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

DO YOU THINK I’M SIXTY? It’s 60 years since the first Jaguar XK and what better way to celebrate than with a special edition version of the current car? Steve Walker reports.

Jaguar is a marque that trades on its heritage and it was never about to let the 60th anniversary of its XK brand pass without some kind of special commemoration. The XK name was coined back in 1948 when the XK engine made its debut in the XK120 sports car. Today, the XK torch has been passed to the modern XK coupe and convertible models, cars which are both now offered in commemorative special edition XK60 form.

Jaguar is keen to stress that its although a whole lot has changed across those 60 years since the XK’s inception, the brand’s own commitment to producing beautiful, fast cars has remained unaltered. The current XK would certainly fall into both categories with its gorgeous flowing lines and 294bhp 4.2-litre V8 engine. The XK60 edition sets out to enhance the look and feel of the stock XK platform with a range of additions but it also enhances the all-important value proposition by selling at the same list price as the standard car. So, what exactly does the XK60 offer? The most immediately striking addition is that of the monster 20" Setna alloy wheels. Together with their corresponding low profile tyres, they really add purpose to the XK’s elegant appearance. Those who’ve put time in pouring over the XK in the metal or in the pages of a magazine will also spot the XK60’s special front spoiler and its revised rear valance which make its stance more aggressive still. The side vents are finished in chrome too and the grille mesh also gets the chrome treatment. Special tail pipe finishers and XK60 badges complete the exterior look. The interior of the XK60 also gets its fair share of upgrades. There’s an alloy gearknob and gear selector gate to further underline that this isn’t your ordinary XK. Elsewhere, this is your ordinary XK but there’s very little that’s ordinary about it. If you were to design a template for how a grand touring coupe or convertible should drive, there are a few givens. You’d need a very stiff, modern chassis that allowed the suspension to do its work. You’d also want a modern, powerful engine, great steering and a quick-witted automatic gearbox. Check all of those for the Jaguar XK. The XK coupe’s 4.2-litre V8 is good for 294bhp and will wallop the car to 60mph in just 5.9s and on to a top speed of 155mph. Go for the slightly heaver convertible model and 60mph arrives in 6.6s but the top speed is unchanged. Slipping the gear lever into manual mode is the key to getting the best out of the XK’s performance and while the Jaguar never feels resolutely sporty, the chassis is supremely talented should you really lean on it.

"Even with all the historical stuff elbowed to one side, the XK60 is an extremely desirable car in its own right…"

Whereas the old 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. Today’s 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 needed to 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 achieved is a tautness to the bodywork that marks a new direction for Jaguar and is one built upon by the XF saloon. The car looks sinewy and muscular, the sheet metal stretched over something seriously purposeful. 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 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 with 330 litres of space. Extensive use of aluminium means that the XK’s weight is refreshingly low. Even the convertible tips the scales at just 1,635kg, nothing compared to a 1900kg BMW 650Ci Convertible. 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. Through its 60 year history, the Jaguar cars that have carried the famous XK badge have changed beyond all recognition but the marque’s philosophy has remained set in stone. The latest XK is reassuringly high tech in virtually every regard but its designers were as committed to making a car that goes fast and looks good as their counterparts who developed the XK120 in 1948. Even with all the historical stuff elbowed to one side, the XK60 is an extremely desirable car in its own right with its considerable haul of styling accessories offered at that same price as the standard XK models. The 60th Anniversary of the XK was always going to need celebrating and there was never any doubt that Jaguar would do it in style.

Facts At A Glance CAR: Jaguar XK60 PRICES: £60,995 - £66,995– on the road INSURANCE GROUPS: 19-20 CO2 EMISSIONS: 269g/km PERFORMANCE: (coupe) Max Speed 155mph / 0-60mph 5.9s FUEL CONSUMPTION: (coupe) (combined) 25mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS / EBD / TRACS stability and traction control WILL IT FIT IN YOUR GARAGE?: (coupe) 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

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.