Jaguar manages to continue on its quest to distance itself from the past by pushing the envelope at each and every turn. But there are still remnants worth holding on to, like the R designation it uses to refer to high performance variants of production models.

And so it is with the Jaguar XFR that was introduced at the North American International Auto Show this past January. Tata Motors, the India-based company that owns Jaguar, made good on a promise to keep developing the R lineup.

After our first drive in the XFR back in March, we recently had an opportunity to live with one for a week. Was this cat an unbearable houseguest, or one that just encouraged with a mere purr? Read along, and we’ll give you the goods.

What is it?
A four-door, five-place sedan that is the replacement for the late and lamented S-Type Jaguar. Styled by Jaguar director of design, Ian Callum, it refers to design cues from the older design while showing the future face of the brand.

The XFR is the first R application to the basic XF sedan introduced for 2008. Home to an all-new, top-end supercharged engine, the XFR is the automaker’s flagship luxury and performance sedan – at least until the expected XJR rolls out.

What’s it up against?
This sexy beast is up against some of Europe’s and one of America’s best. They include the BMW M5, Audi S6, Mercedes-Benz E63, and Cadillac CTS-V. More powerful or neck and neck with a couple of them, all compete equally for the attention of the well-heeled.

Any breakthroughs?
The innovative styling that made the XF sedan such a hit when introduced last year carries over for 2010, but it would not be an XFR model without the addition of a full kit of high performance styling accessories.

An all-new AJ-V8 Gen III direct injection engine with 5.0-liters of supercharged power leads the charge in the new XFR. Providing 510-horsepower and a stump-pulling 461 lb-ft. of torque, it achieves 0-60 in 4.3-seconds. More responsive steering, an improved brake package, active suspension dynamics, as well as differential control and finally some good old stylistic bling help add to the overall cache of the XFR while more sound deadening material contribute to the overall quiet quotient of the newest Jaguar.

How does it look?
As previously noted, the XFR features the fastback sedan look that won over the critics last year. The honeycomb front grille that previously denoted an R-series car (XJR and XKR) returns in this new face of the leaper. Add to that a full ground effects kit with newer, more aggressive front styling including two large chrome-trimmed intakes and a rear valance with two exhaust tips per side, a rear decklid spoiler and impressive 20-inch, low profile wheels. But let’s not forget the ever-present R-badging that lets a standard XF owner know, in an elegant and refined way rather unlike the popular bumper sticker about honor students that “My XFR can kick your standard XF’s behind.”

The chrome-trimmed greenhouse reappears, as do the side gills. New additions that boast of the XFR’s newfound power are the body-colored hood-mounted vents that help to release trapped hot air from under hood.

The changes are subtle but straddle the line between refined and aggressive. Not as overtly different than some of its rivals, only dedicated Jaguar will be able to readily point out the differences – and that might be just the way they like it.

And on the inside?
Performance-oriented two-toned black and tan leather covered the interior of our tester, while a polished bit of metal spread across the dash. Accented areas are covered with stitched leather, grey polished maple wood inserts, and aluminum strips. The look is one of understated performance. The heated and ventilated driver seats are especially welcome during our recent sweltering summer temperatures here in South Florida. The HVAC system will cause Goosebumps to rise up in protest (or excitement), while cruising around in the tropics.

The gauge package starts with a binnacle that features speedo and tachometer flanking a driver’s information panel showing fuel level, mileage and other important info. A seven-inch touchscreen monitor controls the Audio, Navigation, Climate, Communications, and Systems controls, but does manage to direct your attention away from the matters at hand on the road in front of you. A fairly straight forward navigation system seems slightly lacking in the Point of Interest categories and had us searching our Palm Pre for addresses that were then input into the system as a regular street address. Once the address was entered, getting there was a piece of cake.

On the other hand, the Bluetooth system found our phone right away, and made clear and concise calls immediately.

The interior, overall, isn’t much changed from the standard XF, aside from the color scheme and some slightly more bolstered seats.

But does it go?
About a year ago, we questioned Jaguar’s Callum about the XF’s normally aspirated V8 producing 420 horsepower. With that much power for the regular V8, what would the upcoming XFR have up its sleeve? The unflappable Brit offered nothing more than a closed-mouth smile.

Flash forward a year and it’s surprising he didn’t break into a toothy grin. The AJ-V8 Gen III 5.0-liter supercharged V8 with its 510 horsepower reaches its peak in the 6,000-6,500 range, while the 461 lb-ft of twist comes on at 2,500 rpm and continues until around 5,500 rpm. With a Roots-type twin spool supercharger, and dual intercoolers, you’ll have no hint of the power that waits until you flex your right foot. At that point you’ll get an audible treat of eight cylinders breathing fire from within.

Interestingly enough, the supercharger and intercoolers are located deep within the V between the cylinder banks. The net result is a lower profile powerplant that allows body designs to satisfy pedestrian safety standards.

The six-speed automatic transmission is a similar, but beefier, gearbox than that found in the basic 2009 model. A fly-by-wire affair, it is as docile as can be or as wild as you would like with up and downshift paddles mounted on the steering wheel. The plastic paddles work just fine, although a pair of aluminum levers would appear much more at home here.

The JaguarDrive rotary gear selector returns and is still a trip to watch rising from its nesting position after turning on the ignition. The regular detents are there (P R N & D) but add an S for Sport mode, which remaps the engine’s computer to quicken the shift points and other engine parameters. While in the aforementioned S-mode, the gearbox accommodates quick downshifts with its rev-match feature, while a “time to upshift” reminder shows the number of the currently selected gear changing from amber to red as redline approaches.

Active Differential Control helps put the rubber to the road, in an ongoing, as needed basis. We found an instant boost in its ability to vary the torque lockup to each driven wheel, which in turn improves acceleration on low-traction surfaces. According to Jaguar, it does not add to understeer in the manner that a mechanical system would.

EPA mileage estimates for this 4,306-pound cat come in at 15 mpg in the city and 21 on the highway that averaged out to about 18 mpg in our driving.

Why you would buy it:
Because everyone else in the ‘hood is sporting an M5 or CTS-V and you want to lead your own parade, not follow in line with theirs.

Why you wouldn’t:
Because you can’t wrap your noggin’ around the concept of a British-based performance car.

Leftlane’s bottom line:
In our stints behind the wheel, the XFR we found a car that was much more confident and stable at speed than its already-competent un-huffed little brother. Picture a 4,306-pound go-kart. With 20-inch Dunlop Sport Maxx low-profile rubber to minimize body roll, and the ability to flatten any sharp turn, Jaguar has improved on and polished the halo of the XF line’s flagship.

2010 Jaguar XFR base price, $79,150. As tested, $80,000.
Transportation, $850.

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