale noises.

(Continued on page 2)

Despite 2008′s desperate measures to help auto manufacturers hold on to business as usual, 2009 brought only radical change leaving many old business practices and brands behind.

We have been spectators in this year of turmoil and watched the industry struggle to reinvent itself.  Two of The Big Three went bankrupt; one emerged with a global partner, the other became lean and focused.  Diesels are now faster than their gasoline counterparts. Nine out of ten EPA mpg champs are hybrids. VW bought Porsche while Porsche was buying VW.  Overall sales were millions of units short of expectations. Manufacturers now pin their hopes on the Chinese market, while Americans pray that the Volt is half as good as it needs to be. Somehow, during all of this turmoil Kia became cool.  What was once unthinkable has happened.

Amidst the mayhem consumer conservatism has redefined value to mean more than MSRP, monthly payments and residuals. Cars had better be good at what they do or people won’t buy them. The industry must meet the new expectation of great cars and real innovation. Tricky marketing and trend analysis will not build the product portfolios of the future.

While the industry was being shaken to its core, 2009 was a banner year for new technologies and remarkable products.  Read on to find out which cars persevered as CarReview’s best choices of 2009

Best Coupe: 2009 BMW 3-series, 2009 Audi A5

BMW 3 Series: consumer reviews | manufacturer’s link

If there is a constant in the automotive universe, it is the BMW 3 series sport coupe. Every year journalists struggle to find a different way to describe its perfect balance and this attempt surmises that the 3 is simply more than the sum of its parts. It is built to touch the driver in all of us.

Changes for 2009/2010 are largely cosmetic since so much continues to be right about the coupe, especially when powered by the 335′s turbocharged 3 liter inline six. The standard six speed manual is without peer in its class and its handling makes you question whether you will ever need a sports car.

What has changed after all these years is luxury. The 3 series leaves neither driver nor passenger wanting for creature comforts, though rear passengers might whisper a request for more legroom.  Infiniti and Audi have raised the bar for cabin quality and with its top drawer materials and exceptional build quality the 3 does not disappoint. Five years into its current design cycle, the 3 will soon need a redesign lest competitors get too close to the mark, but for now BMW can rest on its laurels. Its magic formula remains a secret.

Differentiating characteristics: silky engine with generous torque, sharp handling, that certain something Bavarian

Audi A5: consumer reviews | manufacturer’s link

The A5 is the latest addition to Audi’s line-up, having made its debut in 2008. Essentially a 2-door version of the A4 sedan, the A5 brings Audi’s style and performance to the luxury sports coupe segment. For 2010, buyers get a choice of engines: a smooth 3.2 L V6 carried over from last year, or a new 2.0 L turbocharged 4 cylinder engine that offers a robust 254 lb-ft torque. Both engines are available with Audi’s signature Quattro all-wheel drive to make sure that every ounce of thrust gets transferred to the road, and for speed freaks there is always the S5 and its 354 hp 4.2 L V8 engine. 2010 also sees the debut of the A5 and S5 cabriolet models, which feature a cloth top that fully retracts in just 15 seconds.

Differentiating characteristics: legendary quattro all-wheel drive handling and grip, smooth 5-cylinder engine, luxurious appointments, and the instantly recognizable LED daytime running lights.

Best Sedan: 2009 Infiniti G37, 2009 Honda Accord

Infiniti G37: consumer reviews | manufacturer’s link

In the crowded sport sedan segment the Infiniti G37 embraces what today’s value conscious consumers seek.  It is stylish, sporty, luxurious, well made and is offered at a price that makes the Germans and Lexus blush.  It does not have the poise of its BMW counterpart or the bank vault feel of Mercedes, but 2009′s upgraded 3.7 litre engine with 328 hp and 269 ft-lbs of torque will quickly pull you away from such nitpicking.  2010′s refreshed cabin design is a study in near-luxury nirvana and will leave you wondering what could possibly be missing. Let there be no doubt, the G37 is a good drive if slightly more relaxed than its German brethren. However, Infiniti’s blend of price, styling and features make it the standout of this class.

Differentiating Characteristics: muscular engine, expressive design and features, price point

Honda Accord: consumer reviews | manufacturer’s link

The Honda Accord has set the standard for mid-sized sedans for over 30 years and the 2009 edition does nothing to diminish this legacy. Completely redesigned in 2008, the current Accord effortlessly combines practicality, reliability, performance, and style. Seeking to please a wide range of buyers, Honda offers a choice of 4-cylinder or V6 engine, and manual or automatic transmission. In any configuration, the Accord provides both outstanding performance and class-leading fuel efficiency, and continues to prove that fine automobiles don’t need to cost a ton of money.

Differentiating Characteristics: practical, dependable, and a style that is no longer linked to”boring”

]]> http://reviews.carreview.com/carreviews-best-car-choices-of-2009/feed 3 http://reviews.carreview.com/electric-jaguar-on-the-way http://reviews.carreview.com/electric-jaguar-on-the-way#comments Tue, 16 Jun 2009 16:21:14 +0000 Jaguar XJ electric car Jaguar XJ electric car Jaguar XJ electric car http://reviews.carreview.com/?p=9204

Jaguar, a company long known for making very beautiful, very fast cars seems to be turning its eye towards a green other than its traditional British Racing Green. Reports indicate that not only will Jag soon be building a hybrid, but they are also seriously looking at, if not already committed to building an all-electric model. And this electric will be a two-seater convertible.

Dubbed the XE roadster, the news suggests that it will have a very novel drivetrain similar to that of the Chevrolet Volt. The engine will be a three cylinder that will drive an electric generator (at least that’s what Motor Trend says), the genny will charge the batteries, and off you go. Sort of like a diesel/electric train. MT states that it’s just a concept, and is not definitely slated for production, but it IS a very interesting idea. Dubbed the Jaguar XE-EREV, it will likely debut at the 2011 Geneva show.

Just to make things more confusing, it’s not clear whether the electric Jag would be the only electric Jaguar, or if it would be in addition to the XJ range-extended electric car Jaguar says it will roll out in 2011. The XJ would have an all electric range of 30 miles and get 57 mpg, which are very impressive numbers for a car that big. Also, the CO2 emissions would be on par with a Honda Civic Hybrid. To make the XJ, and possibly the roadster a reality, Jaguar is counting on a more than $407 million loan from the European Investment Bank to help develop the car.

Pass the popcorn.

Source: Wired Autopia

Photo from Flickr user xmatt

Believe it or not, Jaguar and Land Rovers have never been officially sold in the Indian market. That’s about to change, officially, and it has everything to do with the fact that, business-wise, Jag and Landy are now Indian brands. As most of you know, Jaguar and Land Rover were acquired not to long ago by Tata, one of India’s largest automakers. Dubbed the “Jaguar Land Rover” premiere car group, they will enter the Indian market for the first time later this year. The first showroom scheduled to be open in Worli, Mumbai, in June this year. Initially only the Jaguar XF and XK, and the Land Rover Discovery and Range Rover models will be offered.

“We are delighted to be formally entering the Indian market, an economy which is still growing appreciably, and able to offer our premium products to a whole new group of customers. It is an important strategic move for Jaguar Land Rover and will enable us to realize our competitive potential in this significant market,” said David Smith, CEO of Jaguar Land Rover.

Well for once, the corporate speak rings true. India has not been as adversely effected by the world economic downturn as other markets (yet), and there’s probably enough well healed Indians out there that to covet and afford a new Jag or Landy. Also, there’s going to be no major retooling for the Indian market. Since they started out as British brands, they’re right hand drive to begin with, which is how Indian rides are laid out.

Now what I’m waiting for is the first shot of a Jag stuck in Mumbai traffic.

Source: CarScoop