Carrying that theme forward, Jaguar did well to engineer the F-Type with a good dose of split personality. Not in the schizophrenic sense where the car doesn’t know what it wants to be, but rather in a positive dual-mode character. Turn off traction and stability babysitters, turn up the exhaust, select manual gearbox actuation, and bang, what a blast to drive. There’s hard and fast power delivery, smoking rear tires, big sideways action if you want it, strong and direct brakes, precise and quick steering through the optional chunky, flat-bottomed wheel. This is one delectable, throttle-steerable experience, and one that I welcome very much at a time where many performance cars have been refined to the point where one leaves the same taste in your mouth as the next, give or take a few minor spices. However, in some instances lately, the difference in flavor is about as noticeable as that between standard and honey-infused rice cakes: bland, regardless of which you prefer.
Much like the Mercedes-Benz C63 AMG, a true dual-clutch gearbox and corresponding shift speeds would make a great improvement — and since I’m wishing my way down this highway at 155 mph, there are few cars that beg for a Formula One-style shift-light array embedded in the top of the steering wheel’s rim. The F-Type’s throttle response and that drag race-instigating exhaust are begging for it. Talk about a perfect fit. On the other hand, I’m pleased Jaguar chose to go with analog gauges rather than the all-digital package on some of its other recent creations, as it’s simply a classier, more mature appearance.
Minor gripes though, at least so far in my limited F-Type V8 S seat time. But at this early stage, I already place it alongside the C7 Chevrolet Corvette as this year’s most fun to drive new cars. Hell, it’s plenty fun just to listen to it.
Yet for all that, somewhat like the C7, dial the exhaust to normal and it will offend no one, just as the reasonably compliant ride allows you to enjoy a cruise, well, more like a Jaguar driver might be used to cruising. That’s the split personality I mentioned, and it does nothing but up the F-Type’s appeal.
First off, this Jag is gorgeous. I dig the orange paint. It’s shaped like a classic roadster, and the wheel package is perfect in size and style. From the front and front three-quarters view it looks like a smaller XK, which is great, but the rear is really sexy. I like the long, narrow taillights, curves and pop-up spoiler, which has a Jaguar logo that you can see in the rearview. I’m guessing it’s a subliminal advertising thing.
Jag brought the orange into the cabin with the start button, paddle shifters and stitching over the black base color. It all looks very expensive, as a Jag should. All the interior panel gaps are tight and I love how the vents pop up when you turn on the heat. And the door handles and mirrors pop out when you unlock the car, too, which is trick.
With 495 hp, this car feels light on its feet, even carrying 3,600 pounds. When the traction control is completely off, it’ll light up the tires off the line, and continue the spinning into second gear. Most cars hook up when you grab that first paddle, this car doubles down on the wheelspin, and that’s badass. Flooring it and coming off the gas in tunnels brings an ear-piercing wail before gunshot sounds from the pipes that’ll scare surrounding traffic. It reminded me a bit of the Fiat Abarth 500 in its brashness.
