Road Test: F-Type R convertible is a Cobra in Jaguar’s clothing

Carroll Shelby, deity of choice rest him, was one of the world's ultimate salesmen. How else could a Texan chicken farmer and former air force test pilot become first one of the world's pre-eminent racing drivers (with an outright win at Le Mans for Aston Martin under his big-buckled belt) and then, when heart conditions forced an early retirement, one of the world's pre-eminent carmakers and race team owners?

His best sales trick was a real doozy though – tape a $100 note to the dashboard of one of his legendary V8- engined AC Cobras and invite a prospective customer, sat in the passenger seat, to try to lean forward and grab the money while Shelby dropped the clutch and gave the 289-cubic-inch – 4,736cc – Ford engine the gun. No-one ever, apparently, got the money such was the savage acceleration of the Cobra.

Similarly, the windscreen and dashboard of a Jaguar F-Type can feels rather a long way away as the big Pirelli tyres bite into tarmac and Newtonian physics press you firmly back into your seat. The equal and opposite reaction to acceleration is impressive enough in either of the V6 versions but it's positively Apollonian when the mighty supercharged five-litre V8 R comes out to play – 550hp will tend to do that to you.

Previously only available as an R Coupe, the full-strength V8 has been extended by Jaguar to the F-Type convertible, which hitherto bumped along with a mere 510hp. With the roof optional, the Cobra comparison is complete – a lithe and gorgeous British roadster with a stinking great V8 doing the heavy lifting.

That would be reason enough to try the F-Type anew, but there’s more at play here for this 2016 model year update. There’s new electric power-assisted steering (EPAS) for a start, and a new and far more intuitive touch-screen infotainment system. Called InControl, it takes inspiration from, to these eyes, Nokia Lumia phones and is simple and fast to operate. The old one seemed to take inspiration from Babbage’s difference engine, so cussedly awkward and slow it was.

Four-wheel drive There’s bigger news underneath though. Distinguished only by a subtle alteration to the shape of the bonnet and a small badge on the pert rump, this F-Type is packing four- wheel

drive. Now, motoring purists will tell you that sports cars are only supposed to be rear drive. Just ask a dyed-in- the-wool Porsche 911 fan which wheels should be driven. Suggest that it should be all four and apoplexy ensues. So Jaguar will have to do much convincing of car nuts that adding weight and complexity to the F-Type is worth it.

Actually, there’s not much extra weight at all – a mere 80kg – and the F-Type has sufficient grunt in any of its forms to make that extra mass negligible. The extra traction on offer should make the F far more appealing in US snow- belt states, not to mention snowy areas of Europe, Russia and China. And wet, soggy Ireland? Yes, perhaps here too.

Best of all, the new system doesn’t take away from the F-Types sports car purity. It’s still biased towards rear drive and only when the new intelligent driveline dynamics system (which connects the brainpower of the throttle, steering, diffs, gearbox and stability control) can think ahead, predicting when the car is likely to need extra tractive power and will shuffle things around accordingly.

So those expecting the F-Type’s tail-happiness to be entirely tamed will be pleased to hear it’s not – it’s just modulated. With all that grunt on tap, getting the R convertible to slide in classic sports car fashion is simple; just turn and apply power. Whereas before that would have had the car doing big, tyre-shredding slides, now the slide is more controlled and manageable, at least for one of my limited driving skill.

Porsche rival Purists will still, doubtless, grumble, but for those of us who like to be able to use our cars in all seasons, all weathers, the extra dimension to the F’s handling and balance is a positive thing. It gives Jaguar a real rival to the likes of Porsche’s Carrera 4S (in supercharged 3.0-litre V6 S form) and the mighty 911 Turbo (with this V8 version).

The lack of a roof means the wonderful noises of that V8 engine are piped more easily into the cockpit, much to the driver’s aural delight, while the fabulous new EPAS steering is a revelation, with as much feel as the best hydraulic systems. Electric steering has, here, finally jumped the species barrier.

The new optional carbon ceramic brakes are worthy of mention too. Denoted by bright yellow callipers, they add an extra layer to the F-Type’s performance, able to wipe off massive three-figure speeds with room to spare at the end of the long, long main straight of Portugal’s Estoril racetrack.

Across the rest of the F-Type range there is now the option of a manual six-speed gearbox for the V6-engined models, but the penalty you pay in CO2 emissions (34g/km) may make that an unsustainable, if enjoyable, choice. The V6 and V6 S also get the all-wheel-drive option, but only with the automatic gearbox. All models now get the torque vectoring by braking system, previously available only on the V8 R, which uses light touches of the inside brakes to tighten your cornering line.

Sadly, the F-Type will always be a rare sight on Irish roads in any format. Its massive price tag and the still-stuttering economy have seen just eight registered of late, and few if any will find the joys of this V8 R convertible too much to resist. It’s true that the 380hp V6 S is probably the best balanced F-Type model, but the sheer grunt and noise of this R, in coupé or convertible forms, make it the halo model of all halo models. Somewhere up above, Shelby is doubtless smiling and wondering how many of those newfangled euro he could tape to the dash.

The lowdown: Jaguar F-Type R Convertible AWD

Price: TBA but don't expect much change from €160,000 or more

Power: 550hp.

Torque: 680Nm.

0-100kmh: 4.1sec.

Top speed: 300kmh.

Claimed economy: 11.3l/100km. (25mpg)

CO2 emissions: 269g/km.

Motor tax: €2,400.