Battle of the Titans
If I told you I get as much of a charge out of writing about the Jaguar XKR and the Porsche 911 Turbo as I did driving them, would you believe me?
I didn’t think so.
There isn’t much that compares with the raw exhilaration of a 911 Turbo under full boost, but Jaguar’s all-new-for 2007 XKR comes close on some points – sticker price not being amongst them.
I chose this pairing partly because they represent top-end performance for their respective nameplates, partly because they’re both 2+2 coupes, and partly because they allow me to compare two interesting systems that turn strong performance engines into street-burning dynamos.
Porsche 911 Turbo
Frankly, the only production car out there that springs to mind as a worthy competitor to the 911 Turbo in terms of sheer performance (and it’s a very limited production machine at that) is the Ford GT. At a $185,000 starting price, the GT actually comes in at $11,000 less than the 911 I drove recently with its optional $12,300 ceramic brake package and goodies. I got a one-word, two-letter answer when I asked about getting a road test in the GT.
The 911 Turbo is a true technological tour de force, with twin turbochargers converting exhaust gas pressure into enhanced intake pressure for a huge boost in output as engine rpms rise. While 911 turbos have been around for many years, the latest version introduces variable vane technology, allowing the turbos to act like smaller or larger units, depending upon the circumstances. The result is up to 480 hp and a torque curve that hits 460 lb.-ft. (45 more than the last model) before 2,000 rpm and stays there up to 5,000 rpm. All this from a modest 3.6 litres of displacement.
But the technology doesn’t stop there. When you’re closing in on 500 ponies, traction becomes an issue, and Porsche harnesses this beast by sending the horsepower to all four wheels via a new AWD system with an electronically controlled multi-disc clutch instead of the former viscous clutch system.
I’d like to say I could tell the difference but, when you’re getting pressed back into the seat with jet-like acceleration, all you can really tell is that the system grabs the road hard.
The 911 Turbo is, in many ways, a no-compromise machine. Its mid-engine layout means near-perfect weight distribution and excellent balance, but no trunk space; the luggage compartment, such as it is, is between the front wheels. Its many weight-saving features and the location of the engine make for a noisy ride, so the MP3-capable Bose sound system with full surround comes in handy, should you ever crazily decide you’d rather hear tunes other than the sweet sound of that engine.
There is plenty of leg- and headroom, however – unless you find yourself suddenly shuttling passengers in the claustrophobic rear seats. Then, it’s a matter of everyone scrunching long enough to get across town. Fortunately, you’d be well equipped to get there rather quickly.
Jaguar XKR
The XKR takes a slightly milder approach to its performance component – if you consider 420 hp in a 1,734-kg car mild. The Jag’s 4.2-litre all-aluminum V8 engine uses the extra air pumped in by an intercooled Eaton supercharger to produce up 413 lb.-ft. of torque, which is routed to the rear wheels by a six-speed ZF automatic transmission. The supercharger delivers its torque along a more gradual curve that is, nonetheless, impressive.
Drivers have the option of engaging the manual shift mode and using the wheel-mounted paddles for up- and down-shifting. It is one of the easiest and best-positioned paddle systems I’ve used to date.
The XKR’s powertrain terminates at the handsome 20-in. rear wheels only, so the Trac Dynamic Stability Control system comes into play under hard cornering and acceleration. A full array of anti-lock brake functions are also part of the package. It’s quick, firm and purposeful, even when driven hard and braked harder.
I also found the XKR’s touch-screen navigation and control system easy and intuitive, although Porsche’s nav display was equally bright and detailed. Having the majority of controls available via one single input point (Porsche drivers access mechanical information such as the onboard tire pressure monitor via a steering column stalk) helped keep the Jaguar’s everyday operation simple and relaxing.
Where the 911 is harsh, the XKR is not. Jaguar’s front-engine layout allows for a trunk space that can only be described as spacious, by sports car standards. This is a car that can get you to the cabin with your suitcase, or to the golf course with your full complement of clubs.
Inside, the XKR is all about comfort, with two styles of leather seating available, and three interior treatments available. My tester’s warm charcoal interior with aluminum weave inserts felt much more performance-oriented than the available poplar or burl walnut alternatives.
In a nutshell …
Yes, the Porsche 911 Turbo is still one of the hottest performance cars out there to which a sports car enthusiast can aspire — without heading into the Italian supercar market, of course. Owners are an exclusive club that, in many cases, is willing to put these $170,000-plus cars through their paces on the track, where 10ths of a second make the difference between winners and also-rans. The Jaguar $117,000 XKR gives up 1.2 seconds in 0-96 km/h acceleration to the sexy Porsche, but for sheer beauty, comes in first with many admirers. When you’re talking about cars over $100,000, value-for-dollar ranks low on the priority list, but when it comes to comfort and convenience, Jaguar walks away the winner.
| Porsche 911 turbo | FACT FILE | Jaguar XKR |
| 2+2 sports coupe | vehicle type | 2+2 sports coupe |
| 4 | passenger capacity | 4 |
| 3.6L turbocharged flat-six | base engine | 4.2L supercharged V8 |
| 480@6,000 rpm | horsepower | 420@6,250 rpm |
| 460@1,950 rpm | torque (lb.-ft.) | 413@4,000 rpm |
| six-speed manual | base transmission | six-speed automatic |
| four wheel discs, drilled & vented with ABS, PSM 8.0 | brakes | four-wheel vented discs with ABS, EBA, EBD, HBA |
| 4,477 | length (mm) | 4,790 |
| 1,852 | width (mm) | 2,070 |
| 1,300 | height (mm) | 1,328 |
| 13.0/9.4 | fuel economy (L/100km, city/highway) | 12.6/7.7 |
| REPORT CARD | ||
| A | front seats | A |
| D | second row seats | D |
| C | storage | B+ |
| A+ | handling | A |
| A+ | performance | A |
Where to buy a Porsche 911 Turbo
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