JaguarForums Exclusive: 2018 Jaguar F-Type Coupe Review
This is no penalty box.
With certain vehicles, the base model can seem to be a sort of penalty for not opting for one of the more potent options on tap. It was hard to feel that way about the 2.0-liter for a variety of reasons. How could any engine feel like punishment when it’s wrapped in the F-Type’s gorgeous design? It’s a modern masterpiece of classic proportions. Even in a nondescript color such as Fuji White and without the aero add-ons of the more aggressive F-Types, the four-cylinder model was a stunning sight that made people stop and circle its sculpted, muscular lines. All intrigued passersby had envy in their eyes and smiles on their faces.
The four-cylinder itself was also a treat. Whether the JaguarDrive Control was set to its Normal or Dynamic mode, throttle response was snappy. I was surprised by how satisfying the F-Type was with less than 300 horsepower. The Ingenium’s 295 lb-ft of twist kicks in at 1,500 rpm and keeps kicking until the tach needle swings to 4,500. Its potency makes launches from a dead stop unexpectedly forceful.
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There are numerous reasons why Jaguar put a turbo-four into the F-Type. Perhaps it was to broaden the car’s potential customer base or spread the Ingenium’s development costs. More than likely, they were trying to do both. I certainly can’t say Jaguar put just any four-banger in the F-Type as an afterthought. It created an impressive showcase of effective engineering and paired it with a car that puts its strengths to good use.
It’s good, but it’s not all good.
I felt more divided about the Ingenium’s exhaust note. At idle and low speed, the sound coming out of the eye-catching single rear outlet was ugly and guttural, as if a tractor running on old fuel was belching it out. The exhaust sounded more and more like a Subaru WRX with an aftermarket exhaust the faster I went. It wasn’t particularly melodic, but it had a substantial auditory presence. That mono-pipe played its best notes when I had the JaguarDrive Control switch flipped to Dynamic mode. With my right foot buried down into the throttle,the pop and burble that filled the cabin made the 2.0 much more enjoyable.
Jaguar upgraded the cabin of my test car with thousands of dollars of options, including the $1,380 Climate Package 1 (two-zone climate control and heated windshield/seats/steering wheel), $1,175 fixed panoramic roof, and $460 Blind Spot Monitor and Reverse Traffic Detection bundle. The 12-way adjustability of the standard leather and suedecloth seats, and the electrically adjustable steering column made getting the perfect driving position easy. The eight-inch Touch Pro system with navigation quickly processed my fingertip inputs. Even though the fast roof line created enormous C-pillar blind spots, I was more bothered by the standard 380-watt Meridian audio system. It generated an annoying amount of bass that made the back of my seat vibrate despite the equalizer levels being setting to 0. Perhaps even more irritating was the fact that it didn’t have a physical tuning knob.
The F-Type is a very big, and very diverse sportscar family.
When I drove the F-Type SVR over pavement that was anything less than absolutely level, I was convinced its jouncy ride was the product of its emphasis on all-out performance. Driving the base F-Type made me realize the two cars really were siblings. To better experience its steering and handling on more challenging roads, I engaged Dynamic mode, bumped the shifter for the eight-speed automatic into its sport position, and turned east off of Austin’s Capital of Texas Highway and onto Westlake Drive. It wasn’t the most technical stretch of tarmac, but its broad curves revealed the presence of a buffer between the electric power steering and the front Continental Sport Contact 2s. My hands wanted more answers about the road in front of me than the steering was able to provide. Although the brakes engage smoothly and progressively, I would have appreciated them being more communicative as well.
This particular F-Type may not possess the most intense flavors, but I had no intention of sending it back. It was a comparatively mild, yet satisfying blend of ingredients and I wanted more. Westlake Drive simply isn’t long enough, a true hardship, I know. I would be perfectly happy firing through bends and hairpins all day, despite my tester’s communication issues.
The four-cylinder F-Type was never meant to be an uncompromisingly stiff and laser-focused track beast. Jaguar designed it to be a balanced, approachable sports car. It definitely looks the part and offers practical limits as well as a reason to see four cylinders as something greater than less than eight. In its most basic form, the F-Type is an attractive entry point into the rest of the range, a savory starter course before Jaguar’s appealing spread of richer, spicier dishes. Consider my appetite whetted.
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