2015 Jaguar F-Type Coupe
Just when we thought Jaguar had knocked it out of the park with the F-Type Roadster, comes this F-Type Coupe. Swinging deeper into the baseball analogies, Jaguar is driving this 2-seat fastback deep into the gap of their lineup making it a perfect 2-for-2, and upping their batting average with another high performance hit. In the process, going from wild card hopeful to a division leader. So let’s look at the highlights.
You might think the 2015 Jaguar F-Type R Coupe is the more practical version of the wonderful F-type V8 S Roadster. Wrong! We think it’s really more like its evil twin.
If there’s such a thing as a go-against-the-grain British muscle car, this is it.
Now, engine choices are the same as the Roadster, with one slight difference. The supercharged V6 offerings carry over at 340 and 380-horsepower.
As for the V8, the supercharged 5.0-liter in the F-type V8 S was by no means underpowered, but Jag felt the Coupe could use more ponies, so it now rates 550-horsepower and 502 lb-ft. of torque. That’s a very healthy increase of 55-horsepower and 42 lb-ft.
Jag claims that’s enough to be the fastest Jaguar ever. And, with its all-aluminum structure, it is also the stiffest “cat” yet.
As for that practicality we mentioned, the cargo area is good for 11 cubic-ft., almost half again the roadster’s.
The aluminum body that hides the cargo space is beautifully executed. The front end is virtually the same as the Roadster, but the sweeping lines at the rear are as dynamic as anything on the road. A fixed-panel glass roof is an option.
That stiffer structure called for a stiffer suspension to be bolted to it. Add in Adaptive Dynamics, an active rear differential, and brake Torque Vectoring, and you’ve got a sweet handling 2-seater that’s a joy to behold and drive.
Even in relaxed cruising the Coupe feels tossable; ready to be a willing companion for any length adventure. All of our crew had high praise for its effortless performance, sharp handling, and the wonderful sounds that it makes; though some found the loud and aggressive exhaust note to have a fake aura to it, like it was trying a bit too hard.
The 8-speed Quickshift automatic transmission is the same as in the Roadster, but has updated software, helping it feel a whole lot more direct.
At our test track, it’s hard to say which experience we enjoyed more, listening to this cat growl at the line, or feeling it pounce off of it.
If all of the stars align just right and you find decent traction, you can hit 60 in 4.0-seconds, or perhaps less. And you can clear the quarter mile in 12.0 at 122 miles-per-hour.
Steering is very quick and the chassis super nimble, but with this many ponies punching the rears into action, oversteer is always in the wings; though the electronic differential tries its best to keep it hidden.
Push harder and it begs for more. You needle together corners like a bead stringer hopped up on Red Bull. Like any true performance car, higher speeds is where this F-Type Coupe feels most at home. Electronic intervention seeps in fairly quickly, but it does so almost seamlessly, helping more than holding you back.
The Coupe R’s standard Super Performance Braking System brought our car to a halt in just 110-feet from 60. You can upgrade to carbon ceramics, but we doubt they’ll provide the extra 12-grand’s worth of results.
Whether on track or road, the Coupe just feels better than the Roadster, but not so much so that it feels like an entirely different car; just a better version, even if it’s not the quietest car on the street. We knew the coupe was coming from the F-type’s beginnings, but it was hard for us to imagine that it would turn out this great.
Praises were not quite as high for the interior; beautiful to look at, but not the most intuitive to use, and things get cramped if you’re gifted with much height over 6-feet. Oh, well, nothing is perfect.
Government Fuel Economy Ratings are 16-City, 23-Highway, and 18-Combined. Our average of 22.8 miles-per-gallon of Premium exceeded expectations.
The base Coupe is actually $4,000 less than the Convertible at $65,925. However our R Coupe is at the top of the heap starting at $99,925.
So, if the F-type Roadster was a home run, than the 2015 Jaguar F-Type R Coupe is truly a grand slam! We can easily see the Coupe quickly outselling the Roadster. It’s amazing what a small company can do with a bunch of cash for development, designers with a true sense of history, and engineers with an open mind. Jaguar is certainly aiming to please, and this one is way outta the park!
Specifications
- Engine: 5.0 liter
- Horsepower: 550
- Torque: 502 lb-ft.
- 0-60 mph: 4.0 seconds
- 1/4 mile: 12.0 seconds @ 122 mph
- EPA: 16 mpg city/ 23 mpg highway
2024 Hyundai Elantra N
Looks Better, Handles Better
When we first sampled Hyundai’s Elantra N, we were impressed. Not only did it live up to the high expectations Hyundai set for themselves with their new N performance brand, but it made a great showroom companion to the funky and fun Veloster N. Well, that was just two years ago and already the Elantra N is getting better!
It’s totally fitting that Hyundai chose the humble Veloster and Elantra to introduce us to their N performance brand, as it mirrored their own humble beginnings here in the U.S. in the 1980s. What started with a single subcompact economy car has grown into a full lineup of cars, SUVs, a pickup truck, and even multiple battery-electric vehicles, one of which recently got the N treatment and set a new benchmark for high-performance EVs.
All that to say, when we had an opportunity to test the recently updated 2024 Hyundai Elantra N sedan, we jumped at the chance.
Now, not to be a downer right away, but there is nothing new to report in the powertrain department, as most updates follow the systemwide midcycle refresh that the Elantra has received for ’24, which mostly highlight styling and tech. But there are other meaningful upgrades, specifically to address the N’s ride and handling. More on that later.
We’ll start with styling tweaks which include a new front with a larger two-piece grille, slimmer daytime running lights, and flat stainless-steel logo. Inside, materials get a premium boost with lots of N logos, some of which are even now illuminated. Both the steering wheel and shift knob are also new in the N, as are the sport bucket seats which are definitely aggressive, though ride quality remains plenty street friendly. Now those N suspension enhancements include new urethane bushings, along with a complete overhaul to the steering system, and additional structural upgrades including engine mounts.
There was a lot of feedback coming through the chassis, encouraging us to push harder and harder.
And they were all readily apparent in our handling course where the N showed great balance, an eagerness to turn in, and fantastic grip. It really is crazy how competent front-wheel-drive cars have become. It’s also more responsive to driver inputs, and there was a lot of feedback coming through the chassis, encouraging us to push harder and harder. You can find a little bit of remaining understeer if you go looking for it, but it’s not the natural tendency at anything less than the absolute limit.
Under the hood is the same 276-horsepower 2.0-liter I4 with 289 lb-ft of torque as last year; and when keeping a hand on that new shift knob for some acceleration runs, the Elantra N didn’t feel overly quick, as it was hard to find a good compromise between a soft launch and massive amounts of wheel hop. Still, we got to 60 in the same 5.4 seconds. The available eight-speed DCT automatic is a few tenths quicker if that’s your priority.
The engine sounds cool, nice and raspy, not high-strung, and the shifter works and feels great, with no missed shifts during our track time. Our best quarter-mile run was 14.0 seconds flat at 101 mph. Not bad for any family sedan. In braking runs, stops from 60 were strong and fade free, averaging a mere 100 feet. There was very little nosedive, as the N had a more of a hunkered down feel to it; and there was also very little ABS pulsing through the pedal.
Government Fuel Economy Ratings with the manual are 21 City, 29 Highway, and 24 Combined. We recorded a good 25.8 mpg of Premium on our mixed driving loop. As for Hyundai’s traditional high value, Elantra N pricing starts at only $34,850, with the DCT a $1,500 option.
If you subscribe to the original Hot Rod ethos of making things go as fast as possible, for as little as possible, Hyundai is glad to have you along for the ride. This 2024 Hyundai Elantra N is a fun-filled modern-day Hot Rod in an economy car disguise. Those that are willing to take their next compact purchase to the power of N will get a driving experience that very few other affordable cars can approach.
Specifications
As Tested
- Engine: 2.0-liter I-4 Turbo
- Transmission: 6-speed manual
- Horsepower: 276
- Torque: 289 lb-ft.
- EPA: 21 City | 29 Highway | 24 Combined
- 0-60 mph: 5.4 seconds
- 1/4 Mile: 14.0 seconds at 101 mph
- Braking, 60-0: 100 feet
- MW Fuel Economy: 25.8 mpg (Premium)