s button for transmission
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From: allentown/pa
s button for transmission
2003 stype r.. what charichtoristics actually are changed if you engage the sport mode??? i read that in sport it prevents the 6th gear overdrive? i dont seem to feel any difference in the shifts, or shift pattern??? ps: just got this car, its awesome... did 1.5 mina gallery pulley, low temp thermostat, flush cooling system, and custom paint the wheels with black on silver...
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On mine it does NOT eliminate 6th. It makes the car (as with many/most autos) hang on to revs for a while and also hang on to gears, but it changes (apparently to where it would go in non-Sport) if you don't use the accelerator pedal for a while (just a few seconds).
Also, in S if you select CC it looks to go instantly to where it would go in non-S.
Also, in S if you select CC it looks to go instantly to where it would go in non-S.
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Simply put, it holds more rpm between shifts then in non sport, and under more spirited acceleration it downshifts sooner, As we know, the str is inexplicably geared all crazy as if it were not a super sedan that should rev, so in non sport, under normal acceleration the trans shifts almost immediately out of first and into second as a fuel saving procedure...I hate it..so I never drve without sport mode on.
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please read last line
2003 Jaguar S-Type R
Bigger claws, sharper teeth, and, yes, softer fur
From the July, 2002 issue of Motor Trend
/ Photography by Chris Walton
|
With a soundtrack provided by the '03 S-Type R's supercharged 4.2L V-8, my co-driver and I spirited our way through mountainous, northeastern Spain. Just two weeks later, those very same treacherous roads would be crowded with thousands of WRC fans for the Rally of Catalunya, one of the season's most challenging venues.
Click to view Gallery
Looking, feeling, and even...
read full caption
Click to view Gallery
Looking, feeling, and even smelling more like a Jaguar (XJ sedan), the new S-Type's interior was completely redesigned for '03. Though the J-gate remains, it, too, has been dramatically improved.
This impressive 400-hp sedan produces lovely road music: a muted high-pitched aria from the Roots-type blower over the bass-drum beat of the twin exhaust tips. It's a memorable chorus that repeats with each imperceptible upshift of the car's new six-speed automatic transmission. At full or even part throttle, the S-Type R effortlessly wills itself down the road. A tabletop-flat torque curve, peaking at 408 lb-ft at a mere 3500 rpm, supplies this dynamic thrust. Then, there is the visceral and visual rush as the landscape goes sailing by like a soft-edged, French impressionist painting in motion. Royal acceleration -- Jaguar style.
Click to view Gallery
Power is at the root of R....
read full caption
Click to view Gallery
Power is at the root of R. Jaguar has stretched and blown its silky V-8 to 408 lb-ft of torque at 3500 rpm.
Visually, both '03 naturally aspirated S-Types, 3.0L (V-6) and 4.2L (V-8), plus the new supercharged 4.2L R model, may look only slightly different from their '02 counterparts. However, Jaguar says a substantive reengineering has changed or replaced roughly 70 percent of the models' content; there are some subtle exterior styling updates, as well. All S-Type engines benefit from variable-geometry induction plus now-continuously variable intake and exhaust valve timing. Meanwhile, V-8s (enlarged from 4.0L to 4.2L for '03) are further modified with new heads, pistons, and exhaust systems to improve breathing, sealing, and cooling characteristics. One can argue that the 4.2L AJ-V8 is all new, as nothing that moves within it -- or through which air, oil, or fuel passes -- is carried over. Only the 90° aluminum block remains the same.
The results of the '03 engine mods are a more responsive 3.0L V-6 with a flatter torque curve, and in the naturally aspirated 4.2L V-8, an increase of 19 hp to a nice round 300 with 310 lb-ft of torque. Stepping up to the class-leading, supercharged R version we drove nets another (even nicer) round number: 400 hp with 408 lb-ft of torque. Jaguar's humble claim that the R will accelerate 0-60 mph in 5.3 seconds is obviously conservative: Reviewing similarly powered and sized competitors, we predict the S-Type R will run a 5 flat, perhaps even quicker.
Keeping the R models' prodigious power in check are large four-piston calipers, courtesy of racing-brake supplier Brembo. They work in concert with 14.3-in. front vented discs and 12.9-in. solid rears. Though we find the pedal slightly soft on initial, gentle application, the ABS system, with its panic-assist braking, is tremendous and absolutely fade-free.
While the entire model range is available with a new, ultra-quick and mega-smart ZF six-speed automatic -- the same one found in the new BMW 745i -- the 3.0 comes standard with the Getrag five-speed manual. Unfortunately, still no stick shifts are available for the V-8 models. Automatic gear selection is controlled via Jaguar's hallmark good-news/bad-news J-gate shifter. It's still bad news if you disagree with those who think the J-gate is clever. Like a manual-shift gate's H pattern, the J pattern, by its design, informs a driver what gear he's selected simply by where his hand falls -- unlike a traditional, inline PRNDL. The good news is the lever's action itself has been drastically improved with more distinct, more positive, and progressively more resistant detents. Additionally, the new six-speed required reprogramming of the shift logic. In the R we drove, the new software produces better, more manual transmission-like gear holding in corners and up and down hills, and more recognizable downshifts when slowing for a bend or corner. Depressing the sport button excludes sixth gear (overdrive) and hastens the upshifts.
Read more: http://www.motortrend.com/roadtests/...#ixzz1FgsvT3a6
Bigger claws, sharper teeth, and, yes, softer fur
From the July, 2002 issue of Motor Trend
/ Photography by Chris Walton
|
With a soundtrack provided by the '03 S-Type R's supercharged 4.2L V-8, my co-driver and I spirited our way through mountainous, northeastern Spain. Just two weeks later, those very same treacherous roads would be crowded with thousands of WRC fans for the Rally of Catalunya, one of the season's most challenging venues.
Click to view Gallery
Looking, feeling, and even...
read full caption
Click to view Gallery
Looking, feeling, and even smelling more like a Jaguar (XJ sedan), the new S-Type's interior was completely redesigned for '03. Though the J-gate remains, it, too, has been dramatically improved.
This impressive 400-hp sedan produces lovely road music: a muted high-pitched aria from the Roots-type blower over the bass-drum beat of the twin exhaust tips. It's a memorable chorus that repeats with each imperceptible upshift of the car's new six-speed automatic transmission. At full or even part throttle, the S-Type R effortlessly wills itself down the road. A tabletop-flat torque curve, peaking at 408 lb-ft at a mere 3500 rpm, supplies this dynamic thrust. Then, there is the visceral and visual rush as the landscape goes sailing by like a soft-edged, French impressionist painting in motion. Royal acceleration -- Jaguar style.
Click to view Gallery
Power is at the root of R....
read full caption
Click to view Gallery
Power is at the root of R. Jaguar has stretched and blown its silky V-8 to 408 lb-ft of torque at 3500 rpm.
Visually, both '03 naturally aspirated S-Types, 3.0L (V-6) and 4.2L (V-8), plus the new supercharged 4.2L R model, may look only slightly different from their '02 counterparts. However, Jaguar says a substantive reengineering has changed or replaced roughly 70 percent of the models' content; there are some subtle exterior styling updates, as well. All S-Type engines benefit from variable-geometry induction plus now-continuously variable intake and exhaust valve timing. Meanwhile, V-8s (enlarged from 4.0L to 4.2L for '03) are further modified with new heads, pistons, and exhaust systems to improve breathing, sealing, and cooling characteristics. One can argue that the 4.2L AJ-V8 is all new, as nothing that moves within it -- or through which air, oil, or fuel passes -- is carried over. Only the 90° aluminum block remains the same.
The results of the '03 engine mods are a more responsive 3.0L V-6 with a flatter torque curve, and in the naturally aspirated 4.2L V-8, an increase of 19 hp to a nice round 300 with 310 lb-ft of torque. Stepping up to the class-leading, supercharged R version we drove nets another (even nicer) round number: 400 hp with 408 lb-ft of torque. Jaguar's humble claim that the R will accelerate 0-60 mph in 5.3 seconds is obviously conservative: Reviewing similarly powered and sized competitors, we predict the S-Type R will run a 5 flat, perhaps even quicker.
Keeping the R models' prodigious power in check are large four-piston calipers, courtesy of racing-brake supplier Brembo. They work in concert with 14.3-in. front vented discs and 12.9-in. solid rears. Though we find the pedal slightly soft on initial, gentle application, the ABS system, with its panic-assist braking, is tremendous and absolutely fade-free.
While the entire model range is available with a new, ultra-quick and mega-smart ZF six-speed automatic -- the same one found in the new BMW 745i -- the 3.0 comes standard with the Getrag five-speed manual. Unfortunately, still no stick shifts are available for the V-8 models. Automatic gear selection is controlled via Jaguar's hallmark good-news/bad-news J-gate shifter. It's still bad news if you disagree with those who think the J-gate is clever. Like a manual-shift gate's H pattern, the J pattern, by its design, informs a driver what gear he's selected simply by where his hand falls -- unlike a traditional, inline PRNDL. The good news is the lever's action itself has been drastically improved with more distinct, more positive, and progressively more resistant detents. Additionally, the new six-speed required reprogramming of the shift logic. In the R we drove, the new software produces better, more manual transmission-like gear holding in corners and up and down hills, and more recognizable downshifts when slowing for a bend or corner. Depressing the sport button excludes sixth gear (overdrive) and hastens the upshifts.
Read more: http://www.motortrend.com/roadtests/...#ixzz1FgsvT3a6
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Keeping the R models' prodigious power in check are large four-piston calipers, courtesy of racing-brake supplier Brembo. They work in concert with 14.3-in. front vented discs and 12.9-in. solid rears. Though we find the pedal slightly soft on initial, gentle application, the ABS system, with its panic-assist braking, is tremendous and absolutely fade-free.
While the entire model range is available with a new, ultra-quick and mega-smart ZF six-speed automatic -- the same one found in the new BMW 745i -- the 3.0 comes standard with the Getrag five-speed manual. Unfortunately, still no stick shifts are available for the V-8 models. Automatic gear selection is controlled via Jaguar's hallmark good-news/bad-news J-gate shifter. It's still bad news if you disagree with those who think the J-gate is clever. Like a manual-shift gate's H pattern, the J pattern, by its design, informs a driver what gear he's selected simply by where his hand falls -- unlike a traditional, inline PRNDL. The good news is the lever's action itself has been drastically improved with more distinct, more positive, and progressively more resistant detents. Additionally, the new six-speed required reprogramming of the shift logic. In the R we drove, the new software produces better, more manual transmission-like gear holding in corners and up and down hills, and more recognizable downshifts when slowing for a bend or corner. Depressing the sport button excludes sixth gear (overdrive) and hastens the upshifts.
Read more: http://www.motortrend.com/roadtests/...#ixzz1Fgt9ehlL
While the entire model range is available with a new, ultra-quick and mega-smart ZF six-speed automatic -- the same one found in the new BMW 745i -- the 3.0 comes standard with the Getrag five-speed manual. Unfortunately, still no stick shifts are available for the V-8 models. Automatic gear selection is controlled via Jaguar's hallmark good-news/bad-news J-gate shifter. It's still bad news if you disagree with those who think the J-gate is clever. Like a manual-shift gate's H pattern, the J pattern, by its design, informs a driver what gear he's selected simply by where his hand falls -- unlike a traditional, inline PRNDL. The good news is the lever's action itself has been drastically improved with more distinct, more positive, and progressively more resistant detents. Additionally, the new six-speed required reprogramming of the shift logic. In the R we drove, the new software produces better, more manual transmission-like gear holding in corners and up and down hills, and more recognizable downshifts when slowing for a bend or corner. Depressing the sport button excludes sixth gear (overdrive) and hastens the upshifts.
Read more: http://www.motortrend.com/roadtests/...#ixzz1Fgt9ehlL
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ive been trying to reply... says post will not be visible until a moderator checks??/ anyway google 2003 stype r reviews, bottom of 1st page states transmission wont shift into 6th gear in sport mode.....
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From: Toronto Canada
it does not eliminate any gears...that makes no sense otherwise, if it did, , at highway speeds you would be in 5th pushing 2500 rpm in 5th.
Simply put, it holds more rpm between shifts then in non sport, and under more spirited acceleration it downshifts sooner, As we know, the str is inexplicably geared all crazy as if it were not a super sedan that should rev, so in non sport, under normal acceleration the trans shifts almost immediately out of first and into second as a fuel saving procedure...I hate it..so I never drive without sport mode on.
Simply put, it holds more rpm between shifts then in non sport, and under more spirited acceleration it downshifts sooner, As we know, the str is inexplicably geared all crazy as if it were not a super sedan that should rev, so in non sport, under normal acceleration the trans shifts almost immediately out of first and into second as a fuel saving procedure...I hate it..so I never drive without sport mode on.
trans pulls to red line on full throttle, 500 rpm higher normal operation shift points and downshifts 2 gears at highway speeds instead of 1, giving much faster acceleration you really need when entering freeway or when you pull in front of someone inadvertantly and need to keep them from hitting you or pissin them off. Thats the big benefits, no issue with longevity, unless youre just weird about "oh my God I went above 2500rpm, Im gonna reduce my mileage and wear out the engine"
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From: Planetarium
Two of your posts were in moderated situation , I did approve them so they can be seen
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From: Leeds, UK.
Here is the requested elaboration:--
Selecting sport mode instructs the autobox to rev. a little more before changing up, among other things. This gets the engine revs. up to around 2000 at each change. This is near the max. torque fig. for the engine, and the max. torque fig. is fundamentally the most fuel-efficient revs. for any engine* (discounting other factors). Most engines are around 2000 to 2,500revs. in practice, unless designed for racing
Even Jaguar's software engineers think higher rev/change points are good when cold because one of the programs for the autobox control microprocessor raises the change points when the engine is cold, just been started. After 2mins. or so, this program is discontinued. Source; the owner's handbook, which also mentions faster warm-up.
Leedsman.
* The matter of fuel-efficiency, max. torque revs., is strongly influenced by valve timing. If it is fixed, as in my 2.7D., the timing has to be a bit of a compromize. The max. torque revs. then indicates the best timing for that fixed fig. If you have an engine with variable valve timing (and there are umpteen different design philosophies for VVT) the situation improves considerably. Then you can have exellent fuel-efficiency at quite low revs., benefitting eco-driving. But because the valve timing shifts at high revs., it's still more fuel-efficient when driven at high speed than a fixed jobbie. I like BMW's VVT, where the opening height of the inlet valve is used to control air intake instead of a butterfly throttle valve in the throttle body. This eliminates pumping losses around the throttle.
Selecting sport mode instructs the autobox to rev. a little more before changing up, among other things. This gets the engine revs. up to around 2000 at each change. This is near the max. torque fig. for the engine, and the max. torque fig. is fundamentally the most fuel-efficient revs. for any engine* (discounting other factors). Most engines are around 2000 to 2,500revs. in practice, unless designed for racing
Even Jaguar's software engineers think higher rev/change points are good when cold because one of the programs for the autobox control microprocessor raises the change points when the engine is cold, just been started. After 2mins. or so, this program is discontinued. Source; the owner's handbook, which also mentions faster warm-up.
Leedsman.
* The matter of fuel-efficiency, max. torque revs., is strongly influenced by valve timing. If it is fixed, as in my 2.7D., the timing has to be a bit of a compromize. The max. torque revs. then indicates the best timing for that fixed fig. If you have an engine with variable valve timing (and there are umpteen different design philosophies for VVT) the situation improves considerably. Then you can have exellent fuel-efficiency at quite low revs., benefitting eco-driving. But because the valve timing shifts at high revs., it's still more fuel-efficient when driven at high speed than a fixed jobbie. I like BMW's VVT, where the opening height of the inlet valve is used to control air intake instead of a butterfly throttle valve in the throttle body. This eliminates pumping losses around the throttle.
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From: Akron, Ohio USA
As stated in here before... I used to run Sport Mode a lot. It just firms up and holds shifts..And down shifts more aggressively. It doesn't lock out 6th gear..Just waits a bit before engaging it..