JAGUAR

THE GREAT WIDE OPEN Jaguar’s Latest XK Convertible Offers Elegance, A Nod To Tradition And A High-Tech Focus. Andy Enright Reports…

When evaluating a car like Jaguar’s XK Convertible, it’s worth remembering that, despite its long British tradition, we’re not really the target market. Big convertibles sell in vanishingly small numbers here. They may be assembled in Birmingham, but a big share of these drop top Jaguar XKs will go west, aiming their sleek noses at the wide open roads of the USA. That’s not to say this model is an irrelevance on these shores. How can any car that looks this good and which features such a mouth-watering technical specification be anything other than a very welcome addition to the domestic motoring scene?

Unlike many premium convertibles, the Jaguar relies on a fabric roof rather than the voguish folding hard top, but there are valid engineering reasons for doing so. Folding tin tops require a whole host of heavy electric motors to operate and the ethos of the latest XK is clever design and light weight. It may be a mere 1.5cm longer than the old XK8, but thanks to that advanced aluminium construction, its weight has plummeted to 1,635kg. The ‘body in white’, the car’s metalwork before being painted, tips the scales at a mere 287kg – fully 20 per cent lighter than the old XK Convertible. What’s more, that weight loss doesn’t come at the expense of body rigidity, the latest car being 50 per cent stiffer than its predecessor. Let’s put that weight figure into perspective. A Porsche 911 Turbo Cabriolet tips the scales at 1,660kg, making the Jaguar a week’s shopping lighter but are we really comparing eggs with eggs here? Maybe not. Let’s pick on BMW’s 650Ci Convertible. Here, you’ve got 1,900kg of Munich lard to shift. That’s a couple of big-boned Bavarians as ballast on top of the XK. Even the entry-level Mercedes SL has to cart 1,715kg up the road. The Lexus SC has to manage 1,743kg. Now you can see where a decisive advantage is building for the Jaguar. It’s not only lighter on its feet than any of its rivals, but this has instant benefits in terms of acceleration, braking, cornering, fuel economy and emissions. All the important bits, in other words.

"Jaguar have managed to build the one vital ingredient into the XK Convertible - drop dead desirability"

The hood does its stuff in a fraction less than 18 seconds, stowing neatly beneath an aluminium tonneau, so you should be able to go from open to closed or vice versa in the time it takes for a set of traffic lights to change. The car is edgier, more angular than you expect upon first acquaintance, but the curve of the waistline up over the rear wheelarch gives it a really powerful look. Next to the XK, the Mercedes, the BMW and the Lexus all look decidedly bloated. Take its stance for instance. Whereas the XK8 was undeniably elegant, it couldn’t really claim to be especially dynamic in appearance. The long front and rear overhangs compromised cabin space and dated the design a little. The latest car keeps the same basic premise, but tones up the whole look significantly. Designer Ian Callum had a tough task on his hands. He couldn’t afford to alienate existing Jaguar customers with a gratuitously radical design, but by the same token, he had to avoid becoming hidebound by Jaguar’s heritage. What Callum has achieved is a tautness to the bodywork that’s new to Jaguar. The car looks sinewy and muscular, the sheet metal stretched over something seriously purposeful. There’s no love it or hate it about the XK Convertible. It just looks right. There’s also a welcome injection of practicality to the XK. Whereas the XK8 was astonishing in having such a huge ‘footprint’ but such a tiny passenger compartment, the XK is a more spacious car altogether. The high hipline remains, but Jaguar have worked at making the interior feel a good deal lighter, even with the hood in place, with a low scuttle and clever use of colour combinations. The wheelbase has increased by 162mm. Up front, there’s way more room around the pedal box and beneath the steering wheel. Jaguar are confident that the lion’s share of XK sales will come from this soft top model and as such have designed the car from the ground up as a convertible - the coupe model being, in effect, a convertible with a tin top added. This is the opposite of most design processes, where engineering budget is ploughed into the coupe and a set of tin snips are taken to it at a later date to form a rather wobbly drop top. The £66,097 standard car gets a 300bhp 4.2-litre V8 similar to that in the latest XJ saloon. Due to the XK’s weight loss plan, this car will jet to 60mph in 6.0 seconds – fully 0.3 seconds faster than the old car. The top speed of the XK is electronically-limited to 155mph, although should you possess a lighter right boot you should realise a meaningful six per cent saving in carbon dioxide emissions over the old car. Need more power? There’s a 420bhp XKR version, priced at £76,097. High technology features offered on the XK include adaptive bi-xenon lights, switchable TRAC stability control and traction control, Protec dynamic headrests and adaptive cruise control plus, there’s the option of a tyre pressure monitoring system and run-flat tyres. The brakes have been upgraded with larger, ventilated discs featuring four-channel ABS. Unlike most digital ABS systems, Jaguar use analogue valves in the hydraulic control unit that subtly vary the brake pressure at each wheel, allowing drivers to benefit from better steering response during particularly heavy braking. The latest models feature revised door switch packs, column stalks and a choice of wood of aluminium trim inserts. Externally, the telescopic ariel is concealed within the boot spoiler. The refreshing thing about the Jaguar XK Convertible is that it doesn’t need to play the heritage card. It’s good enough in its own right to stand up to and face down the best of its rivals without having to fall back on notions of character or badge equity. Expect this car to be renowned as the class standard bearer for some time to come.

Facts At A Glance CAR: Jaguar XK Convertible PRICE: £66,097– on the road INSURANCE GROUP: 20 CO2 EMISSIONS: 267g/km PERFORMANCE: Max Speed 155mph / 0-60mph 5.9s FUEL CONSUMPTION: (combined) 25mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS / EBD / TRACS stability and traction control WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4791/2070/1322mm

CHARGE OF THE LIGHT BRIGADE For too long, British sports coupes have come with a list of caveats as long as your arm. Here’s one that needs no excuses – Jaguar’s XKR. By Andy Enright

Let’s kick this off with a benchmark figure. Call it 1,840kg. Focus on that number because that’s what the benchmark model in the luxury coupe sector weighs. The 310bhp Mercedes SL500 is undoubtedly a fine car and it sells well but it’s had an easy ride for too long. Not any more. Let’s imagine a vehicle with 100bhp more to power it, which is newer, better looking, quicker, around £8,000 more affordable, with a greater sense of occasion, a more special interior and which, crucially, weighs a full 175kg less so is also more agile. You’d have to say that if such a car existed, it would put a crushing move on the Mercedes. Imagine no longer. The Jaguar XKR is a production reality and is a great technical showcase for British manufacturing.

As much fun as the old MK1 XKR was, it was a hugely inefficient car. Rarely had so little space on the inside been offered by something so big on the outside. It was almost like a reverse TARDIS. The same length as a seven seater Ford Galaxy, the XKR struggled to seat two decently sized adults. The latest car gives you a lot more practicality and a bigger serving of on-road capability as well. Let’s start with the engine. It’s still a supercharged eight-cylinder powerplant as before, but this time it’s good for 420 rather than 370bhp. The Coupe model loses 70kg of weight and the Convertible sheds 100kg compared to its progenitor, so it’s not hard to imagine the concussive punch the XKR can wield. Jaguar quotes a sprint to 60mph in just 4.7 seconds with the 50-70mph increment dispatched in a vanishing 2.5 seconds. An electronic limiter intervenes softly at 155mph, fast enough for most of us. Without the limiter, Jaguar insiders reckon that over three miles a minute are possible given the car’s slippery aerodynamics and leggy gearing.

"The XKR is more of a sports car than its predecessor. More of a car - period – come to think of it"

It would be tempting to think of this car as an evolution of the old XKR. Tempting but wrong. This latest generation model is built from entirely different stuff. The advanced aluminium construction and massively superior technology embodied in the latest XKR raise its game enormously. Let’s take a closer look at the engine. With fully 120bhp more than the normally aspirated XK and good for a fulsome 560Nm of torque, the XKR has the firepower to make good on its aggressive styling. This is no crude old V8 with a blower bolted on. Designed to comply with the strictest emission laws, this unit features four valves per cylinder, variable valve timing and an electronic return-less fuel system. A Variable Inlet Camshaft Timing system helps boost torque at low revs while the engine’s breathing is helped by twin air inlets. Drivers will notice that the ‘four milk floats of the apocalypse’ sound of the old XKR’s supercharger under full acceleration has been muted to allow more of the engine note to dominate. This is a good thing as at higher revs, the 4.2-litre unit has an almost Aston-like aural signature. A paddle-operated six-speed Jaguar Sequential Shift automatic transmission handles the gear changing duties. There’s also a welcome injection of practicality to the XKR. The high hipline remains, but Jaguar has worked at making the interior feel a good deal airier, with a low scuttle and clever use of colour combinations. The wheelbase has increased by 162mm, and rear occupants will notice the difference immediately. Up front, there’s way more room around the pedal box and beneath the steering wheel. Gone is the rather mean boot of its predecessor – unforgivable in a car with Grand Touring pretensions – and in its place is a more versatile hatchback arrangement. Unlike many premium convertibles, the XKR drop top model relies on a fabric roof rather than the voguish folding hard top, but there are valid engineering reasons for doing so. Folding tin tops require a whole host of heavy electric motors to operate and the ethos of the latest XKR is clever design and light weight. It may be a mere 1.5cm longer than the old car, but thanks to that advanced aluminium construction, its weight has plummeted to 1,635kg. The ‘body in white’, the car’s metalwork before being painted, tips the scales at a mere 287kg – fully 20 per cent lighter than the old XK8 Convertible. What’s more, that weight loss doesn’t come at the expense of body rigidity, the latest car being 50 per cent stiffer than its predecessor. The hood does its stuff in a fraction less than 18 seconds, stowing neatly beneath an aluminium tonneau, so you should be able to go from open to closed or vice versa in the time it takes for a set of traffic lights to change. XKR-specific bits include a revised front bumper with colour keyed finish that incorporates fog lamp housings, an aluminium trimmed side power vent, old-school bonnet louvres and an aluminium trim on the mesh grilles. There’s additional aluminium brightwork on the rear and Senta 20-inch alloys as standard along with Jaguar Premium Surround Sound, alloy pedals and a heated windscreen. Blake brake callipers with an ‘R’ logo are fitted as is a quad exhaust system and a unique lower bumper design. It’s tough to argue with the XKR as a value proposition. Its power to weight ratio is 34 per cent better than the normally aspirated XK for a 12.5 per cent price rise. At £70,097, the Coupe model undercuts cars like the Mercedes SL500 and the Porsche 911 Carrera 4S but the BMW 650i is a little cheaper, albeit far less exciting. The Jaguar has them all trumped when it comes to sense of occasion. It’s tough to see how the company could have improved it.

Facts At A Glance CAR: Jaguar XKR range PRICES: £70,097 - £76,097 – on the road INSURANCE GROUP: 20 CO2 EMISSIONS: 294g/km PERFORMANCE: Max Speed 155mph / 0-60mph 4.7s FUEL CONSUMPTION: (combined) 23mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS / EBD / TRACS stability and traction control WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4791/2070/1322mm

BACK TO THE FUTURE Jaguar’s XK Coupe Attempts To Blend Tradition With Progressive Design. Andy Enright Reports

This shouldn’t happen. Received wisdom is that you see a car debut at a motor show, wait for the production ready version to come along and then sigh wistfully as you tick off all the interesting bits that failed to get past the legislators and bean counters. Think of the Porsche Boxster, the Mercedes SLK and the Range Rover Sport; three cars that looked a million dollars on a show stand but which were badly watered down when it came to production. Jaguar’s latest XK coupe seems to have reversed that trend. Walk around one and it’s impossible to deny that in the intervening months between the Aluminium Lightweight Coupe’s European debut at the Geneva Auto Salon and the Jaguar XK’s UK on sale date, the detailing was finessed still further. This is not a car that plays by conventional rules.

Perhaps rules is too strong a word. Custom is possibly better, and custom tends to dictate that each successive model on a given theme is bigger and heavier than the one that precedes it. Not this one. This XK may be a mere 1.5cm longer than the old XK8, but thanks to that advanced aluminium construction, its weight has plummeted to 1595kg for the entry-level car. That’s a huge 90 kilos lighter than the XK8, a car which weighed about as much as a Maserati Coupe and it’s still less than BMW’s 630i, a car that boasts the lightest six-cylinder engine in production. The XK’s svelte lines aren’t just an automotive trompe l’oeil. This car possesses an athleticism the old car can’t match. Look at the stance. Whereas the XK8 was undeniably elegant, it couldn’t really claim to be especially dynamic in appearance. The long front and rear overhangs compromised cabin space and dated the design a little, but the latest car keeps the same basic premise, but tones up the whole look significantly. Designer Ian Callum has a tough task on his hands. He can’t afford to alienate existing Jaguar customers with a gratuitously radical design, but by the same token, he must strive to avoid becoming hidebound by Jaguar’s heritage. There are classic cues in the XK’s styling if you know where to look for them. That oval front grille and the way the rear cabin tapers in over the haunches is classic E-Type. Even the front badge is a nod to this illustrious sports coupe. What Callum has achieved is a tautness to the bodywork that’s new to Jaguar. The car looks sinewy and muscular, the sheet metal stretched over something seriously purposeful. The faint whiff of Hyundai that plagued the ASC car has been thoroughly excised. Spot the latest models by the telescopic ariel which is now concealed within the boot spoiler.

"If you subscribe to the maxim ‘if it looks right, it is right" you won’t even wait for a test drive in Jaguar’s XK"

There’s also a welcome injection of practicality to the XK. Whereas the XK8 was astonishing in having such a huge ‘footprint’ but such a tiny passenger compartment, the XK is a more spacious car altogether. The high hipline remains, but Jaguar have worked at making the interior feel a good deal airier, with a low scuttle and clever use of colour combinations. The wheelbase has increased by 162mm, and rear occupants will notice the difference immediately. Up front, there’s way more room around the pedal box and beneath the steering wheel. Gone is the rather mean boot of the XK8 – unforgivable in a car with Grand Touring pretensions – and in its place is a more versatile hatchback arrangement. Jaguar designed the XK with a convertible model in mind, knowing that this is where the lion’s share of sales will come from. There are also rumours of a diesel-engined variant, but much more important is the availability of a 420bhp supercharged XKR model for around £8,000 more than the standard Coupe’s £60,097 asking price. The standard car gets a 300bhp 4.2-litre V8 similar to that in the latest XJ saloon. Due to the XK’s weight loss plan, this car will jet to 60mph in 5.9 seconds and complete the standing quarter mile in 14.4 seconds – fully half a second quicker than the old car. In fact, those statistics are nudging towards those of the old supercharged XKR, which leads one to surmise that a supercharged XK would breach 60mph in less than five seconds. The top speed of the XK is electronically limited to 155mph although should you possess a lighter right boot you should realise a meaningful six per cent saving in carbon dioxide emissions over the old car. The interior is rather restrained in the best Jaguar traditions. The old ‘Spitfire wing’ plank of wood that ran across the dashboard has been ditched, with a driver focused binnacle, a broad centre console and a rethink in the use of materials. The latest models feature revised door switch packs, column stalks and a choice of wood of aluminium trim inserts. In my opinion, the XK looks better with a little less lumber in the cabin. This is a modern car and it doesn’t need to feel clubby and quaint. The Jaguar Smart Key system utilises a push button keyless entry/starting system. High technology features offered on the XK include adaptive bi-xenon lights, switchable TRAC stability control and traction control, Protec dynamic headrests, adaptive cruise control and the option of a tyre pressure monitoring system and run-flat tyres. The brakes have been upgraded with larger, ventilated discs with four-channel ABS. Unlike most digital ABS systems, Jaguar use analogue valves in the hydraulic control unit that subtly vary the brake pressure at each wheel allowing drivers to benefit from better steering response during particularly heavy braking. Lighter, better looking, more focused and with intelligent and restrained use of technology – take note, BMW and Mercedes – the Jaguar XK has the fundamentals right, hence the waiting lists. If those are still in place in a year or so’s time, it’ll be judged a success.

Facts At A Glance CAR: Jaguar XK Coupe PRICE: £60,097– on the road INSURANCE GROUP: 18 CO2 EMISSIONS: 267g/km PERFORMANCE: Max Speed 155mph / 0-60mph 5.9s FUEL CONSUMPTION: (combined) 25mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS / EBD / TRACS stability and traction control WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4791/2070/1322mm

POSH POWER Jaguar have upped the XKR’s game on a variety of fronts with the Portfolio special edition. Steve Walker reports…

Some people will happily sell the family silver and mortgage the cat if it means they can just squeak into the entry-level version of the car they most desire. The fact that the model in question often comes stripped down, with the best bits shelved in order to achieve the eye-catching sticker price is less important than the prestige of the badge on the bonnet. Then there are those who will only operate at the very pinnacle of the range. They want the car at its best, fully-loaded with all the bells, whistles and kitchen sinks the options list can throw at it. There’s something to be said for both approaches but if you fall into the latter category, the Portfolio special edition is the Jaguar XJR for you.

At this end of the automotive hierarchy, even the entry level model won’t leave you feeling short-changed in the way that an £8,000 supermini can. It’ll still look jaw-droppingly plush to the casual observer but buyers of £75,000 sportscars tend to be accustomed to such things. It takes more to impress them and the XKR Portfolio definitely goes that extra mile. Externally, the car is differentiated from the standard XKR by its polished aluminium side vents and 20-inch Cremona five spoke alloys. Behind huge rims that have the capacity to dominate your view of this elegantly-styled car from almost every angle sit the components of a unique braking system designed by Jaguar in conjunction with Alcon. Six piston callipers picked out in red operate 400mm discs on the front which are 45mm larger than those on the standard XKR. On the back, four pot callipers press down on 350mm items for dramatic stopping power. The interior of the Portfolio model takes the studied refinement of the standard XKR and adds to it. A high quality Engine-Spun aluminium veneer is used that’s a far cry from the traditional Jag woodwork but is more in keeping with the XKR’s high-tech, high-performance credentials. A special alloy and leather gearshifter also features, as do leather-edged mats with the Jaguar logo and Portfolio branded scuff plates on the door sills. The leather trim is finished with contrasting stitching to complete the effect. Music lovers will be in their element in the Portfolio edition, with Jaguar having employed the services of world-renowned British speaker manufacturers Bowers and Wilkins to develop its sound system. The 525w Premium Audio stereo with Dolby Pro Logic II drives a set of high-end speakers with the trademark B&W yellow and black finish.

"All in all, the XJR Portfolio looks and feels pretty special"

The XJR Portfolio gives you a lot more practicality than the previous generation XKR and a bigger serving of on-road capability as well. Let’s start with the engine. It’s still a supercharged eight-cylinder powerplant as before, but this time it’s good for 420 rather than 370bhp. The Coupe model loses 70kg of weight and the Convertible sheds 100kg compared to its progenitor, so it’s not hard to imagine the concussive punch the XKR can wield. Jaguar quotes a sprint to 60mph in just 4.7 seconds with the 50-70mph increment dispatched in a vanishing 2.5 seconds. An electronic limiter intervenes softly at 155mph, fast enough for most of us. Without the limiter, Jaguar insiders reckon that over three miles a minute are possible given the car’s slippery aerodynamics and leggy gearing. It would be tempting to think of this car as an evolution of the old XKR. Tempting but wrong. This latest generation model is built from entirely different stuff. The advanced aluminium construction and massively superior technology embodied in the latest XKR raise its game enormously. Let’s take a closer look at the engine. With fully 120bhp more than the normally aspirated XK and good for a fulsome 560Nm of torque, the XKR has the firepower to make good on its aggressive styling. This is no crude old V8 with a blower bolted on. Designed to comply with the strictest emission laws, this unit features four valves per cylinder, variable valve timing and an electronic return-less fuel system. A Variable Inlet Camshaft Timing system helps boost torque at low revs while the engine’s breathing is helped by twin air inlets. Drivers will notice that the ‘four milk floats of the apocalypse’ sound of the old XKR’s supercharger under full acceleration has been muted to allow more of the engine note to dominate. This is a good thing as at higher revs, the 4.2-litre unit has an almost Aston-like aural signature. A paddle-operated six-speed Jaguar Sequential Shift automatic transmission handles the gear changing duties. There’s also a welcome injection of practicality to the XKR. The high hipline remains, but Jaguar has worked at making the interior feel a good deal airier, with a low scuttle and clever use of colour combinations. The wheelbase has increased by 162mm, and rear occupants will notice the difference immediately. Up front, there’s way more room around the pedal box and beneath the steering wheel. Gone is the rather mean boot of its predecessor – unforgivable in a car with Grand Touring pretensions – and in its place is a more versatile hatchback arrangement. All in all, the XJR Portfolio looks and feels pretty special, targeted firmly at those who appreciate the finer things in life and are willing to pay for them. At £75,597 for the coupe and £6,000 more for the convertible, it doesn’t come cheap but even more crucially, it also narrows the gap between the XK and its Aston Martin Vantage sister vehicle. Some buyers in this bracket will find that they’re seduced by the added prestige of that Aston Martin badge and others will be drawn to the ultimate XKR. The rest of us can dream about one day being faced with a similar dilemma.

Facts At A Glance CAR: Jaguar XKR Potfolio PRICES: £75,597– on the road INSURANCE GROUP: 20 CO2 EMISSIONS: 304g/km PERFORMANCE: Max Speed 155mph / 0-60mph 4.7s FUEL CONSUMPTION: (combined) 23mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS / EBD / TRACS stability and traction control WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4791/2070/1322mm

TRUE BRIT Models Covered: 4.2 V8 petrol Coupe and Convertible [XK, XKR, XKR Portfolio]

BY ANDY ENRIGHT

Jaguar has a long and fascinating history of building great GT cars and the latest incarnation of that line, the XK, had a lot to live up to. Its predecessor re-established the customer base for big Jaguar coupes after the XJ-S rather outstayed its welcome and with rivals having moved ahead quite markedly, the XK needed to be a massive step forward. Fortunately it was and sales have been encouraging. A lightly-used XK will still turn heads and do the whole Gran Turismo thing better than any other comparably priced car. Here’s how to sniff out a good one.

The normal production cycle for most cars is launch, facelift after three years and then replacement after six. The Jaguar XK8 was rather different, hanging around for just over a decade. Its predecessor, the XJ-S, lasted eleven years, so we had better get used to the face of Jaguars XK. It’ll be with us for a while. Whereas the XJ-S got rather blousy towards the end of its life, the old XK8, despite being a disaster in terms of packaging, remained a great looking car and the XK took many of the same lines and sharpened them to give a more modern look. As a consequence, it works very well now but whether it’ll still look as sharp in 2016 is open to conjecture. The refreshing thing about the XK is that it’s so similar to the Jaguar Advanced Lightweight Coupe show car that appeared at the Geneva Auto Salon back in March 2005. Received wisdom is that you see a car debut at a motor show, wait for the production ready version to come along and then sigh wistfully as you tick off all the interesting bits that failed to get past the legislators and bean counters. Think of the Porsche Boxster, the Mercedes SLK and the Range Rover Sport; three cars that looked a million dollars on a show stand but which were badly watered down when it came to production. Jaguar’s XK coupe reversed that trend. First appearing in dealers in February 2006 in both coupe and convertible guises, the XK was an instant hit, winning comparison tests against class incumbents such as the BMW 6 Series, Masertai GranSport and Mercedes SL. The supercharged XKR variants appeared in August 2006 with high-spec Portfolio models of the XKR debuting in March 2007.

Custom tends to dictate that each successive model on a given theme is bigger and heavier than the one that precedes it. Not this one. This XK may be a mere 1.5cm longer than the old XK8, but thanks to that advanced aluminium construction, its weight has plummeted to 1595kg for the entry-level model. That’s a huge 90 kilos lighter than the XK8, a car which weighed about as much as a Maserati Coupe and it’s still less than BMW’s 630i, a car that boasts the lightest six-cylinder engine in production. The XK’s svelte lines aren’t just an automotive trompe l’oeil. This design possesses an athleticism the old car can’t match. Look at the stance. Whereas the XK8 was undeniably elegant, it couldn’t really claim to be especially dynamic in appearance. The long front and rear overhangs compromised cabin space and dated the styling a little, but the XK keeps the same basic premise, while toning up the whole look significantly. Designer Ian Callum had a tough task on his hands. He couldn’t afford to alienate existing Jaguar customers with a gratuitously radical design, but by the same token, he strove to avoid becoming hidebound by Jaguar’s heritage. There are classic cues in the XK’s styling if you know where to look for them. That oval front grille and the way the rear cabin tapers in over the haunches is classic E-Type. Even the front badge is a nod to this illustrious sports coupe. What Callum achieved is a tautness to the bodywork that’s new to Jaguar. The car looks sinewy and muscular, the sheet metal stretched over something seriously purposeful. Spot the latest models by the telescopic aerial which is now concealed within the boot spoiler. There’s also a welcome injection of practicality to the XK. Whereas the XK8 was astonishing in having such a huge ‘footprint’ but such a tiny passenger compartment, the XK is a more spacious car altogether. The high hipline remains, but Jaguar has worked at making the interior feel a good deal airier, with a low scuttle and clever use of colour combinations. The wheelbase increased by 162mm and rear occupants will notice the difference immediately. Up front, there’s way more room around the pedal box and beneath the steering wheel. Gone is the rather mean boot of the XK8 – unforgivable in a car with Grand Touring pretensions – and in its place is a more versatile hatchback arrangement. The interior is rather restrained in the best Jaguar traditions. The old ‘Spitfire wing’ plank of wood that ran across the dashboard has been ditched, with a driver focused binnacle, a broad centre console and a rethink in the use of materials. The latest models feature revised door switch packs, column stalks and a choice of wood of aluminium trim inserts. The Jaguar Smart Key system utilises a push button keyless entry/starting system. High technology features offered on the XK include adaptive bi-xenon lights, switchable TRAC stability control and traction control, Protec dynamic headrests, adaptive cruise control and the option of a tyre pressure monitoring system and run-flat tyres. The brakes have been upgraded with larger, ventilated discs with four-channel ABS. Unlike most digital ABS systems, Jaguar use analogue valves in the hydraulic control unit that subtly vary the brake pressure at each wheel allowing drivers to benefit from better steering response during particularly heavy braking.

As befits a car with this much critical acclaim, the Jaguar XK has been stellar in terms of retained value. A 2006 55 plated coupe that rolled out of a dealership priced at £60,572 can be yours for around £50,000, even with less than 20,000 miles on the clock. By contrast, similarly priced (from new) BMW 650i and Mercedes SL350 models retail at around £43,000 used for a similar vintage car, so it’s nice to see the Brits stuff it to the German premium marques once in a while and shows that there is still plenty of equity left in the Jaguar brand as long as it turns out solid product. Although this means that genuine bargains are few, it’s still a useful saving on new prices. XKR coupes start at around £57,000 on a 2006 06 plate with convertibles fetching around £63,000. The XK coupe is rated at insurance group 19 with all other variants group 20.

Unlike earlier generations of Browns Lane cars which had their fair share of niggling faults, the XK has suffered no major problems, which is great news for used buyers. The usual cautions still apply though: stick to main dealers or reputable specialists and don’t be tempted by a potential bargain car that doesn’t have its service history present and correct, especially the supercharged XKR which can suffer cooling problems if subjected to hard track use.

(approx - based on a 2006 XK coupe) A full exhaust system (without catalyst) is around £595. Front shock absorbers are about £110 a pair. An alternator is about £300 and a starter motor around £300. Front brake pads are about £100.

Jaguar designed the XK with a convertible model in mind, knowing that this is where the lion’s share of sales would come from. There are rumours of a diesel-engined variant, but much more important is the availability of a 420bhp supercharged XKR model. The standard car gets a 300bhp 4.2-litre V8 similar to that in the XJ saloon. Due to the XK’s weight loss plan, this car will jet to 60mph in 5.9 seconds and complete the standing quarter mile in 14.4 seconds – fully half a second quicker than the old car. In fact, those statistics are nudging towards those of the old supercharged XKR, which leads one to surmise (correctly) that a supercharged XK would breach 60mph in less than five seconds. The top speed of the XK is electronically limited to 155mph although should you possess a lighter right boot you should realise a meaningful six per cent saving in carbon dioxide emissions over the old car. Opt for the XKR and things get even more serious. It’s still got a supercharged eight-cylinder powerplant as before, but this time it’s good for 420 rather than 370bhp. The Coupe model loses 70kg of weight and the Convertible sheds 100kg compared to its progenitor, so it’s not hard to imagine the concussive punch the XKR can wield. Jaguar quotes a sprint to 60mph in just 4.7 seconds with the 50-70mph increment dispatched in a vanishing 2.5 seconds. An electronic limiter intervenes softly at 155mph, fast enough for most of us. Without the limiter, Jaguar insiders reckon that over three miles a minute are possible given the car’s slippery aerodynamics and leggy gearing. It would be tempting to think of this car as an evolution of the old XKR. Tempting but wrong. This XKR is built from entirely different stuff. The advanced aluminium construction and massively superior technology embodied in the latest XKR raise its game enormously. Let’s take a closer look at the engine. With fully 120bhp more than the normally aspirated XK and good for a fulsome 560Nm of torque, the XKR has the firepower to make good on its aggressive styling. This is no crude old V8 with a blower bolted on. Designed to comply with the strictest emission laws, this unit features four valves per cylinder, variable valve timing and an electronic return-less fuel system. A Variable Inlet Camshaft Timing system helps boost torque at low revs while the engine’s breathing is helped by twin air inlets. Drivers will notice that the ‘four milk floats of the apocalypse’ sound of the old XKR’s supercharger under full acceleration has been muted to allow more of the engine note to dominate. This is a good thing as at higher revs, the 4.2-litre unit has an almost Aston-like aural signature. A paddle-operated six-speed Jaguar Sequential Shift automatic transmission handles the gear changing duties.

Jaguar has had a rather inconsistent run of form in recent years. There are cars that look better than they are, cars that are better than they look and then there’s the XK; a car that looks great and drives brilliantly. Used examples represent an excellent way to get what remains one of the most desirable GT cars around. Our choice would be an early XK coupe.