Generating 404kW from its 5.0-litre V8 supercharged engine, the XKR-S is the most powerful production car ever produced by Jaguar. But is it the best? Aaron Borrill finds out

My head is throbbing. Not from the eardrum-piercing soundtrack of the Jaguar XKR-S I’m driving but rather the 680Nm of thrust tugging my neck every time I step on the gas. For a moment’s reprieve I come off throttle, engine burbling and crackling on the overrun as I gaze up at what appears to be a Jaguar E-Type in the rear-view mirror. Garbed in British racing green, it looks just as elegant as it did the day it came off the production line, the sun underscoring its enormous bonnet and well-rounded visage. Separated by some 50 years these two cars are in many regards very similar – both the most iconic and powerful Jaguars of their time, both front-engine setups with rear-wheel drive. So, why has it taken the Coventry-based company so long to produce a sports car worthy of challenging the best in the business? The answer is simple: 19 years of Ford rule. Under Ford, Jaguar was shackled and caged; unable to express its racing heritage for fear of damaging the market position of Ford’s other portfolio, Aston Martin.

IMAGE GALLERY

In 2008 Jaguar was rescued from corporate captivity by the most unlikely of messiahs – TATA Motors. Purists saw this acquisition as a travesty but in just a few years TATA Motors has transformed Jaguar into a profitable and popular brand again; something which Ford couldn’t get right.

Recently the E-Type celebrated its 50^th birthday, a milestone that coincided with the launch of Jaguar’s most powerful production car of all time, the XKR-S. To celebrate the occasion topCar took both cars out for a nostalgic drive to ascertain which of the two offers the most enthralling driving experience: the 50-year-old E-Type or its XKR-S scion?

FACE TO FACE

The XKR-S and E-Type may not look identical but they do share certain similarities such as an open-mouth grill and vented bonnet for cooling purposes. Penned by aerodynamic engineer Malcolm Sayer, the E-Type’s cutting-edge design was the zenith for aerodynamic efficiency. Its ellipse-inspired form and cat-like poise made an instant impact on Enzo Ferrari who called it, ‘The most beautiful car ever made.’ It’s also one of only six cars that form part of the Museum of Modern Art’s permanent collection. The E-Type underwent subtle changes during its lifecycle – most of them visual. The 1968 Series 2 E-Type I’m driving looks practically identical to the Series 1 except for a bigger front aperture, altered front and rear lights and a ‘4.2’ badge stuck on the back.

The XKR-S on the other hand may not be as well-proportioned as the E-Type but you can’t deny its allure. Everything affixed to its body panels is 100 per cent functional – even the supercharger-embossed bonnet scoops. The front bumper sports a blacked-out grille and lower carbon fibre splitter complete with vertical gills rounding off each end. These angry add-ons have reduced lift by 26 per cent and allow the XKR-S to reach a top speed of 300kph.

You’ll also notice that the XKR-S is bereft of all the chrome inserts and window surrounds seen on other XK models – instead, they’ve been ditched for gloss-black items that complement the gunmetal 20-inch Vulcan lightweight forged wheels.

Unfortunately the rear isn’t as good looking as the front. In comparison it looks dated but Jaguar has fitted a large carbon fibre wing together with a gloss-black rear diffuser and four-barrel exhaust tip formation to help boost the aesthetic appeal.

And then there’s the colour. Jaguar calls it French Racing Blue but there are other less conspicuous shades available. Still, no matter the colour there’s no riding incognito in the XKR-S – the aggressively forged sheet metal makes it difficult to blend in with peak-hour traffic. The E-Type also garners a fair amount of attention – driving these two thoroughbreds in a two-car convoy through Franschoek main road brought the town to a standstill.

INNER BEAUTY

Apart from the 16-way adjustable RS-emblazoned racing bucket seats, blue-stitching and carbon fibre-look door trim there’s nothing particularly new to see inside the cabin. The XKR-S isn’t the most practical of sports cars; it’s more of a 2+2 than a veritable four-seater. What this means is that unless you’re the size of a Smurf you’re going to struggle getting in and out of the rear area– the space is best used for luggage or grocery bags.

The E-Type’s interior takes a minimalist approach carrying only the bare essentials. Sitting low to the ground the driver must contort to get inside. Coming to terms with the large-circumference wooden steering wheel is quite a challenge. Not only does the steering wheel lack the girth of the one found in the XKR-S, it’s also very delicate and needs to be operated with finesse. There’s also a compendium of switches and devices forming part of the cabin’s dashboard architecture. Gauges monitoring battery voltage, oil temperature, water temperature and fuel usage add a bona fide racing feel to the cockpit. Items such as the wipers, fan, hazard lights and windscreen washer can be operated by switches located on the centre console.

UNDER THE BONNET

Several adjustments to the XKR-S’s mechanical innards have turned it into a feral beast –the regular XKR feels muted in comparison.

For starters, the third-generation 5.0-litre V8 is breathed on by an all-new twin-vortex Roots-type supercharger complete with uprated twin intercoolers. This forced induction application is 20 per cent more thermodynamically efficient than its predecessor, the twin intercoolers working hard to quell heat soak. These changes along with a reworked fuel map and less restrictive exhaust system has boosted power and torque output by 30kW and 55Nm over the regular XKR – the result: 404kW and 680Nm.

Firing up the XKR-S is a ceremonious affair. Depress the brake pedal, hit the pulsating start button and prepare yourself for a sound-induced brain haemorrhage. Best described it sounds like an Italian V8 – think Maserati Gran Tursimo MC Stradale. The sound effects comes compliments of a new bypass valve-equipped exhaust system which opens and closes depending on rpm position. The exhaust note, however, isn’t always loud. Driven under 4000rpm the noise levels are pretty compliant; it’s only when you give it horns that unsavoury hand gestures become customary.

The XKR-S is a brutal machine. Press the trigger and you’re greeted by an unrelenting wall of power that can rival supercars such as the Mercedes-Benz SLS AMG and Ferrari 458 Italia.

Power is delivered so aggressively that the dynamic stability control system is challenged well into the third and fourth gear –the instrument cluster flickering like a fluorescent tube as the power gets reigned in. According to Jaguar, the XKR-S can hurtle to100kph from standstill in just 4.4 seconds. Tested we managed a 4.6 second pass. However, mid-range acceleration is where the XKR-S impresses most using its large spread of torque to cover 60-100kph in 2.83 seconds and 80-120kph in 2.78 seconds.

Strangely, the XKR-S retains a traditional six-speed ZF automatic gearbox, albeit with revised software mapping. Admittedly, the gear changes are not as swift as, say, a double-clutch unit but as far as conventional automatics go, it’s pretty effective especially when used in tandem with the paddle shifters. Perhaps the best feature of the XKR-S is how easy it is to drive, especially at low engine speeds. It drives smoothly and does a commendable job navigating bumper-to-bumper traffic.

Starting the E-Type is less spectacular than the R-S, relying more on a simple key swing and dab of throttle to bring it to life. It’s a magical feeling nonetheless punctuated by the smell of petrol and a rickety idle. The E-Type Series 2 utilises a 4.2-litre straight-six engine choosing to eschew the smaller 3.8-litre of the Series 1. It’s surprisingly powerful, the linear torque curve nullifying the need to gear down. Mustering 195kW and 285Nm from its triple carb-fed lump, the E-Type can go from zero to 100kph in under 8 seconds, which, even by today’s standards is quick. Back when it was new it also managed a top speed of 225kph. Sound-wise, it can’t compete with the hard-edged wail of the R-S but the 4.2 does nonetheless make a charismatic rumble and loud crackle on gear change as unburned fuel ignites in the exhaust plumbing.

Changing gear is kept simple by an archaic four-speed manual transmission. The gear action is pretty fluent but the wide gate design does make selecting the correct gear a little difficult, especially when changing up from second to third.

CORNERING AND STOPPING ABILITIES

Even though it rides on a six-year-old platform the suspension characteristics of the XKR-S are exceptional. The rear suspension geometry has been adjusted with rear-wheel steer for maximum agility while the spring rates at both ends have been dialled up by 28 per cent. The electrically adjustable dampers have been installed with bespoke software which fosters better body control and allows the driver to explore the handling limitations without too much electronic intervention. While body roll is kept to a minimum, the tail can lose shape in quite spectacular fashion if you get on the power too early while exiting a corner. I can only imagine what this beast can do at a track with all driver aids turned off.

The steering isn’t as telepathic as I had hoped it to be – yes, the R-S does change direction well; it just feels a little too assisted, a little too artificial.

If there’s one let-down it’s the braking system. Lacking the bite and fade-free nature of carbon-ceramic brakes the XKR-S braking system offers plenty of initial stopping power, but goes a little soft after excessive prodding.

In comparison the E-Type’s handles reasonably well. It corners accurately and the unassisted steering never feels too heavy. The suspension arrangement, comprising double wishbones up front with lower transverse links and coil springs at the rear, does well to communicate with the driver through the steering column, wheels and chassis. The disc braking system, composed of Girling three-pot calipers at the front and two-pot at the rear, does a commendable job. Lacking the response of ABS you’ll need to give yourself a fair amount of distance to bring it to a stop not to mention the legs of Lance Armstrong to operate the lead-heavy brake pedal.

VERDICT

Both cars share the same brand ideology and deliver a similar sensory experience. It’s pretty obvious the XKR-S is a technological marvel; it’s faster and more reliable than the E-Type but is plagued by modern electronics and nanny devices which numb the driving adventure to a certain extent. Driving the E-Type is an intuitive process. Sure, it isn’t as planted as the XKR-S but the experience is unsullied by the technology and hubbub of a modern sports car – you feel one with every turning part.

While the XKR-S is the more exhilarating of the two to drive, I don’t think anything compares to the purity of the E-Type – no power steering, no ABS, no traction control; just car and driver and the symbiotic relationship between the two. Don’t get me wrong the XKR-S is an unbelievable machine; it just doesn’t conjure the same emotion you get from piloting the E-Type. That said choosing a favourite wouldn’t be right. They’re both incredible vehicles – each one a masterpiece, driver focussed and proper: each one an icon of the Jaguar brand.