Now the big cat surges past other traffic with ease, making it arguably the more relaxed car during everyday driving. When you start to really use the performance, there’s a delicious, diamond-hard cackle from the exhausts above 4000rpm.
Our test car had a glitch that prevented us from fully disabling the traction control, so we failed to match Jag’s acceleration claims. But there’s no doubting the storming pace on offer: the 30-70mph sprint vanishes in 4.3sec. Cruising is a forte too, with effortless punch at high speeds before an electronic limiter at 155mph eventually reins the XKR in.
The gearbox, however, is superb. The shift programmes have been massaged for the ‘R’ and it’s hard to fault. Larger brakes, now 355mm at the front, successfully complete a compelling package.
To make the ‘R’ a sharper drivers’ tool, Jaguar has uprated the front (38% stiffer) and rear springs (24% stiffer) and retuned the CATS dampers over the XK. It has also fettled the steering both mechanically and electronically through the power steering maps.
Apart from a low speed ride that’s mildly hobbled by the fitment of optional, though spectacular, 20inch wheels, the XKR is cosseting and comfortable.
As speeds rise, it never fights the road, choosing instead to work with the contours of the asphalt in what Jaguar engineers call ‘breathing’. It’s a trait shared by all current Jaguars, and a mightily effective one on our pockmarked roads.
Grip levels are superb, and the XKR will indulge in a healthy dose of power oversteer. The steering slightly disappoints, however: a better instrument for fast driving than the regular car’s rack, but there’s still too much dead-zone around the straight ahead. Whilst you’re in this trough, it’s too easily affected by bumps in the road and a faux self-centering action. Once turned in, it’s nicely weighted with fair feedback, even if there’s occasionally a pronounced kickback over the worst potholes.