2015 Jaguar F-Type R Coupe Road Test Specs | Edmunds

2015 Jaguar F-TYPE - Road Test Specs

2015 Jaguar F-TYPE Coupe

(5.0L V8 Supercharger 8-speed Automatic)


Year Make Model2015 Jaguar F-Type R 2dr Coupe (5.0L 8cyl S/C 8A)
Vehicle TypeRWD 2dr 2-passenger coupe
Base MSRP$99,925
Options on test vehicleVision Pack 3 ($2,100 -- includes adaptive and intelligent front lighting, front parking sensors, rearview camera, blind spot monitor); 20-Inch Gyrodyne Alloy Wheels — Black ($1,000), Black Exterior Trim Pack ($400).
As-tested MSRP$103,425
Assembly locationCastle Bromwich, UK
North American parts content (%)2


ConfigurationLongitudinal, front-engine, rear-wheel drive
Engine typeSupercharged, direct-injected, V8, gasoline with auto stop-start
Displacement (cc/cu-in)5,000/305
Block/head materialAluminum/aluminum
ValvetrainDOHC, 4 valves per cylinder, variable intake + exhaust-valve timing
Compression ratio (x:1)9.5
Redline, indicated (rpm)6,600
Fuel cutoff/rev limiter (rpm)6,600
Horsepower (hp @ rpm)550 @ 6,000
Torque (lb-ft @ rpm)502 @ 2,500
Fuel typePremium unleaded (required)
Transmission typeEight-speed automatic
Transmission ratios (x:1)I: 4.714; II: 3.143; III: 2.106; IV: 1.667; V: 1.285; VI: 1.000; VII: 0.839; VIII: 0.667
Final-drive ratio (x:1)2.56


Suspension, frontIndependent double wishbones, coil springs, self-adjusting two-mode variable dampers, , stabilizer bar
Suspension, rearIndependent double wishbones, coil springs, self-adjusting two-mode variable dampers, , stabilizer bar
Steering typeHydraulic-assist, speed-proportional, rack-and-pinion power steering
Steering ratio (x:1)14.6
Tire make and modelPirelli P Zero
Tire typeAsymmetrical summer, high-performance (36 psi cold front; 36 psi cold rear)
Tire size, front255/35ZR20 97Y
Tire size, rear295/30ZR20 101Y
Wheel size, front20-by-9 inches
Wheel size, rear20-by-10.5 inches
Wheel materialAlloy
Brakes, front15-inch one-piece ventilated with two-piston sliding calipers
Brakes, rear14.8-inch one-piece ventilated with single-piston sliding calipers

Track Test Results

Acceleration, 0-30 mph (sec.)1.8
0-45 mph (sec.)2.7
0-60 mph (sec.)3.8
0-75 mph (sec.)5.3
1/4-mile (sec. @ mph)11.8 @ 121.3
0-60 with 1 foot of rollout (sec.)3.6
0-30 mph, trac ON (sec.)1.8
0-45 mph, trac ON (sec.)2.7
0-60 mph, trac ON (sec.)3.8
0-75 mph, trac ON (sec.)5.3
1/4-mile, trac ON (sec. @ mph)11.6 @ 122.2
0-60, trac ON with 1 foot of rollout (sec.)3.4
Braking, 30-0 mph (ft.)26
60-0 mph (ft.)106
Slalom, 6 x 100 ft. (mph)71.0
Slalom, 6 x 100 ft. (mph) ESC ON68.4
Skid pad, 200-ft. diameter (lateral g)0.98
Skid pad, 200-ft. diameter (lateral g) ESC ON0.98
Sound level @ idle (dB)45.1
@ Full throttle (dB)84.4
@ 70 mph cruise (dB)67.3
Engine speed @ 70 mph (rpm)1,500

Test Driver Ratings & Comments

Acceleration commentsNo matter what transmission mode (Drive or Sport) nor what electronic stability/traction control (ESC/TC) setting (On, ESC Trac, Off), I was unable to improve on the default Drive + ESC/Traction On run. It turns out that this car, while eminently capable of spinning tires off the line, doesn't respond well to it like most rear-wheel-driven cars do with moderation. Also, the way it leaves the line normally is the precise way I would have--had it not done it by itself/for itself. It's as if there's an optimal launch built into the car -- and there very well might be. Also, it feels as if the torque converter locks up immediately and there's no bog or delay at all. It just GOES. Just look at the telltale 0-30 time (under 2 seconds) for proof of that. Once under way, the power is immense and completely linear in a way I never would've imagined from a supercharged V8. Sure it's loud (might be too much for some), but there are no peaks or valleys in the power at all. Finally, it didn't seem to alter shift schedule among the various modes, likely because wide-open-throttle trumps these program variations that show up elsewhere (part throttle, off throttle, etc.). Simply quick and smooth shifts all the time. Good cooling for the engine, as terminal speed at the end of the quarter-mile remained within 0.09-1.5 mph of one another across six passes.
Braking commentsDead straight and very little dive, however, the ABS makes quite a racket, buzzing and vibrating as it brings the car to a halt. Excellent ability to handle the heat, as the variance was only 2 feet across four stops from 60 mph. Pedal remained firm and easy to modulate without any odor from the pads. Enthusiasts and nonenthusiasts will both like these brakes.
Handling commentsSlalom: Unlike the F-Type convertible that felt like it loaded up then released at each cone, the coupe is far more stable and singular in its response: Direct, precise, and pointy. I did, however, de-select the artificially heavy steering and left all else in Dynamic mode. I also found this car was far more balanced between the cones than the convertible and after selecting the more lenient "Trac DSC" electronic stability program, I could slide the front tires or rear tires based on my throttle input/output. After finally coming to terms with the wider rear track, I learned to be decisive and even a little aggressive with both steering, and to a lesser extent, the throttle. Suddenly, I wasn't chasing the car but rather predicting and driving the car between the cones with confidence. And that's where the biggest difference is here between coupe and convertible: Confidence and predictability. Like the convertible, the coupe's steering still doesn't give much information, but its response is better. The rear still wants to step out, but in a far more tractable way that I could exploit rather than avoid. I'm sold. Coupe it is for the F-Type. Skid pad: Clearly, there's measurably more grip here than in the convertible. Also, the coupe is far better balanced with clearly defined limits at both ends of the car that I could manipulate at will with the throttle. Again, predictable and tractable with a skilled driver who knows how to sense and extract these things.

Testing Conditions

Test date7/8/2014
Elevation (ft.)1,121
Temperature (°F)89.94
Relative humidity (%)28.71
Barometric pressure (in. Hg)27.81
Wind (mph, direction)2.7/cross
Odometer (mi.)4,205
Fuel used for test91-octane gasoline
As-tested tire pressures, f/r (psi)36/36

Fuel Consumption

EPA fuel economy (mpg)18 combined/16 city/23 highway
Edmunds observed (mpg)Evaluation loop: 23.7; average: 14.6
Fuel tank capacity (U.S. gal.)18.5
Driving range (mi.)425.5

Audio and Advanced Technology

Stereo description12-speaker Meridian surround sound
iPod/digital media compatibilityStandard iPod via USB jack
Satellite radioStandard Sirius
Hard-drive music storage capacity (Gb)Not available
Rear seat video and entertainmentNot available
Bluetooth phone connectivityStandard
Navigation systemStandard hard drive, 8-inch display screen (measured diagonally)
Smart entry/StartStandard ignition doors trunk/hatch
Parking aidsOptional parking sonar, front and rear back-up camera, rear cross-traffic detection
Blind-spot detectionOptional
Adaptive cruise controlNot available
Lane-departure monitoringNot available
Collision warning/avoidanceNot available
Night VisionNot available
Driver coaching displayNot available

Dimensions & Capacities

Curb weight, mfr. claim (lbs.)3,638
Curb weight, as tested (lbs.)3,906
Weight distribution, as tested, f/r (%)52.6 / 47.4
Length (in.)176.0
Width (in.)75.7
Height (in.)52.0
Wheelbase (in.)103.2
Track, front (in.)62.4
Track, rear (in.)64.1
Turning circle (ft.)35.8
Seating capacity2
Trunk volume (cu-ft)11


Bumper-to-bumper4 years/50,000 miles
Powertrain4 years/50,000 miles
Corrosion4 years/50,000 miles
Roadside assistance4 years/50,000 miles
Free scheduled maintenance1 year/16,000 miles

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