Introduction - The Jaguar F-Type

Few cars capture the ethos of a brand quite like the Jaguar F-Type. Launched in 2013, it was heralded as a return to Jaguar’s roots – offering a charismatic driving experience wrapped in a design loaded with sex appeal. Channelling the spirit of the E-Type, it not only had the weight of history on its shoulders but also a fiercely competitive landscape to contend with – one dominated by the evergreen Porsche 911.

Much of the F-Type’s visual drama can be traced back to the C-X16 concept car, unveiled in 2011. Designed by Ian Callum and his team, the C-X16 caused a sensation, setting the stage for the production F-Type. While the concept’s hybrid powertrain didn’t make it to production, its design language – flowing lines, short overhangs, and strong proportions – ensured the F-Type generated headlines.

True to Jaguar tradition, the F-Type offered a blend of power, performance, and value. Even in its earliest iterations, the flagship F-Type R V8 produced a storming 550bhp – a significant 130bhp over its closest British rival, the Aston Martin V8 Vantage, all while undercutting it significantly on price. Motoring journalists praised the F-Type for its sculpted looks, raucous soundtrack, and outright performance, though some critics highlighted compromises in interior space, technology, and overly firm damping. But Jaguar already had the XKR fulfilling the out-and-out GT role – this was to be Coventry’s out-and-out sportscar. 

Over its lifespan, Jaguar expanded the range of engine options and drivetrains. While this broadened the car’s appeal, many argued it diluted the F-Type’s prestige, as it found itself competing simultaneously with both the Porsche 911 and the Boxster. The introduction of the 2.0-litre turbocharged four-cylinder – aimed squarely at company car buyers – was a particular low point, as it undermined the car’s credibility.

But if there’s a V6 or V8 under the bonnet, the F-Type has serious pull as a long-term ownership proposition, revealing layers to its character that often remain hidden on a short test drive. Whether you’re looking for a weekend toy or engaging daily driver, the F-Type is worthy of a place on your shortlist.

Quick links

• Model, Engine, Performance Evolution & Pricing Guide

• Technical Highlights & Road Test Report

• What to Look For: Engine & Powertrain

• What to Look For: Transmission

• Suspension, Chassis & Brakes

• Bodywork and Rust Hot Spots

• Interior and Technology

• Electrical Gremlins

• Practicality and Running Costs

• Conclusion

  
  

Engine & Performance Evolution

From its debut in 2013 to its final run-out models, the F-Type offered a constantly shifting lineup of engines and power configurations, punctuated by special editions that vary from subtle to extreme. Here’s a timeline to track the evolution.

2013 – Launch Models: V6 and V8 Power

The F-Type debuted in mid-2013 as a roadster with two core engine options: a 3.0-litre supercharged V6 and a 5.0-litre supercharged V8, both known for their vocal exhaust notes.

The V6 offered two tiers of performance: the entry level car with 335bhp and a 375bhp S variant. The S hits 60mph in 4.9 seconds and is capable of 171mph. The supercharged V8 in the F-Type S, meanwhile, provided a substantial 488bhp and 461lb-ft (625Nm) of torque. Where the V6 sang, the V8 snarled, with a number of pops and cackles on the overrun, catapulting the car to 60mph in just 4.2 seconds, and onto 186mph. Both engines were paired with an ZF eight-speed automatic transmission, with rear-wheel drive.

Pricing Today: F-Type V6: £22,000–£30,000 V6 S: £23,000–£35,000 F-Type S (V8): £28,000–£45,000

2014 – The F-Type Coupe & Track-Focused Project 7

The coupe followed the roadster into production in early-2014, simultaneously introducing us to the V8 F-Type R, packing 540hp and 502lb-ft of torque. The 0-60mph dropped to 4.0 seconds.

The unhinged Project 7 roadster also arrived in 2014 as a celebration of Jaguar’s Le Mans heritage, with the seven referring to Coventry's number of victories at Le Sarthe. Powered by a 567bhp and 517lb-ft version of the 5.0-litre V8, it featured unique design cues, including a distinctive 'Aero Haunch' behind the driver in homage to the D-Type, plus a shortened windscreen. The car also made extensive use of carbon fibre body panels, and traded the electric roof mechanism for a manual arrangement to save weight. 250 units were sold worldwide, with the Project 7 costing £135,000 in the UK. The car remains highly collectible today.

Pricing Today: F-Type R: £30,000–£50,000 Project 7: £100,000+

2015 – The Manual Gearbox Option

Jaguar introduced a six-speed manual gearbox option in 2015, available exclusively on the V6 variants. Despite the gearshift receiving favourable reviews, it was short-lived in the UK due to low demand and was discontinued by 2019. However, if curious, it's well-worth seeking one out before you commit to buying.

Pricing Today: F-Type manual: £28,000–£35,000

2016 – The AWD Expansion and SVR Introduction

Jaguar broadened the F-Type’s appeal by adding all-wheel drive as an option for the V6 S and the V8 R models. The AWD system improved traction and stability, particularly in the UK’s inclement weather conditions. This year also saw the debut of the F-Type SVR, which bridged the gap between the F-Type R and Project 7. Powered by the same 567bhp version of the V8 as the Project 7, the SVR featured lighter materials, adaptive aerodynamics, and a top speed of 200mph. Unlike the P7, the SVR was available as both a coupe and convertible, and maintained the regular car’s luxuries.

Pricing Today: V6 S AWD: £30,000–£40,000 SVR: £60,000–£80,000

2017 – Controversial Four-Cylinder and Uprated P400 Sport, Facelift

As part of a minor facelift in 2017, the 2.0-litre Ingenium turbocharged four-cylinder made its debut, opening up the F-Type to the sub £50,000 market. With 296bhp (300PS – hence the name), it offered respectable performance – covering 0-60mph in 5.4 seconds and hitting 155mph – but lacked the charisma of the supercharged engines or indeed new rivals such as the BMW Z4, powered by straight sixes. In the four pots defence, the P300 was the lightest F-type by some margin, weighing-in at 1520kg, and this fleet-footedness benefitted the handling and ride quality, as the lower mass permitted Jaguar to fit softer springs.

In the same year, the P400 Sport was also introduced, a special-edition in production for only 12 months. Powered by an uprated version of the 3.0-litre supercharged V6, the P400 Sport produced 395bhp and featured notable performance upgrades. These included the Super Performance braking system, configurable dynamics, and unique 20-inch alloy wheels. Available in both coupé and convertible body styles, with a choice of rear- or all-wheel drive, the P400 Sport is identified by bespoke badging on the splitter, rear panel, and interior details, and became the most dynamic V6 to drive.

Pricing Today: P300 (2.0-litre): £28,000–£35,000 P400 Sport (V6): £40,000–£50,000

2018 – The Lister LFT-666 ‘Thunder’

While not an official Jaguar offering, the Lister LFT-666 – unofficially known as the ‘Thunder’ – deserves a mention. Based on the (AWD) V8 F-Type R, Lister fitted upgraded dual supercharger pulleys, custom intercoolers, performance air filtration and remapped the ECU, resulting in a Satanic 666bhp. Lister also added unique carbon fibre bodywork, upgraded suspension, and bespoke interiors with Bridge of Weir upholstery. Initially a coupe only limited to 99 units, Lister later introduced the LFT-C, based on the roadster.

Pricing Today: Lister LFT-666: £120,000+

2019 – Streamlined Line-up

In 2019 Jaguar simplified the lineup, discontinuing the SVR,  the entry-level V6 plus the manual gearbox variant.

2020 – Facelift and P450 Introduction

The F-Type received a divisive facelift in 2020, with slender headlamps and redesigned bumpers closer aligned to the look of Jaguar’s saloon car offerings, prompting criticism. This refresh also marked removal of the V6 completely, replaced by the introduction of the P450 – a 444bhp V8, bridging the gap between the P300 four-cylinder and the flagship P575 V8 F-Type R, which now offered SVR power. The in-car technology was also updated.

Pricing Today: P450 (V8): £50,000–£65,000

2023 – The Final Editions

As Jaguar prepared to retire the F-Type, the focus shifted back to its roots, with the P300 quietly removed from showrooms. The Final Editions emphasised the V8 powertrains, particularly the P450 and P575, with a multitude of special editions with trims and commemorative badges marking the car’s farewell.

Pricing Today: P575 Final Edition: £70,000–£90,000

Technical Highlights

Aluminium is an element that features extensively throughout the F-Type. The body panels are aluminium alloy, and underpinning the car is a bonded and riveted aluminium chassis, which is effectively a shortened X150 generation XK8 platform. From this hangs double wishbone suspension all-round, again crafted from forged aluminium. The suspension knuckles are also aluminium, reducing unsprung weight.

Despite the prominent use of the material, the F-Type has never been considered a lightweight car. The supercharged engines were also not the lightest of powertrains, and one of the compromises of using aluminium is NVH transfer, meaning additional soundproofing is required. Even in its most focused forms, the F-Type couldn’t match the lighter mass of rivals like the Porsche 911 or BMW M2. The addition of all-wheel drive in later models only added to the bulk – often exceeding 1,700kg in V8 models.

Jaguar equipped the F-Type with optional Adaptive Dynamics, a system that adjusts damping in real time based on driving style and road conditions. The steering meanwhile, is electronically assisted (EPAS). In terms of locking differentials, the V6 S uses a mechanical item, whereas the V8 is fitted with an electronic LSD, and both feature a switchable valved exhaust.

Road Manners: Driving the F-Type Today

On a purely technical level, the aforementioned weight of the platform manifested itself in several flaws. While poised in regular driving, early models were criticised for an overly stiff ride quality on uneven UK roads – a trait amplified at speed. Later refinements improved composure, but the car always leaned more towards sporting GT rather than an out and out sports car.

The steering, an electric power-assisted system, allows you to place the car accurately but it lacks the tactile feedback of similar setups found in rivals like the Porsche Cayman. This leaves the F-Type feeling slightly detached during slower turns and occasionally leads to an element of uncertainty during hard direction changes. 

Rear-wheel-drive variants are known for their lively, tail-happy handling bias, especially when equipped with the V8’s grunt, earning both fans and detractors. Long-term owners often highlight the greater traction and calmer nature of AWD variants as the better choice for year-round use.

Braking performance is strong, although eventually the brakes will begin to fade when pushed too far. High-performance versions like the SVR and P400 Sport addressed this with larger discs and improved systems. Carbon ceramics were an expensive optional extra on high-end V8 models such as the SVR, and saved 21kg.

Overall, when measured against competitors with bespoke sports car platforms, the F-Type was not considered the benchmark in this arena – but that doesn’t mean it lacks ability or appeal, for the F-Type’s ability to engage and entertain transcends its flaws.

Indeed, despite the weight handicap, the F-Type still won over the critics, with Jeremy Clarkson likening the V6 to “A BMW M3, and I mean that as high praise indeed”, whilst the RWD V8 F-Type R finished second in EVO Magazine’s 2014 Car of the Year test, besting the McLaren 650S, Aston Martin Vanquish, BMW i8 and Porsche Cayman GTS. EVO did however, note the strong ranking owed more to the emotion of the machine as much as the competence. Richard Meaden’s concluding thoughts on the car hit the nail on the head:

“The funny thing is, we all agreed the Jaguar is not a perfect car. It’s a bit too boisterous over bumps and lacks traction compared to a car with a more balanced transaxle layout, but if there’s work to be done on finessing the suspension and helping the rear-end find more purchase for the supercharged V8’s 501lb-ft of torque, it’s also true to say Jaguar has perfectly captured the emotion of a sports car.

The R Coupe has it all: looks and presence, a thunderous soundtrack, ballistic performance and an ability to put you at the centre of it all. Yes, you can pick holes in certain aspects of the dynamics, but the wider experience is always immensely satisfying. The F-Type is one of those cars in which you always find something to enjoy, whether you’re gently burbling along after a long, tiring day, or fully lit on a just-for-the-hell-of-it thrash. Ultimately, it’s a car that quickly gets under your skin and unfailingly makes you smile. What more can you ask for than that?”

What to Look For: Engine & Powertrain

Cooling System

While the F-Type’s V6 and V8 engines are widely regarded as robust and capable of handling tuning upgrades, the cooling system presents a well-documented weak point, particularly on earlier models. The water pump is a common culprit, where coolant ingress into the bearing housing leads to corrosion and eventual failure. Fortunately, it is mounted at the front of the engine, making it relatively straightforward to replace. Look for signs of a dry, powdery residue around the pump, indicating a leak.

Jaguar strengthened the water pump for later cars, however that didn’t cure the system of its faults. Another issue is the plastic piping network, specifically the pipe leading out of the back of the pump, which becomes brittle over time. The bad news is the pipe is tucked away beneath the supercharger, which has to be removed to gain access. Whilst in there, another essential cooling system part to replace is the Y pipe, perhaps the biggest culprit of all water leaks on the F-Type. Failure can be either gradual or sudden, and there is no way to perform a visual inspection, so make sure to look for evidence of replacement in the service history. 

The woes don’t end there, because another hidden weak spot is the throttle cooling pipe. Due to the above, most specialists will recommend replacing the lot in one go rather than chasing the inevitable leaks around the engine bay. This can affect cars up to the 2020MY and 50,000 miles, and if not done, bank on £800-£1,000 for the labour intensive job.

A test drive should confirm that the engine maintains a stable temperature, even under load. Afterward, keep an eye out for any traces of steam emanating from the engine block, or those with a keen sense of smell might be able to pick up the distinctive aroma of evaporating coolant.

Timing Chain

On early cars, there is a well-known flaw in the design of the timing chain guides, where the piston used on the tensioner rubs against the guide button, wearing it away over time, allowing the chain to stretch. The main symptom is a constant rattle from the front of the car. Ahead of schedule oil changes can help mitigate the issue, but owners of higher mileage cars should consider having the timing chain and guides replaced – and with a book time of 13 hours, you can appreciate this is not a cheap endeavour.

Supercharger Inspection

The timing chain rattle is not to be confused with a failing supercharger coupler, again located at the front of the engine bay. The supercharger again needs to be removed to fix, resulting in a £600 bill. Listen for a distinctive knock-knock-knock when you shut the engine down. Most of that bill is again in the labour, with the coupler itself a relatively cheap part. Therefore, if you're overhauling the coolant pipes, it makes sense to switch the coupler whilst the supercharger is off.

A more serious supercharger fault is failed bearings. This allows the rotor tips to touch, wearing them away, running the risk of metal filings entering the combustion chamber, and leading to a reduction in performance. A constant mechanical whirr right from the top of the engine indicates a failing supercharger, with a replacement costing a cool £2500.

Exhaust System & Other Faults

Another common mechanical issue is the valve locking in the open position in the switchable exhaust. Thankfully this is an easy fault to diagnose – pushing the exhaust button, even at idle, should result in a noticeable change in tone. If you discover a faulty valve, Jaguar will only supply a new back box at significant cost. Fortunately, many specialists offer a cut and replacement service, plus there is always the option to go for an aftermarket upgrade. 

Another issue with the exhaust is the catalytic converters, which degrade over time. Their life cycle tends to be eight years or up to 80,000 miles. O2 sensors also become fused over time, so budget for a replacement.

Finally, less common mechanical faults include ailing fuel injectors and sticking tappets.

Faults With the 2.0-litre Four-cylinder Ingenium Engine

Earlier versions of the Ingenium engine encountered problems with balance shafts, leading to vibrations and engine noise. This issue was addressed in models produced after 2018, so opting for a 2019 or later model can mitigate this concern.

Some 2017 and 2018 models were subject to a recall due to potential fuel rail issues, which could lead to fuel leaks. It's advisable to check if the specific vehicle has had this recall addressed by consulting Jaguar's official recall database or contacting a Jaguar dealer.

What to Look For: Transmission

When it comes to the transmission, the ZF8 automatic has a record that speaks for itself. Designated a ‘sealed for life’ unit, the ZF8 does benefit from an oil change at circa 70,000 miles. During a test drive, the automatic should deliver smooth, precise shifts without hesitation or clunking.

Manual-equipped cars are rarer, but they do have their considerations. The clutch and gear linkage are areas to inspect carefully. A stiff clutch pedal or difficulty engaging gears can indicate wear. Test the gearbox for smooth, precise shifts across the full range, and pay attention to any vibrations or noises.

Rear Differential

Another common issue to look out for is a leaking rear differential. if untreated for too long, can cause wear to the diff pinion due to insufficient lubrication. Caused by a failed pinion seal, the sooner replaced the better, but if you also hear a whining noise from the rear axle, an expensive new differential may be required.

While the above might read like a horror story, once the weak spots in the cooling system are dealt with, the F-Type is mechanically robust, and certainly presents no bigger fears or running costs than German alternatives such as the E92 M3, Porsche 911 or closer to home, the Aston Martin V8 Vantage. Both the engines and gearboxes of the F-Type are capable of delivering many years of reliable service, provided they have been maintained to a high standard.

Suspension, Chassis, and Braking Systems: Common Issues and Buyer Advice

The fine road manners of the F-Type do require their fair share of maintenance. On models equipped with Adaptive Dynamics – a standard feature across most UK-spec cars – dampers are prone to leaking, particularly in high-mileage examples. Symptoms such as uneven ride height, harshness over bumps, or inconsistent damping indicate worn components. 

Malfunctioning dampers can be costly to replace, so ensure the system adjusts damping correctly in each mode during the test drive. Bushings and ball joints are also common wear points, particularly on harder-driven cars. Vague steering feel or knocking sounds over uneven surfaces are tell-tale signs that these components may need attention.

The brakes are a strong point of the F-Type, but like any high-performance car, look for signs of accelerated wear, such as warped discs – often noticeable as a pulsing sensation under light braking. Carbon-ceramic brakes may provide greater durability and weight savings but come with significantly higher replacement costs. Additionally, the electronic parking brake on rear-wheel-drive variants can sometimes seize if neglected, so test its functionality during inspection.

Bodywork and Rust Hot Spots

Given we’ve already discussed the heavy use of aluminium, talk of rust might raise eyebrows, however the rear subframe is steel and highly prone to corrosion, as is the rear differential casing and multiple suspension components. Diligent owners will already be aware of the issue, applying rust protection to their cars, but it's an issue that requires annual monitoring and treatment.

Another area to pay very close attention to is the boot seal. Any water ingress in the boot tends to pool at the exact location of the electrical grubbins, leading to a myriad of faults, expanded upon below. But the seal is the root cause so it's a crucial part to cast a beady eye upon.

Cosmetically, one potential blemish are scratched side windows, caused by an ill fitting seal capable of trapping small stones or debris. Jaguar retrofitted an improved design, however Coventry refused to replace any windows that had fallen foul of the flaw.

Interior and Technology

Whilst the F-Type’s infotainment system might have its critics, it is difficult to argue the car doesn’t have an attractive interior with its low seating position, plush bucket seats and wide centre console with a distinctive passenger ‘grab handle’.

All car interiors wear over time, and the usual hot spots of the driver's bolster and a shiny steering wheel apply to the F-Type. Like a Ferrari, interior switches can become sticky or stuck over time as they degrade. Unlike a Ferrari, replacements are readily available and affordable. They’re just a faff to fit.

Jaguar updated the infotainment system several times over the F-Type’s lifecycle. Early models featured a dated and occasionally sluggish interface. Later models benefited from Jaguar’s more advanced Touch Pro system, offering faster response times, sharper graphics, and better smartphone integration. Connectivity glitches or slow performance may require software updates or repairs.

As standard, the car featured a 180W Jaguar sound system, with a more powerful 770W Meridian Surround Sound system included as a part of Touch Plus. To add to the confusion, the standard infotainment could be specified with a lesser 380W Meridian option. To spot the difference, the 380W system uses ten speakers, whereas the 770W operates through 12.

The convertible roof, available on soft-top models, is reliable but should be tested for smooth operation. Any hesitation or unusual noises during opening or closing may indicate issues with the mechanism or hydraulic components.

Electrical Gremlins

Common electronic issues to watch for include faults with keyless entry and start systems, which can become intermittent on older models. Test both functions multiple times to ensure they work seamlessly. Parking sensors and reversing cameras, often fitted as standard, should also be checked for accuracy. All of these faults are related to excessive moisture ingress via the boot, as mentioned above.

On later models, additional driver-assistance features such as adaptive cruise control and lane-keeping assist were available. While these features add convenience, they rely on sensors that can be expensive to replace if damaged. Ensure they activate as expected during a test drive. Battery life is typically five years, which may seem short, but you can thank stop-start technology for that, rather than blame Jaguar. 

Jaguar F-Type Practicality and Running Costs

You’ll have likely already decided between the coupe and convertible, however its worth mentioning the fresh air experience reduces the F-Type’s already modest 310 litres of boot space to 207 with the roof stowed. The F-Type’s cabin is snug and focused, with its low-slung seating position adding to the sense of occasion. However, taller drivers may find headroom limited, particularly in the coupe. Interior storage is sparse, with small door bins and a shallow glovebox, though a covered cubby in the centre console offers some additional space for essentials.

In terms of running costs, fuel economy varies significantly across the F-Type range. The 2.0-litre four-cylinder P300 offers a respectable 35mpg, V6 models return around 30mpg under gentle driving, while V8s can struggle to break the 25mpg mark, with real-world figures often dipping into the teens during spirited use.

Servicing costs depend on the engine and drivetrain configuration. Jaguar recommends 16,000 mile intervals for supercharged engines, and 21,000 miles for the four-pot. Independent specialists however, will advise on annual servicing on older or higher mileage cars, mostly to spot and isolate any coolant system or rust issues during inspection.

Annual servicing typically costs between £400 and £600 for V6 models, while V8s are more expensive to maintain, often exceeding £1,000 for major services. For consumables, expect to pay upwards of £200 per corner for UHP tyres and £800 for a full brake disc and pad replacement.

Insurance groups for the F-Type are predictably high, with most models sitting in groups 45 to 50, while road tax can also be substantial, particularly for V8 models registered after 2017, which fall under higher emissions bands.

Conclusion: Which F-Type is Right for You?

The F-Type could, and should have been a much bigger success for Jaguar – at least on home soil. You might be surprised to learn over on the other side of the Atlantic, the F-Type consistently outsold the Porsche Boxster and Cayman, which probably says more about our obsession with German prestige than it does about the F-Type's worthiness.

While owning an F-Type won't always be smooth sailing, issues with the car are well documented and serviceable. It's worth mentioning again that having a reputable specialist maintain your F-Type should result in bills on a par with contemporary BMW M car, which are far from fault-free themselves. Providing you keep on top of rear subframe rust prevention measures, ensure the coolant system pipework is in good order, and periodically check for water ingress into the boot, you should be able to sleep soundly at night.

In terms of which model is right for you, Jaguar's determination to offer as many F-Type variants as possible means there's something for everyone. Whether you agree with the multiple directions Jaguar took the car in, or see it as its downfall, you still cannot help but admire this car, and the sheer breadth of value it offers. In terms of depreciation, F-Type values have been relatively stable for some time now, and day-to-day running costs are reasonable relative to the performance on tap.

For those seeking versatility, the P380 V6 AWD offers a sweet spot in the range. It’s engaging enough for weekend indulgences yet civilised enough for daily duties. Meanwhile, the P450 V8 balances accessibility with the kind of theatre that turns every journey into an event. All reports are this is the model in which the F-Type finally found its groove as a sporting GT car. At the more extreme end of the spectrum, the SVR or P575 constantly demand your full attention but reward with a true sense of occasion.

While it may trade more on charm than outright ability, the F-Type couldn't be anything other than a Jaguar. And as the company faces an uncertain future with the pivot toward BEVs, this supercharged personality is sadly set to become a thing of the past. Whilst owning one won’t be without its pitfalls, the F-Type will ensure every hydrocarbon burnt will be memorable.