Technology mutes elitism by making widely available things once held as exclusive. Increased accessibility leaves nobility exposed to the wisdom and will of the masses. It turns luxury into necessity and destroys the concept of prestige in the process.Consider as an example the 2008 Jaguar XJR Supercharged sedan. It is one of the most expensive, most luxurious, best-performing Jaguars ever made. That certainly makes it exclusive. But there is precious little on the XJR
Supercharged sedan that cannot be found on a good middle-income family car, or on an entry-level luxury automobile, or on a rival luxury model at a substantially lower price.

What, then, happens to Jaguar prestige? It goes begging in the marketplace — especially in one challenged by rising fuel prices — bereft of the allure or value it once held. That is why Jaguar, currently owned by Ford, is up for sale. That is why Jaguar Cars, facing many financial woes, sold itself to Ford in 1989.

Prestige thrives on exclusivity, on the desire of the masses to own or have access to what is available to few, which largely is why the few people who can afford it are willing to pay for it. But where is the prestige in the XJR Supercharged sedan’s 400-horsepower V-8 engine in a world where 200-horsepower engines for pitifully ordinary cars are the norm, and where anyone who can spend $30,000 can get a big 5.7-liter, 340-horsepower Dodge Hemi V-8 that would give any Jaguar a run for its money?

What is the value of excessive horsepower in the Era of Minimalist Snobbery when individuals and governments are eager to buy a Toyota Prius or a similar gasoline-electric hybrid car to show the world they are committed to clean and green living?

Prius frenzy, which speaks more to fashion than it does to solution, represents a turn away from the mind-set that once supported Jaguar’s prominence — the notion that more horsepower is always better, the idea that only the rich deserve the best technology.

For example, the onboard navigation system in the XJR Supercharged sedan is second-rate, in terms of functionality and presentation, to similar systems in many General Motors, Honda and Toyota cars. GM’s OnStar emergency communications system, which can be had in bread-and-butter Chevrolet models, trumps anything offered by Jaguar.

Look at safety. The elegantly styled XJR Supercharged sedan has side and head air bags, electronic stability and traction control — in effect, nothing special or outstanding. Consider that in a few months Mercedes-Benz will bring to U.S. shores its minuscule Smart for Two car, which will have all the safety equipment offered by the XJR Supercharged sedan starting at $12,000. Depending on the model chosen, the Smart car can get 45 to 60 miles per gallon — without gas-electric hybrid technology.

Viewed another way, prestige in the automobile market has shifted from cars that have the biggest engines and most baubles to those that can go farthest at the lowest cost on the least amount of fuel. In that milieu, cars such as the XJR Supercharged sedan will become pricey anachronisms, plush representations of a bygone era when cheap gasoline seemed eternally available and when the only good horsepower was more horsepower.
I take no pleasure in noting this changed world and Jaguar’s apparent inability, as represented by the XJR

Supercharged sedan, to cope with it. Perhaps, I am an old-fashioned snob at heart. I yearn for the days when Jaguar meant something special, when the use of expensive real-wood veneer and perfectly stitched, supple leather weren’t viewed as egregious assaults on Mother Earth. I miss the days when a wonderfully smooth, 400-horsepower engine easily placed me ahead of most other cars on the road — not to be chased, and often passed, by automobiles with Dodge, Chevrolet, Ford, Acura, Audi and Lexus badges.

But those days have disappeared — effectively erased by technology that has empowered the masses, and made irrelevant by a rapidly growing global appetite for oil, a natural resource that is getting more difficult to develop. In that world, the high-end Jaguar has become a dinosaur.

2008 Jaguar XJR Supercharged
Complaints: Have you ever visited one of those grand old European castles? They are breathtaking, stunning in so many respects, romantically haunting. But few of us would be willing to give up our urban condos or suburban houses to live in one. I am left with that feeling after a week in the Jaguar XJR Supercharged sedan.
Head-turning quotient: Simply beautiful — sensuous, elegantly sculpted all-aluminum body. If you view this car as sculpture, a piece of art, it could be worth the price.

Ride, acceleration and handling: Excellent in all respects. But there are many substantially less expensive automobiles that are just as thrilling. Also, there’s this: In a city traffic jam, the XJR Supercharged sedan doesn’t move any faster or go any farther than a Chevrolet Aveo subcompact.
Body style/layout: The Jaguar XJR Supercharged sedan is a front-engine, full-size, rear-wheel drive, premium luxury automobile.

Engine/transmission: The standard engine is a 4.2-liter, double overhead cam, 32-valve, supercharged (meaning that it has a device to force more fresh air into the engine) V-8 that develops 400 horsepower at 6,100 revolutions per minute and 413 pound-feet of torque at 3,500 rpm. The engine is mated to a six-speed automatic transmission that can be shifted manually.
Capacities : There is seating for five. Luggage capacity is 16.4 cubic feet. The fuel tank holds 22.3 gallons of required premium unleaded gasoline. “Required” means no substitutes.
Mileage: I averaged 22 miles per gallon in highway runs.

Safety: Antilock brakes, electronic stability and traction control, side and head air bags are standard equipment.
Price: Base price on the 2008 Jaguar XJR Supercharged sedan is $83,585. Dealer’s invoice price is $76,063. Price as tested is $84,250, including a $665 destination charge. Dealer’s price as tested is $76,728. That is without the optional, two-video screen multimedia package, which costs $2,950 here, but often is available as standard equipment, or as an easily affordable option on many ordinary vehicles.

Jaguar is proud to announce a new era in its sports car lineage – the all-new XK. Like all great Jaguar sports cars, the focus of the all-new XK is firmly on the future, while acknowledging the marque’s rich history. It heralds a new era for Jaguar in terms of both design and engineering, and it is the most technically advanced Jaguar ever built.

The all-new XK continues the Jaguar tradition of beautiful, powerful, ground-breaking sports cars, but behind its stunning looks, it bristles with practical, intuitive, modern technology, clearly focussed on enhancing the driving experience. It delivers significant improvements in performance, dynamics, safety, exterior and interior design and equipment, and product quality. When it is launched in early 2006, this first of the next generation of Jaguars will become the sporting flagship of the Jaguar brand.

By starting with a blank canvas, Jaguar was able to make use of the latest aerospace technologies alongside more traditional Jaguar skills to create a luxurious, powerful, highly advanced sports car. A major key to the all-new XK’s character is Jaguar’s industry-leading aluminium monocoque body structure, introduced with the latest XJ saloons.

With this unique high-tech construction method, the all-new XK’s bodyshell is 31 percent stiffer than the previous XK’s and significantly offers a 10 percent improvement in power to weight ratio. The all-new XK is up to 90 percent stiffer and 180kg lighter than key rivals, with a kerb weight of just 1595kg.

In the words of Jaguar’s Chief Engineer Mike Cross, in charge of the all-new XK’s vehicle dynamics, “What the team has looked to engineer is a sports car with true all-round ability. That means it must be fast, outstandingly agile, and truly exciting to drive. It has to go quickly, stop quickly, and do everything in between in the way a Jaguar should. Yet it’s also a rational choice – the all-new XK will deliver a balance of superb driving dynamics and comfort that is the epitome of sophisticated sporting luxury.”

Engine & transmission
Type: V8
Layout: Front Engine / RWD
Displacement (cm3): 4196
Power (bhp): 300@6000
Torque (nm): 420@4100
Gearbox: 6-Speed sequential
Performance
Acceleration 0-100 km/h: 6.0 sec
Acceleration 0-200 km/h: n/a
1/4 mile: n/a
Top speed: 250 (restricted) km/h
Dimensions & Weight
Lenght: 4791 mm
Width: 2070 (incl. mirrors) mm
Height: 1322 mm
Weight: 1595 Kg

The new XK has introduced a world first in pedestrian safety, PDBS (Pedestrian Deployable Bonnet System). In numerous pedestrian collisions with vehicles, head injuries occur when a pedestrian’s head impacts with the bonnet of the vehicle. However, the injuries are not usually sustained from the bonnet itself, rather the bonnet deforming and the pedestrian’s head colliding with the engine block underneath. European Pedestrian Safety Regulations are also responsible for some of the similarity between the XK and some of Callum’s other designs.

Jaguar’s innovation is to have sensors in the front bumper that determine if a pedestrian has indeed been struck and this then triggers two pyrotechnical charges that instantaneously lift the bonnet, providing extra distance between engine and head. In effect, the bonnet becomes the exterior equivalent of an airbag: The hood’s sheet metal may not be soft, but it’s much more accommodating than a solid engine block.

A new Jaguar doesn’t come along every day, and even when one does, it’s usually hard to tell since it looks just like a past Cat. While there are certainly cues here and there to remind of its prestigious genealogy, the 2008 Jaguar XK is clearly a new kitten — and a sexy one at that. However, there’s more to this luxury coupe and convertible than sleek and muscular styling. This is a Jaguar that drives as well as it looks, and although it’s not quite a canyon-carving sports car, the XK and the high-performance XKR are sporty enough to please those looking for something more than just a pretty automotive fashion accessory.

The XK was fully redesigned last year. One major change over the previous XK8 is the car’s all-aluminum body structure and body panels. Sure enough, the XK is a bit lighter than before and significantly less portly than its main competition. Jaguar also claims that the aluminum structure’s extra body stiffness has improved handling, ride quality and crashworthiness. While we passed on testing that last assertion, we can say that ride and handling are certainly better than before and certainly competent enough. Just don’t expect the XK to keep up with a Porsche 911 in the mountains.

Nor can the standard XK coupe and convertible match the straight-line pace of competitors like the BMW 6 Series or Mercedes-Benz CLK-Class — 300 horsepower just isn’t enough these days. The XKR’s 420-hp supercharged V8 easily closes the performance gap, but when properly optioned, the coupe and convertible are suddenly six-figure cars and in direct competition with the likes of the BMW M6 and Aston Martin V8 Vantage.

In a recent comparison test with the BMW 6 Series, we ranked the XK coupe second due to its higher price and relative lack of performance and practicality. However, if you’re one to place high value on style, heritage and prestige, the 2008 Jaguar XK and XKR won’t disappoint. Enjoyable to drive and look at, the XK should be a very pleasurable vehicle to own.

Body Styles, Trim Levels, and Options

The 2008 Jaguar XK is a luxury sport coupe and convertible available in standard XK and performance-oriented XKR form. Standard equipment on the XK includes 18-inch wheels, adaptive suspension damping, xenon headlamps, rear parking sensors, leather upholstery, power heated front seats with driver memory, Bluetooth connectivity, a touchscreen navigation system and a six-speaker audio system with in-dash six-CD/MP3 changer. Besides its supercharged V8, the XKR adds 19-inch wheels, a firmer suspension with recalibrated adaptive settings, retuned steering, larger front brakes, adaptive headlamps, an aluminum mesh grille, quad exhaust outlets and more aggressively bolstered front seats.

Major options on all XKs include various wheel designs, adaptive lighting (standard on XKR), adaptive cruise control, upgraded front seats with higher-quality leather, satellite radio and a premium Alpine surround-sound system. The Enhanced Luxury Package includes 16-way power seats, leather-trimmed instrument and door inserts, a heated leather steering wheel and power-folding mirrors. The XKR’s Portfolio Package adds unique 20-inch wheels, an Alpine sound system, performance brakes and specialized aluminum or walnut interior trim.

Powertrains and Performance

The standard Jaguar XK is powered by a 4.2-liter V8 that generates 300 hp and 310 pound-feet of torque. Power is sent to the rear wheels through a six-speed automatic transmission with manual shift control. In testing, we hustled the coupe up from zero to 60 mph in 5.6 seconds, while the convertible did the sprint in 6.3 seconds. The XKR features a supercharged version of the same engine puffed up to produce 420 hp and 412 lb-ft of torque. Our test of an XKR Convertible revealed a 0-60 time of 4.9 seconds, with the coupe being a few ticks quicker.

Safety

The Jaguar XK comes with front-seat side airbags (that provide both head and chest protection), whiplash-reducing front seats, traction control, antilock brakes and stability control. The standard XK’s stability control system has two stages, one of which gives the driver more responsibility for the car’s handling before the system activates. The setup is similar on the XKR, though its system gives the driver even more leeway and allows him to disable it completely if desired. All XK convertibles have two aluminum hoops that auto-deploy in the case of a rollover accident.

Interior Design and Special Features

The 2008 Jaguar XK’s interior is a pretty dramatic departure from the traditional Jaguar look, with a modern dashboard design and the availability of aluminum trim in place of wood. This serves to bring Jaguar into the 21st century, though some might argue that a Jag without wood is like Tom Selleck without the mustache. Unfortunately, the Jaguar penchant for downmarket plastics continues, which contributes to an overall ambience that doesn’t quite match its price tag. Also, the multipurpose touchscreen that controls audio, navigation and climate systems could use a little work. It’s simple and intuitive in concept, but we’ve found it frustrating in practice, with a screen interface that’s neither sensitive nor accurate enough.

On the other hand, the XK is much more accommodating than the old XK8, though the two-position rear seat is still suitable only for small children or emergency use (and even then, it had better be a pretty big catastrophe). The convertible’s soft top does an excellent job of noise insulation when up, and it disappears underneath a hard tonneau cover in only 18 seconds with the push of a button. The XK coupe’s trunk can hold about 11 cubic feet of cargo. With the top down, the XK convertible can still hold 8 cubic feet.

Driving Impressions

Accelerating hard through the gears, the standard 2008 Jaguar XK’s V8 makes up for its relatively modest punch with an enjoyable intake and exhaust soundtrack. As you’d expect, the supercharged XKR feels much quicker, as the merest tickle of the throttle results in a determined surge of acceleration. In both cars, the six-speed transmission is impressive, delivering quick, firm shifts that keep the engines in the thick of their power bands.

Sent through corners, both the standard XK and the XKR display the advantages of aluminum construction, as both versions of the car feel more agile and precise than their predecessors. They’re certainly not sports cars, though, and competitors like the BMW 6 Series and Porsche 911 are more fun. But those looking for a more comfortable suspension will be quite pleased with this Jaguar, as even the XKR delivers more of a luxury ride than a sporty one.

Jaguar has again raised the standard for luxury cars with a new generation of the XJ saloon. The flagship of the Jaguar range benefits from visual changes, technological advances and additional features on all 2008 model year cars. Already renowned for its all-aluminium body construction, state-of-the-art technologies and outstanding craftsmanship and build quality, the new XJ is now even more desirable.

The key developments for every new XJ model include a more contemporary, assertive and sporting exterior look and significant improvements to the renowned interiors, as well as the latest intuitive in-car technology.

An all-new, distinctive design for the XJ’s front gives the 2008 model an unmistakeably purposeful appearance, a look complemented by the new side power vents, lower body sills and a subtle rear aero spoiler.

Inside the 2008 Model Year XJ cabin an all-new seat design offers major benefits in comfort and support, while customers will also have the option of adding an advanced air-cooling system to their heated front seats.

Jaguar’s stated aim of introducing technology that enhances rather than impairs the driving experience is underlined by the addition of a substantially improved BluetoothTM system that allows passengers to pair up to five approved mobile phones with the in-car telephone, which automatically stores and synchronises phonebooks and ‘last number dialled’ lists every time a phone is connected.

NEW 2008 MODEL YEAR XJ AT A GLANCE

• New contemporary exterior styling for more assertive and sporting appearance – including revised front-end design, new side power vents, rear aero spoiler, full width chrome ‘signature blade’ and new rear bumper. • Revised interior with all-new seat design for improved comfort and support. Heated front seats standard across the range with optional air-cooling also available. • Increased rear leg and foot room thanks to redesigned front seat backs, which also allow easier access to the back seats. • New 19-inch Polaris, Vela and Carelia alloy wheels introduced (depending on market and model). • Three new exterior paint colours adds to customer choice. • XJ range offers a broad choice of V6 and V8 engines including the highly acclaimed 2.7-litre V6 twin-turbo diesel and 400bhp (DIN) 4.2-litre supercharged petrol V8. • All-aluminium body construction ensures sports-car handling, supreme comfort and significant fuel savings over equivalent steel-bodied cars. • Every XJ comes with sophisticated safety features such as Computer Active Technology Suspension, Advanced Restraint Technology System, Automatic Speed Limiter and optional Tyre Pressure Monitoring System. • Latest BluetoothTM connectivity allows up to five approved phones to be paired to the in-car telephone system. • Optional JaguarWatch anti-theft device uses satellite positioning to track potentially stolen vehicles across Europe (depending on market).

JAGUAR XJ: A FINE PEDIGREE

When Jaguar’s ground-breaking all-aluminium XJ luxury saloon range was launched in 2003, its remarkable lightweight body helped the car to set new standards in handling, precision and refinement. The aluminium monocoque design is 60% stiffer and 40% lighter than the model it replaced and these major improvements translate into real customer benefits.

Its advanced construction means that even a long-wheelbase XJ model is lighter than many of its key competitors’ standard wheelbase platforms. Thanks to that reduced weight the car can accelerate faster, stop more quickly and turn more purposefully. And it achieves all this without compromising in other areas, for the new XJ range also benefits from superb fuel economy and range, improved rigidity and safety, as well as exceptional ride and comfort.

Since its 2003 introduction the range has been further improved with a long wheelbase version, major new engines such as the 4.2-litre supercharged petrol V8 and 2.7-litre twin-turbo V6 diesel, and advanced technologies such as acoustic laminated glass, active engine mounts and Computer Active Technology Suspension (CATS).

CATS is used to ensure outstanding body control, refinement and handling. The system constantly monitors the XJ’s lightweight suspension and air springs to offer complete comfort when cruising and total control and responsiveness when called for by automatically lowering and levelling the suspension. The result is awesome high-speed stability and improved aerodynamic efficiency whenever the XJ is called upon to perform.

A group of technologically advanced petrol and diesel engines power the 2008 XJ range. The highly acclaimed 204bhp (DIN) 2.7-litre twin-turbo diesel V6 offers outstanding performance and economy, the 240bhp (DIN) 3.0-litre V6 petrol an ideal blend of power and refinement, while the mighty 300bhp (DIN) 4.2-litre V8 and its 400bhp (DIN) supercharged equivalent provide the seamless drive and torque you would expect from any top-of-the-range Jaguar capable of reaching 60mph in as short a time as five seconds flat.

A six-speed automatic transmission provides smooth and sensationally quick gearchanges, and even helps with further weight loss thanks to its compact design. Its ability to handle the high torque outputs of the XJ engine range also allows the gearbox to use higher gears more effectively, helping to lower fuel consumption further.

Class-leading technological advances such as Integrated Acoustic Dampening (IAD) guarantee exceptional levels of refinement and a blissfully quiet cabin environment. IAD uses special acoustic absorbing materials and airtight seals between the bonnet and engine compartment to dramatically reduce engine noise. Acoustic laminated glass then further minimises noise intrusion, while diesel-powered XJs even enjoy electronically controlled active engine mounts which attenuate 90% of engine idle vibration.

Thanks to ground-breaking technologies such as these, the 2008 XJ range defies the conventional wisdom that says a saloon can be dynamic or luxurious, but never both. It is, in contrast, a highly refined, sporting luxury car for people who love to drive.

LOOKS TO MATCH THE PERFORMANCE

The main evolution for the 2008 Model Year XJ is its new exterior design. Changes to the front, sides and rear of every model give the XJ a sportier, more muscular stance and clearly signal the advanced technology that lies at its core.

A new front bumper with revised mesh grilles is unmistakeably assertive, leaving no doubts as to the performance credentials of the new XJ. Jaguar Car’s Director of Design, Ian Callum, explains the inspiration behind the new look:

“Every Jaguar must have a distinctive face, something that you cannot mistake if you catch a glimpse of it in your rear-view mirror as it powers up behind you. The new 2008 XJ range meets that challenge thanks to a new grille and bold new bumper style.”

Set into the front bumper are new upper and lower mesh radiator grilles with chromed detailing that accentuates the car’s major air intakes. Behind the front wheels two power vents (in aluminium finish on the supercharged XJR) match those introduced on the beautiful new XK sports car. Over the vents new door mirrors carry integrated indicator lights.

A fully reworked rear end displays a newly reshaped bumper, subtle aero spoiler and revised tailpipe finishers.

The 2008 Model Year XJ also enjoys significant improvements to its interior thanks to new heated front seats (with optional air-cooling) which have been extensively redesigned to offer even more comfort and support.

Vehicle cabin air is drawn into the cushion and seat back heat exchanger units. The air is then heated or cooled and pumped to the top surface via channels formed within the seat. The perforated seat covers allow the conditioned air to pass through to the passenger.

Heated front seats will still be fitted as standard with the cooling element being available as an option (market and model dependent).

All XJ seats will have a new relaxed leather trim and rear-seat passengers will appreciate greater leg and foot room following revisions to the backs and lower cushions of the front seats. TECHNOLOGY IN HARMONY Jaguar’s intuitive technology has been designed to empower not overpower the driver. Features such as satellite navigation, BluetoothTM and audio entertainment systems are supported and controlled by a 7-inch Touch-screen or JaguarVoice control.

The 2008 Model Year XJ benefits from further user-friendly technology such as the latest BluetoothTM connectivity system that allows users to connect up to five approved mobile phones to the car’s own in-car telephone system. The car will then recognise and store the phonebooks, last number dialed lists and call stacks for every device it is paired with.

The entire XJ range carries further intuitive technologies that enhance the driving experience. Many of the car’s main features can be controlled through JaguarVoice, a simple but highly effective voice command function. Other driver aids include Adaptive Cruise Control which uses microwave radar technology to detect slower cars ahead and adjusts the cruise control speed to maintain a constant distance from the vehicle in front. Advanced, state-of the-art safety features, such as Adaptive Restraint Technology System use ultrasonic technology to calculate appropriate airbag deployment and force, based on passenger weight and position. Side-curtain airbags, front seat thorax airbags and energy-absorbent front seat backrests ensure a safe driving experience for all occupants.

For Jaguar sedan design, time stopped in the 1960s. Today’s X-type and XJ sedans both follow in the tire tracks of the first XJ, which debuted in 1968, while the S-type apes the even older, early-’60s Jaguar Mark II. Design chief Ian Callum is determined to drive Jaguar styling out of its cul-de-sac, and the Concept XF is the first indication of where he plans to go.

Interiors will use wood as both a structural and a decorative element. Jaguar cabins will be styled so as to emphasize their width, and technology will be discreet. The RD-6 andR-coupe concepts–as well as the new XK–follow this philosophy, but the C-XF is the first Jaguar sedan to do so.

Jaguar has announced that the S-type will be replaced in spring 2008 with a car called the XF, so the C-XF clearly points the way toward that production model. How close is the C-XF to the XF? “It’s that styling direction, but it’s not that car,” says Callum, adding that “it’s a less radical version of that shape.” He characterizes the concept’s design as “twenty percent exaggerated”–particularly in its low roofline, its wide track, and its pumped-up details.

The C-XF’s 114-inch wheelbase is virtually identical to the current S-type’s, and the concept is an inch longer overall. But the C-XF is significantly taller than an S-type and wider than an XJ. A supercharged, 420-hp, 4.2-liter V-8 mates to a six-speed manu-matic in the C-XF, but the production XF surely will be offered with a V-6 and Jag’s normally aspirated V-8 as well. We’ll find out how closely the production XF mirrors the C-XF concept this fall, when the XF will be unveiled, perhaps at the Frankfurt auto show.

“The XF Jaguar really does have it all ” a sensational exterior and dramatic interior combined with a drive that will delight and pamper in equal measure. On top of that, it stacks up as a sensible buying and owning proposition, too.”Mike O’Driscoll, Managing Director of Jaguar Cars, said: “All of us at Jaguar are delighted that we’ve taken the top spot at these awards, and that What Car? has named the new XF Car of the Year. It’s especially gratifying as What Car? has such a great reputation for representing the British consumer.

Jaguar is creating a new generation of cars that started with the XK, and now continues with the all-new Jaguar XF” a four door, five passenger car that has the heart of a sports car and the looks of a grand tourer. Like the Jaguar XK, Jaguar XF is visually striking and thrilling to drive. “We’re very pleased with the reaction the car has received, and our customer order bank is growing fast. We’re grateful to What Car? for this wonderful award.”

Jaguar “XF” has already received a host of significant awards including ‘Car of the Year’ from The Sun newspaper, ‘Limo of the Year’ from Top Gear magazine, ‘Interior of the Year’ from CAR magazine and the ‘Design Award’ from Autocar magazine. Priced from £33,900 for the 2.7-litre diesel, the XF comes as standard with a generous specification featuring a host of innovative, industry-leading equipment. Highlights include the all-new JaguarDrive Selector™, JaguarSense™, a smart technical solution introducing touch or proximity-sensing control for overhead console lights and glovebox release and the optional top-of-the-range 440 watt Bowers & Wilkins speaker system delivering a powerful and vivid performance.

The new 420bhp (SAE) Jaguar XKR is a sensational car to drive. With 120bhp (SAE) more power than the normally aspirated 4.2-liter XK, the same strong and stiff aluminum body structure that ensures superb ride and handling, and a six-speed automatic transmission with Jaguar Sequential Shift that is regarded as class-leading in terms of gear-change speed as well as refinement, Jaguar’s blend of performance and dynamics reaches new heights with the XKR.

“Our aim when engineering the new XKR was to ensure that the car’s characteristics remained in balance despite the significant increase in power over the XK,” explains Jaguar’s chief engineer, Mike Cross. “Working with that as our base, our brief was to create ‘XK plus 30%’ – the ultimate sports GT for the real world.

“We wanted the performance and dynamism you would expect of an XKR but were careful to retain that exceptional blend of sporting luxury that every Jaguar must have and which was so convincingly demonstrated with the XK. The bottom line is: if you like the XK, you’ll absolutely love the new XKR.”

The result of that engineering brief is a car that performs in any condition, at any speed. With superb torque at low engine speeds, instant acceleration is always available should you demand it. Similarly, the advanced steering and suspension set-up means the new XKR switches effortlessly from relaxed grand tourer to honed sports car with ease. It is everything the XK is and much more.

The ability to call upon impressive reserves of power and acceleration in an instant is the hallmark of every great Jaguar. The new XKR ensures this by using a remarkable 4.2-liter supercharged AJ-V8 engine. Producing 420bhp (SAE) at 6,250rpm and 413 lb-ft (560Nm) (EEC) of torque at 4,000rpm, it is capable of propelling the Coupe version to 60mph in 4.9 seconds (5.0 seconds for the Convertible) and onto an electronically limited top speed of 155mph (250kph).

The addition of a supercharger and twin air intakes means the new XKR benefits from a 120bhp (SAE) power increase over the normally aspirated 4.2-liter XK with which it shares its engine configuration. Torque, so essential for instant acceleration at any engine speed, also increases significantly – by 36% over the XK, although the overall weight of the XKR is raised by just 154lb (70kg). Consequently the power-to-weight ratio compared to the normally aspirated 4.2-liter XK is an impressive 34% higher.

And in comparison to the previous generation XKR, the new engine produces more power and more torque. Combined with the significantly stiffer and lighter aluminum monocoque body structure of the new XKR, these performance improvements lead to a significant leap in the power-to-weight ratio of 12% over the previous XKR and an equally useful jump of 7.7% in the torque-to-weight ratio. To achieve the equivalent improvements in power and torque-to-weight in the outgoing XKR would have required nearly 50 more horsepower. Consequently, the 0-60mph sprint time of the new XKR Coupe is reduced by 0.3 seconds.

The heart of these significant performance improvements is the XKR’s lightweight eight-cylinder engine with an Eaton supercharger. The water-cooled cylinders are arranged in a 90-degree V configuration and the crankshaft is supported by five main bearings. Each of the two cylinder head assemblies incorporates twin camshafts operating four valves per cylinder. One of the reasons for the engine’s impressive output is the continuously variable valve timing which helps to deliver a wide spread of torque. The engine uses an Electronic Return-less Fuel System (ERFS) and a three-way catalyst exhaust system.

The increase in power and torque over the outgoing XKR model is down to two significant additions to the engine. The air intake supply to the engine has been significantly enhanced thanks to the use of twin air inlets, and a Variable Inlet Camshaft Timing system is used for the first time on the XKR. By continuously adjusting the timing of the inlet camshaft on both banks of the V8, depending on the engine speed and load, Jaguar’s engineers have ensured large improvements in torque, particularly at lower revs.

The system is controlled by the Engine Management System (EMS) which receives engine speed, throttle position and oil temperature data from its sensors. The EMS determines the correct inlet camshaft timing by continuously referring to a digital three-dimensional map developed to provide optimum performance. The EMS then transmits the appropriate signals to two solenoids that control the degree of hydraulic force provided to the valve actuators.

The normally aspirated 4.2-liter XK has been praised for its acoustic qualities, remaining unobtrusive and relaxed at modest speeds but producing an unmistakeable V8 soundtrack when worked hard. On the XKR, the noise from the supercharger threatened to dominate the acoustic character and mask the underlying sound quality. However, through enhancements to the vehicle acoustic pack, the supercharger noise has been reduced by 5dB compared to the previous XKR.

This approach to acoustics allowed the engineers to concentrate on using the exhaust system to deliver the best possible sound quality character. This was accomplished through the use of the XKR’s Active Exhaust system which varies the flow of exhaust gases through the main silencer box to ensure that the XKR remains quiet at cruising speeds, but delivers a substantially more purposeful sound quality character under hard acceleration.

Jaguar’s Sequential Shift uniquely combines all the speed and involvement of a sequential manual gearbox with the comfort and convenience of a full automatic.
The system consists of steering-wheel-mounted paddles and a conventional gear selector lever, allowing the driver to switch between three automatic or paddle-operated gearbox modes.

Whereas an automated manual gearbox interrupts the flow of torque during the gearchange – while the clutch is disengaged – the Jaguar’s gearbox maintains the flow of torque throughout the shifting process. This results in gearchanges that are not only quick, but also remarkably smooth. Gearshifts are achieved in less than 600 milliseconds, from the point at which the driver operates the shift paddle to the point at which the shift is complete.

In fact, during development, comparison tests between Jaguar Sequential Shift and rival automatic transmissions in the class showed the transmission to be the fastest system of all, changing gear at least 400 milliseconds faster than a standard automatic and 100 milliseconds faster than the best automated manual system.

The three gearbox modes give the driver total flexibility to use the transmission to match whatever driving style he or she chooses. In Drive mode, the gearbox behaves as a conventional automatic, with the software optimized for every day driving conditions providing all the benefits of a best-in-class automatic transmission.

In Sport mode, the gearbox’s adaptive software becomes more prevalent, adapting and reacting more dynamically to demanding conditions. This software takes account of the prevailing conditions and driver’s inputs and adapts accordingly. For example, it recognizes when the car is negotiating a curve, and holds the gear accordingly; Hill Recognition enables the XKR to choose the ratios to optimize the ascent or descent of a hill; the gearbox’s software will also match the engine speed precisely to the engine and road speeds, ‘blipping’ the throttle during rapid downshifts.

Manual mode is activated by simply operating one of the steering-wheel-mounted paddles, and delivers a state-of-the-art manual gear shift feel from the automatic transmission.

To ensure optimum ride and handling, the XKR’s springs and dampers are uprated compared to the normally aspirated XK. The front spring rate is increased by 38% and the rear spring rate by 24%. Allied to the Servotronic steering system, which has also been tuned both mechanically and electronically to give the steering more weight and even greater response, the suspension ensures confidence-inspiring handling without any loss in refinement and comfort levels.

Because of the inherent strength and stiffness of the chassis, the only significant addition to the XKR’s structure is an additional rear suspension brace mounted between the rear damper towers to accommodate the significant increase in rear spring rate. This also allows the Convertible to utilize the same dynamic settings as the Coupe model.

The Computer Active Technology Suspension (a two-stage adaptive damping system that ensures the optimum balance between ride and handling) and new switchable Dynamic Stability Control with Traction Control System (Trac DSC) have also been recalibrated to cope with the additional power of the supercharged engine.

As significant to the XKR as the increases in power and torque are the major improvements in strength and weight thanks to its advanced all-aluminum architecture. Unique in the industry as a complete aluminum monocoque body structure, as distinct from an aluminum spaceframe with separate aluminum exterior panels, its properties come from both the way the bodyshell is designed and constructed, and the use of new joining technologies.

In fact, the new XKR’s aluminum chassis is significantly lighter and stiffer in both Coupe and Convertible form than the steel model it replaces. The Coupe chassis is over 30 percent stiffer than the previous XK, while the Convertible is over 40 percent stiffer. As a consequence, the XKR accelerates faster than the previous model, while offering high levels of safety, reduced noise and vibration intrusion, and improved ride and handling characteristics thanks to improved suspension dynamics.

In Convertible form, the BIW weight, at just 633lb (287kg), is 19 percent lighter than the previous XKR Convertible.

New, larger ventilated brake discs at the front ensure higher braking performance for the XKR. The front brake disc diameter has increased from 12.8in to 14.0in (326mm to 355mm), and the thickness from 1.2in to 1.3in (30mm to 32mm), which not only improves the braking performance but also the system’s resistance to fade. The braking system also includes four-channel ABS, Electronic Brake Force Distribution, Hydraulic Brake Assist to increase brake pressure during an emergency stop, and Jaguar’s Electronic Park Brake function.

With the much-admired new XK already considered a future design classic, Jaguar’s creative team, led by Ian Callum, had a great starting point from which to produce the XKR. The XK range’s elegant form draws on the lineage of the original XK and E-Type sports cars, and by blending this unmistakeable Jaguar silhouette with contemporary flair, its exterior forms a stunning blend of elegance, athleticism and definition. The XKR takes now this athletic look one stage further thanks to the addition of:

+ New XKR front bumper with color-keyed finish to unique front fog lamp housings
+ Aluminum side power vent finish
+ Hood vents and unique ‘XKR’ aluminum finish to upper and lower front mesh grilles
+ Aluminum finish to rear signature ‘blade’ and selected exterior brightwork finishers
+ Unique ‘Jupiter’ design 19-inch alloy wheels as standard, with 20-inch ‘Cremona’ XKR wheel available as an option
+ Black brake callipers with ‘R’ logo
+ Quad exhaust system and unique lower bumper
+ ‘R’ rear badge

“We talk at Jaguar of how our new generation of models are ‘beautiful, fast cars’. It’s a phrase that ideally sums up our brand and can be applied to every car we design. We were extremely proud of the reaction to the new XK when it was unveiled last year – it is as beautiful as you would expect a Jaguar sports car to be. Now, the new XKR has a look that emphasizes the ‘fast’ aspect of our design statement.

“The ‘powerline’ that runs from the front wheel through the cabin area and into the car’s rear haunches remains, and we have added to that latent feeling of power by adding some strong performance features such as the vents that signify the potent supercharger and the stunning new alloys that fill the wheel arches and give the car real purpose.”

The new XK’s interior design has been just as highly praised and the XKR’s cabin represents arguably the most sophisticated yet driver-focussed environment of any car in its class. The XKR has class-leading ergonomics, user-friendly in-car technology and simple, clear information displays in the instrument panel and main dashboard area.

A unique sports seat design with additional lateral support for both the driver and front seat passenger has been added, with an ‘R’ badge on the headrests, tachometer, steering wheel and gear selector. The design of the standard aluminum interior veneer is also unique to the XKR, featuring a ‘weave’ pattern from the Advanced Lightweight Coupe showcar.

XKR customers can also specify the Luxury Sports interior option which features soft-grain leather on the 16-way adjustable seats, instrument panel, door trim and center console.

Although major revisions (through the X300 and, particularly, the X308 updates) kept the Mark 2 competitive in some areas against its rivals, the basic design dated back to 1986 which meant the car was very quickly being outclassed and losing ground to its rivals, many of which were now two generations advanced from the original competitors of the Mark 2 XJ. For example, since the model had been unveiled in 1986 (at the same time as the BMW 7 Series E32), BMW had launched Mark 3 (E38) and Mark 4 (E65) versions of its 7 Series in 1994 and 2001 respectively – all while Jaguar was still producing the Mk 2 XJ.

In early 2003, the all-new third generation XJ (known as X350) arrived in showrooms. While the car’s exterior and interior styling were traditional in appearance, the car was completely re-engineered. The new car also saw the return of the fabled XJ6 badge, and with it 6-cylinder power, albeit in a V-configuration.

Like the Audi A8’s, the X350’s chassis and body are constructed from aluminium. While some steel is used in some places throughout the chassis, the X350 has a stressed aluminium monocoque/chassis similar in general design to a conventional steel structure, but with two differences; its underbody components are bonded together with aerospace-grade epoxy adhesives while around 3,200 self-piercing rivets are used to create the new XJ’s unibody. This differs from the A8’s construction which uses an aluminium spaceframe to which aluminium panels are then attached.

However, the aluminium Audi A8 weighs a comparatively high 1,830 kg (4,000 lb) (3.0 V6 TDi) compared to 1,539 kg (3,390 lb) of the (3.0 V6) XJ.

On its own, the current XJ’s bodyshell weighs about the same as a contemporary BMW MINI. If the car were made of steel, it is estimated that it would weigh 40% more.

Some of the styling features that distinguish the X350 from the previous XJ include the outer headlights, which are larger than the inner headlights, and wheels which are pushed out further towards the corners of the car (due to an increased wheelbase), both like the original Mark 1 XJ. Also, the X350 dispenses with the separate “sixthlight” rear side window of its predecessor, reverting back to two side windows with quarterlight glasses mounted in the rear doors, like the Mark 1. Moreover, beginning in 2004, changes have been made to the distinctive chrome side window frames of the XJ, where the use of chrome in the areas in between the front and back doors has been discontinued, in effect hiding the B-pillars. The curve in the rear door and rear screen resembles that of the Jaguar saloons of the 1950s and 1960s.

The V8 engines remained in the new model, but were now the revised and more powerful versions found in the 2003 S-Type. The 290 bhp (216 kW) 4.0 litre and 370 bhp (276 kW) 4.0 litre supercharged engines from the X308 Mk II were replaced by the S-Type’s 294 bhp (219 kW) 4.2 L and 400 bhp (298 kW) 4.2 L supercharged units respectively, while a new 3.5 V8 was also introduced for the European market. Derived from the 3.2 engine of the previous model, it produced 265 bhp (198 kW).

The 240 bhp (179 kW) 3.2 L V8 from the previous model was replaced by the 240 bhp (179 kW) 3.0 L V6 from the X-Type and S-Type. The V6 powers the XJ6, while the XJ8 is powered by a naturally-aspirated V8. The XJR is powered by a supercharged 4.2 L V8. The XJ6 and the XJ TDVi are the only X350 models not sold in the Americas.

In 2005 Jaguar introduced the diesel-powered XJ TDVi. The XJ TDVi features the same Ford-Peugeot-developed 2.7 litre twin-turbo V6 found in the S-Type. The model produces 204 bhp (152 kW) and 321 lb·ft (435 N·m) of torque, earning it praise as the most refined diesel engine to be found in any car, anywhere, with electronically controlled engine mounts in order to minimise vibration.

Despite some critics’ concerns that the XJ’s styling is dated, the general consensus is that the X350 is an efficient car featuring sharp and agile handling, a smooth ride and powerful engines, particularly the V8 and diesel engines.[citation needed]

The Super V8, also known as the Daimler Super Eight, is the fastest and most expensive model, with the XJR a close second. The Super V8, which debuted in the 2003 model year in the new X350 body style, was essentially a long-wheelbase, supercharged XJ8 with the more upscale Vanden Plas, or Daimler interior. Its primary competitor was the Mercedes-Benz S55 AMG. A distinctive wire mesh grille and chrome-finished side mirrors set the Super V8 and the XJR apart from the less expensive XJ saloons. In 2005, the Super V8 model was replaced by the Daimler Super Eight in all markets outside of North America. The Daimler Super Eight is essentially the same car, but with the addition of a different grille, boxwood inlays into the wood veneer and several other interior luxuries as standard. Daimler’s US equivalent is no longer known as the Vanden Plas, but the Super V8. The Vanden Plas name is used on models that would be known as Sovereign elsewhere.

All North American XJs come standard with a a 300 hp (224 kW) naturally aspirated engine. A 400 hp (298 kW) supercharged from 4.2 L V8 engine is optional. The valvetrain has a dual overhead cam design with four valves per cylinder. The top speed is limited electronically.

In early 2005, Jaguar announced its most exclusive, powerful and expensive XJ saloon since ceasing V12 production. Called the 2006 Super V8 Portfolio, it is a limited-edition trim level of the flagship Super V8 saloon. It debuted at the New York International Auto Show in March 2005, and is the most expensive Jaguar saloon produced to date, with a base price of US$115,995. The Portfolio features added power as well as exterior and interior enhancements, including a DVD player and 7-inch screens in the rear headrests. The Super V8 Portfolio, aimed at North American markets, became available in August 2005. It is available in only two new, limited colors: Black Cherry and Winter Gold.

The Super V8 Portfolio is powered by Jaguar’s supercharged 400 hp (300 kW), 4.2 L, 32-valve, AJ-V8 engine. Top speed is 155 mph (249 km/h) and the Portfolio has a 0-60 mph acceleration time of under five seconds

The Jaguar XJR is an iconic car. No wait. I mean, it’s an ironic car: an automobile with a huge gap between expectation and reality. For example, you expect a leather-lined British luxury sedan to literally reek of class. The XJR smells of… nothing. You expect the torch bearer for Jaguar’s performance heritage to handle corners with cat-like reflexes. It doesn’t. And yet, the XJR perfectly embodies the Jaguar creed of “pace and grace”. Truth be told, the XJR is both more and less than it seems.

On the more side, the XJR will pleasantly disappoint anyone expecting dodgy electrics, rusting panels and faulty mechanicals. While JD Power’s Initial Quality Survey is more about customer satisfaction than build quality, the brand’s ascension to the second place slot is a reasonable reflection of the XJR’s reliability. No part of the sports sedan seemed predisposed to rot, break, fall off or fail. It’s a thoroughly modern machine.

Her best angle. Also on the more side, the XJR is one Hell of a quick car. Give those 390 supercharged horses a prod and the XJR charges down a straight with monumental rapidity– and keeps on going. While there are a few cars of this bulk that can muster a sub-five second sprint to 60, not many offer the XJR’s tremendous in-gear shove. With 399ft.-lbs. of torque at 3500rpm, you can morph from double to triple digits with neck-snapping ease. The supercharger whines like a detuned strimmer, but the sound soon forms a neurological pathway to your adrenal glands.

The British luxofighter rides on the company’s thoughtfully-named CATS (Computer Active Technology Suspension). The system continuously adjusts the XJR’s shock absorbers to match the vehicle’s speed and the prevailing road conditions. The car still floats like a butterfly and stings like a butterfly. If only Jaguar’s chassis gurus had attached the suspension computer to the gear-holding Sport button, to firm things up by 20% or so. Sadly, surprisingly, Jag’s top cat is a comfort-biased machine that’s easily flustered by a combination of broken surfaces and lateral G’s.

Ho-humIf comfort it is, then comfort it is. Considering the amount of leg and head room in the outgoing XJR (somewhere between slim and none) the new [for-'03] model’s generous accommodations are a real bonus. The XJR still feels a bit snug compared to, say, all of the competition, but the extra interior volume adds mightily to the fast Jag’s sense of occasion. There’s something marvelously decadent about going like stink in an elegantly-tailored, loose-fitting car.

Yes, well, the XJR is also loose-fitting in areas where it should be tight. In fact, a close examination of the XJR reveals a startling lack of attention to detail– especially for a car that costs $83k. You can fit an entire magazine into the panel gaps on either side of the hood. The plastic covering the radiator is both poor and poorly attached. Ditto the carpet lining the trunk lid. The carpets underfoot are a sad (if hard-wearing) departure from the plush Wilton fabric of days gone by. The felt-like material lining the roof and surrounding the cupholders, and the plastic topping the dash, also err on the side of the industrial.

The big Jag has CATS’ claws, but it ain’t enough to out handle the competition. I could go on. So I will. The texture and design of the key (a part nicked from the Euro-spec Ford Mondeo) is so down market that handing it to a parking valet feels like an act of betrayal. Though intuitive, the touch-screen display is more dated than Colin Farrell. The gauges are po-faced. The driver’s door won’t open without a fight. Etc.

To be fair, for every sybaritic distraction, there’s an equal and opposite delight. The stereo is magnificent. The seats are supportive during press-on driving, yet mileage friendly for the long haul. The headlights are brighter than an Oxford scholar. And so on. But we are talking about a car that costs some $10k more than a fully-loaded, anally retentive Lexus LS, or the same as the equally rapid, immaculately constructed Mercedes E55 AMG Station Wagon. Not to put too fine a point on it, you’d be perfectly within your rights to expect more from Jag’s finest.

The Jaguar X Type made its debut in 2002. It was similar to the Mondeo. Unlike the Mondeo it was all-wheel drive model. The X Type came in two versions – 2.5 liter and 3.0 Liter. Both versions derived their power from V6 engines and automatic gear systems. The small sedan had disc brakes on all four tires, airbags in the side for those seated in the front and curtain airbags in the entire car. In 2003, 17 inch tires were introduced on the 3.0 model. The models also got headlights made of xenon, a warning system if something was obstructing the path of the vehicle in the back and heated front seats. In 2004, the 3.0 sedan got headlights that came on automatically, a back seat that was split and could be folded and a leather steering wheel. In 2005, the wagon joined the X Type lineup. The entry level model was drooped and a Vanden Plas edition was added. The Vanden Plas was equipped with heated leather front seats.

The 2007 Jaguar S Type comes as a sedan or wagon. Both the models are powered by a 3.0-liter V6 engine. The S Type has 16 inch tires, headlights and wipers that come on automatically, leather seats, front seats that can be moved by the touch of a button and a stereo system with a CD player and six speakers. The wagon adds a system that helps the driver park the car while reversing and an expensive music system with 10 speakers. Other equipment that can be had on the Jaguar S Type are 18 inch tires, heated seats and a navigation system.

As far as I’m concerned, Jaguar died the day the suits killed the F-Type. Jag’s prototype Boxster beater had it all: sexy looks, the promise of phenomenal performance and a decent chance of hitting the right price point. But oh no, the American owned company decided to spend its time and money building… diesels. And a badge engineered Ford Mondeo called the X-Type. And estates— sorry, “sportwagons.” So, seven years later, I found myself behind the wheel of Jaguar’s perfect storm: a diesel X-Type Sportwagon. Or, as the Brits say, the dog’s breakfast.

To its credit (however inadvertent), the Sportwagon loses most of the inherent silliness of the X-Type sedan’s XJ mini-me design. While the Sportwagon offers precisely nothing in the way of aesthetic originality, the larger pallet makes it a more convincing faux XJ, a model whose sheetmetal offered virtually nothing in the way of originality over the previous XJ, whose design was a giant leap backwards from its squared-off predecessor. In other words, grandfather clock carrying Jaguar badge snobs need apply.

100_0067.jpgDespite an elegant tail design (stolen from the previous gen BMW 5-Series wagon) and enormous rear taillights (pilfered from a school bus), the Sportwagon wants the world to think it’s a, um, sport wagon. Our UK-spec tester made a bit more of an effort to project performance than its American counterpart. And I do mean a bit: blacked-out window chrome and [optional] mucho macho Proteus 18” wheels flaunting gold brake calipers. Compared to the gold standard in this niche, Audi’s S and RS Avants, the XTSW looks like a small station wagon wearing oversized running shoes.

At least it’s a small station wagon. With the rear seats folded down, antique dealers and their empty nest clients will be well pleased with the Jag’s class-leading cargo hole, complete with large, properly positioned tie-down rings. With the rear seats in place, schleppers must pack their gear to the rafters. Unfortunately, without a cargo net, passengers risk death by Tumi. In compensation, Jaguar provides a Styrofoam-lined underfloor hole with a 12-volt power point– perfect for hiding your recharging laptop from nosey Narcs.

100_0068.jpgForget utility. Our tester’s Sport Premium interior just wasn’t going to let the performance theme die a dignified death. The dash was afflicted with a carbon fiber veneer, a material that belongs in a Jaguar station wagon like Spandex shorts belong on an English footman. The Sportwagon’s thick, leather wrapped steering wheel, highly bolstered seats and six-speed gearbox underlined the model’s accelerative intent. The silver-rimmed white-on-black gauges are elegant in a Darth Vader kinda way, but they lack the large print legibility Jaguar’s target demographic requires.

Before we evaluate the Sportwagon’s sportiness, it’s important to note that Jaguar fits the US version with ye olde 3.0-liter Duratec V6, four wheel-drive and a price tag knocking on 40 large. Our English sacrilege special came with a 2.2-liter diesel, front wheel-drive and a $50k sticker.

OK, fire-up the oil burning Sportwagon. The ensuing clatter sounds like a Manhattan deli dishwasher heard through airplane earplugs. Never mind the noise, feel the G’s! Actually, the first G is “Gee, when is this thing going to get going?” The second is “Gee, why would anyone put this much torque into a front wheel-drive car?” But the third G stands for genuine grunt. Don’t be fooled by the Sportwagon’s distinctly unsportsmanlike 9.3 second zero to sixty sprint. At 2000rpm, the Sportwagon surges with genuine conviction. You’re all done at 4000rpm, but it’s a hoot while it lasts.

100_0066.jpgIn terms of handling, the Sportwagon suffers from a bad case of luxosport bi-polar disorder. The power-assisted steering works wonderfully around town, but makes at speed positioning and mid-course corrections a distinctly dodgy business. The brakes feel pliable in the ‘burbs, seriously squidgy anywhere else. If you somehow master the art of speeding and nothingness, you face yet another dynamic challenge: the Sportwagon’s six speed box is as rubbery as Jim Carrey’s malleable mug.

But abyssmal ride quality is this car’s greatest sin. If the Sportwagon displayed sufficient grace over rough surfaces, you could simply dismiss its sporting pretensions as a bit of harmless, largely theoretical fun, kick back, savor the mileage and cruise. But the Sportwagon’s engineers were determined to make this beast stay flat and level in the corners—which it bloody well does— no matter how poor the resulting ride. Wrong answer.

100_0067.jpgYes, well, God knows there’ve been a lot of those over at Jaguar since Ford assumed control of the storied English automaker. The diesel Jaguar Sportwagon embodies all the brand’s failed attempts at snatching some of BMW’s success (even the name sounds like a German translation). Hello? Jaguar didn’t make its bones building ultimate driving machines. They crafted saloons and sports cars with pace and grace. Unless Jaguar returns to their founding formula, laughable distractions like the Sportwagon will be their undoing.

The XK series (XK8 and XKR) is a grand tourer produced by the British automaker Jaguar since the 1997 model year. It is the replacement of the XJS, and is available as a coupé and convertible. Currently in its second gereration, the XK8 was the first 8 cylinder vehicle produced by Jaguar, when the Jaguar AJ-V8 engine was introduced.

The 1997 XK8 was available in coupé or convertible body styles and with either a supercharged 390 hp (287 kW) or naturally aspirated 290 hp (213 kW) engine. The supercharged variant is known as the XKR. The first-generation XK series shares its platform with the Aston Martin DB7. Both cars are derived from the Jaguar XJS, though the platform has been extensively changed.

Both the XK8 and XKR are limited to a top speed of 155 mph (250 km/h) by a computer governor, giving them a lower top speed than the car they replaced. The XK8 heralded a change in direction for the company, resulting in the S-Type and X-Type.

Several limited-edition XKR coupés and convertibles have been produced to mark important events in Jaguar’s history.

The first was the 2001 XKR Silverstone, of which only 250 were released in North America, on a total of 600 worldwide(first edition: 100 (For Europe only), then 500 more (sold worldwide)). It featured a Platinum paint finish, high-performance package (same engine than standard XKR, but improved transmission, suspension and brakes and 20″ Silver BBS Detroit wheels) and custom interior.

The XKR 100 followed in 2002, of which 30 coupés and 270 convertibles were sold in North America. The XKR 100 featured an Anthracite paint finish, 20-inch modular wheels, Brembo brakes, and custom interior.

Finally, the XKR Portfolio emerged for 2004. Two hundred were released in North America: 100 in Jupiter red and 100 in Coronado blue. It featured 20-inch alloy wheels and custom color interior.
For an auto enthusiast, the decision on what the next car purchase might be—without thinking too much about money—could cause a bit of a predicament. Cars these days are built to be enjoyed, and each manufacturer is quick to capture or create a new market segment. So if you are in the market for a hip sports convertible that feels good, gives you a sense of security, handles the road capably and fulfills your fantasies about a life of luxury, consider taking this cool cat out for a spin. We liked it and would not mind driving it daily.

It’s a big car but remains quite nimble. The engine is smooth and responsive at all times. Rear passenger space is strictly for leprechauns; on the other hand, the trunk will give you more capacity than you’d expect. Of course you’ll want to drive it with the soft top down, but if cocooned, you’ll still have a lot of room and decent rear visibility.

We simply love little details like rain-sensing wipers. We’re also particularly keen on some of the mechanical components, namely the dynamic stability control, the smart six-speed automatic transmission, variable-cam phasing, four-wheel disc brakes with ABS and the adaptive cruise control.

Both the XK8 and XKR come standard with 18-inch alloy wheels, and 19 and 20-inch wheels are available for additional cost. A navigation system and self-leveling xenon headlamps come standard with the XKR and as options for the XK8. Jaguar’s Adaptive Cruise Control is an optional feature available on both models. Both come with all-leather interior, burl walnut trim, and side airbags. The XK series ranges in price from US$69,830 – US$86,330.

The grille design of the XKR was refreshed for the 2005 model year.

Jaguar also produced a concept car called the XKR-R which was very similar to the production XKR, but with a more powerful engine and improved handling. The naming convention is similar to that of the S-Type R special edition. Unlike the S-Type R, it has not yet been approved for manufacturing, and is now unlikely to ever be produced.

Both the XK8 and XKR are limited to a top speed of 155 mph (250 km/h) by a computer governor, giving them a lower top speed than the car they replaced. The XK8 heralded a change in direction for the company, resulting in the S-Type and X-Type.

Several limited-edition XKR coupés and convertibles have been produced to mark important events in Jaguar’s history.

The first was the 2001 XKR Silverstone, of which only 250 were released in North America, on a total of 600 worldwide(first edition: 100 (For Europe only), then 500 more (sold worldwide)). It featured a Platinum paint finish, high-performance package (same engine than standard XKR, but improved transmission, suspension and brakes and 20″ Silver BBS Detroit wheels) and custom interior.

The XKR 100 followed in 2002, of which 30 coupés and 270 convertibles were sold in North America. The XKR 100 featured an Anthracite paint finish, 20-inch modular wheels, Brembo brakes, and custom interior.

Finally, the XKR Portfolio emerged for 2004. Two hundred were released in North America: 100 in Jupiter red and 100 in Coronado blue. It featured 20-inch alloy wheels and custom color interior.

Both the XK8 and XKR come standard with 18-inch alloy wheels, and 19 and 20-inch wheels are available for additional cost. A navigation system and self-leveling xenon headlamps come standard with the XKR and as options for the XK8. Jaguar’s Adaptive Cruise Control is an optional feature available on both models. Both come with all-leather interior, burl walnut trim, and side airbags. The XK series ranges in price from US$69,830 – US$86,330.

The grille design of the XKR was refreshed for the 2005 model year.

Arden has dedicated itself for over 30 years to the tuning of British cars and is one of the leading addresses for customers looking to emphasise the typical features and customise their Jaguars and Range Rovers. Arden has already devised an extensive range of modifications for the latest XKR model from Jaguar. As the Arden XKR AJ 20 Coupe, this big cat stands out with a displacement-increased engine and offers pure, unadulterated Jaguar enjoyment plus that distinguishing Arden touch.

Arden rebuilds the 4.2 l V8 completely new and sharpens the claws of this big cat by increasing its displacement. The displacement increase to 4.5 l is achieved by fitting a crankshaft specially produced for Arden, along with new con rods and pistons. Arden optimises the lubrication and the cooling and, in doing so, guarantees a long service life of the components, as it also does through its more than 20 years of experience in the field of Jaguar engine tuning. In conjunction with the modified intake and exhaust systems and sports catalytic converters, the fully recalibrated EMS produces an emphatic but harmonious power boost, whilst retaining the original exhaust gas classification. For drivers, these modifications translate into a vast increase in driving pleasure primarily due to the result of the compressor. Arden releases through the supercharged 4.5 l an impressive 480 hp / 353 kW and a mighty torque of 640 Nm at 3,850 rpm. This guarantees a confident acceleration from 0 to 100 km/h in 4,1 seconds! A top speed of 305 km/h (reached on the test track in Papenburg, Germany) makes the Arden AJ 20 the fastest Jaguar currently on the road.

In neutral, the Arden AJ 20 purrs as softly as a kitten. But watch out when it stretches out its claws! The Arden AJ 20 Coupe expresses its additional power in the form of a deep growl, produced by a sports silencer system with the four chrome-plated tailpipes. Upon request, the system can be extended at any time up to a performance-enhancing complete system that includes catalytic converters.

With the AJ 20 Coupe, Arden contrasts the more delicate appearance of the production version with a muscular look. At the front, the coupe is given an impressive “face” by fitting the Arden front spoiler featuring large air inlets. New side sills, also incorporating air inlets, continue the front design and create the appearance of the car being lower to the road. Arden swaps the side vents in favour of its own, colour-contrasting versions. The rear end constitutes the logical conclusion defined by the front design. Like the front section, the rear apron also features cooling openings. To effectively reduce the lift and to make it more sure-footed, Arden equips its AJ 20 with a rear spoiler, which blends perfectly into the basic design.

At the same time, Arden proves that attractive form and function need not be opposites, then the perfectly fitting, sporty, elegant aerodynamic kit provides not only a more enhanced appearance, but distinctly reduces the Cd value. During comprehensive wind tunnel testing, Arden succeeded the good Cd value of 0,385 pushed to an even better 0,357. A stunt not every vehicle modifier can accomplish!

When out hunting, big cats should always maintain good contact with the ground. For this reason, Arden modifies the suspension. The Jaguar specialist provides the AJ 20 with a complete sports suspension with specially produced shock absorbers. The fine tuning is designed to meet the ambitious sports driver and offers the best trade off of comfort and sportiness. Arden conducted extensive test drives on public roads and sealed-off race circuits.

The big cat creeps up on its prey on new 21″ wheels (FA: 9 x 21″ with 255/35R21″, RA: 10 x 21″ with 295/30 R 21″) in the exclusive and further advanced Arden “Sportline” design, produced by using latest state-of-the-art machines. In conjunction with the Arden sports suspension, they constantly optimise the road contact and successfully round off the appearance of the Arden AJ 20.

Arden has also proven to be an expert in know-how when it comes to the interior. For instance, the in-house upholsterer and Arden designer joiner’s workshop are responsible for numerous styling components. Anyone who prefers the famous British noblesse can order high-grade wood interior trim inserts. Motor racing fans will opt for sophisticated carbon-fibre trims to adorn the cockpit. Upholsteries in leather or Alcantara lend the car an extra special luxurious atmosphere.

Type: Supercharged V8
Displacement cu in (cc): 256 (4196)
Power bhp (kW) at RPM: 420(313) / 6250
Torque lb-ft (Nm) at RPM: 408(560) / 3500
Redline at RPM: n.a.
Brakes & Tires
Brakes F/R: ABS, vented disc/vented disc
Tires F-R: n.a.
Driveline: Rear Wheel Drive
Exterior Dimensions & Weight
Length × Width × Height in: 195.3 × 80.8 × 57.5
Weight lb (kg): 4194 (1901)
Performance
Acceleration 0-60 mph s: 5.1
Top Speed mph (km/h): 155 (250) – electronically limited
Fuel Economy EPA city/highway mpg (l/100 km): 15/31 (12.6)

Jaguar executives who saw the concept were sufficiently impressed to formally commit company resources to producing a car for the 1988 British Motor Show. Tom Walkinshaw Racing was tapped to produce a 6.2 L version of Jaguar’s legendary V12 engine with four valves per cylinder, quad camshafts and a target output of 500 hp (373 kW). The all wheel drive system was produced by FF Developments who had experience with such systems going back to the 1960s and the Jensen FF. The styling of the car was done by Keith Helfet and included scissor-style doors similar to those in use by Lamborghini in several of their cars. The name XJ220 was assigned as a reference to the targeted top-speed of 220 mph (354 km/h).

The prototype car was significantly heavier at 1560 kg (3440 lb) than other Jaguar racers like the XJR-9. But as it was intended to be, first and foremost, a roadcar, it would be more appropriate to compare it with something like the XJS; in spite of being 30 in (762 mm) longer and 10 in (254 mm) wider and even with the added weight of the all wheel drive system, the XJ220 was still 170 kg (375 lb) lighter than the XJS.

The car was officially announced in 1989 with a price of £361,000 ($580,000 USD) and prospective buyers were expected to put up a deposit of £50,000 ($80,000 USD) to be put on the waiting list for delivery. Because Jaguar promised to limit initial production to 220 units and that total production would not exceed 350, many of those who put deposits on the cars were speculators who intended to sell the car at an immediate profit.

The production version of the car was first shown to the public in October 1991 after undergoing significant changes. The most obvious of which was a completely different drivetrain and the elimination of the scissor doors. TWR was charged with producing the car and had several goals/rules in producing the car: the car would be rear wheel drive instead of all wheel drive; turbocharged V6 instead of the big V12; and performance goals of over 200 mph (300 km/h), 0 to 60 mph (100 km/h) under 4 s, and the lightest weight possible.

The 6.2 L V12 had been judged too difficult to get past increasingly strict emission regulations and there were also reportedly some design problems caused by the size of the power plant. It was replaced with a Tom Walkinshaw-developed 3.5 L V6 based on the engine used in the Rover Metro 6R4 rally car and fitted with twin Garrett T3 turbochargers, generating 549 bhp (409 kW) of maximum power at 7000 rpm and 473 ft·lbf (641 N·m) of torque at 4500 rpm. This engine was not only the first V6 in Jaguar’s history, but also the first to use forced induction. In spite of the smaller displacement and half the number of cylinders, the engine produced more power than the V12 would have. However, potential customers judged the exhaust note to be harsh and the lag from the turbos to be an annoyance. Also missing from the production version of the car was the Ferguson all wheel drive – the production car had only rear driven wheels, through a conventional transaxle – and the ABS.

The car entered production in 1992 in a purpose built factory at Bloxham near Oxford, and the first cars were delivered to customers in July. Original customers included Elton John and the Sultan of Brunei.

Many of the initial customers were dissatisfied not only with the modifications to the original specification but the significant increase in delivery price from the original £361,000 to £403,000 ($650,000 USD). Further complicating the issue was Tom Walkinshaw’s offer of the faster (by acceleration, not top speed), more expensive and more exclusive XJR-15 which was based on the Le Mans champion XJR-9. Some customers reportedly either sued Jaguar or threatened to sue—in any case, Jaguar gave the customers the option to buy themselves out of the delivery contract, as a result, many of the owners challenged Jaguar in court where the Judge eventually sided with Jaguar.

In spite of the drama surrounding its creation, a total of 281 cars were made and by 1997, few of these remained available for sale new at £150,000. Nowadays, it remains a sought-after collectible supercar.

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Jaguar XF C-XF Concept Car from Detroit NAIAS

Jaguar unveiled an all-new 2006 car, called simply the “XK”, at the Frankfurt Motor Show in September 2005. It uses the new XJ’s aluminium chassis and is offered as both a coupe or convertible (incidentally, in a quite different manner to the way sports cars are usually designed, the coupé is based on the convertible. This meant that the engineers could design the convertible without the drawbacks of the car looking like, and actually being, a coupe with the top chopped off. This, coupled to the ultra-rigid aluminium spaceframe makes the XK convertible exceptionally rigid for a car of its type, offering an extremely impressive driving experience). For the moment, it is powered by a 300 hp (225 kW) version of the 4.2 L AJ-V8. However, in October, a supercharged version with 420 hp (300 kW) will be offered (again, in both coupé and convertible forms). There have been rumours that an XKR-R with over 500 hp and an even more involving drive is on the way.

The new XK closely resembles the ALC Coupe concept which was first seen at the 2005 North American International Auto Show. The designer, Ian Callum, was also responsible for Aston Martin’s DB7 and Vanquish coupés, which explains the similarities in design among the three cars.

The new XK’s grille is inspired by that of the 1961 Jaguar E-Type.

The new XK has introduced a world first in pedestrian safety, PDBS (Pedestrian Deployable Bonnet System). In numerous pedestrian collisions with vehicles, head injuries occur when a pedestrian’s head impacts with the bonnet of the vehicle. However, the injuries are not usually sustained from the bonnet itself, rather the bonnet deforming and the pedestrian’s head colliding with the engine block underneath. European Pedestrian Safety Regulations are also responsible for some of the similarity between the XK and some of Callum’s other designs.

Jaguar’s innovation is to have sensors in the front bumper that determine if a pedestrian has indeed been struck and this then triggers two pyrotechnical charges that instantaneously lift the bonnet, providing extra distance between engine and head. In effect, the bonnet becomes the exterior equivalent of an airbag: The hood’s sheet metal may not be soft, but it’s much more accommodating than a solid engine block.

This potentially life saving device has awarded the all-new Jaguar XK the Engineering and Technology Award at the prestigious Prince Michael International Road Safety Awards in London. Hopefully other manufacturers will also adopt this technology and the incidence of life-threatening head injuries from pedestrian impacts will be a thing of the past.

The XK convertible was introduced for 2006 at the 2006 North American International Auto Show. It weighs 3759 lb (1705 kg) and features a conventional cloth top that will open or close in 18 seconds.

Looking purely at Jaguar’s most recent vehicles, it would be easy to say that the brand is on a roll. Especially if you focus in on the lithe, luxurious XJ sedans and the new XK coupes and convertibles, Jaguars are, by a long shot, better than they’ve been in decades and arguably, the best ever. They’re well built, with striking designs, and engineered as well as anything from Germany . But despite the wonderful products coming from the brand, with Ford’s financial woes, and the reputation of Jaguar in recent years as a loss leader, there are rumblings that the brand faces an uncertain future. Despite that, they’re doing everything but hanging on in quiet desperation.

Earlier this year, Jaguar introduced its all-new XK coupe and convertible. With a completely new chassis, including a lighter, stiffer, all-aluminum body, beautifully designed inside and out, with a uniquely British style, the new XK is a revelation among grand touring coupes.

While the new XK, thanks to its lighter weight, is already about as fast as the former XKR, it’s been no secret all along that an even higher-performance, supercharged XKR version was on the way.

It’s almost here. Set to arrive in dealerships beginning in October, the new XKR gets 120 more horsepower (40 percent more) than the XK, yet the ‘R’ tips the scales only slightly heavier than the XK and about 200 pounds lighter than the last-generation XKR. With 420 horsepower on tap for well under 3700 pounds for the coupe, the XKR has an impressive power-to-weight ratio that’s actually 36 percent better than the standard XK. The Mercedes-Benz SL55 and M6, though they have more power, are also considerably heavier and it’s not that big of a difference.

Power comes from Jaguar’s familiar aluminum DOHC V-8 with four valves per cylinder, but it’s been specially tuned for the XKR – and of course, given the ‘R’, fitted with a supercharger. Intake valve timing is variable for the first time on the XKR.

Love it or hate it, that familiar supercharger whine underhood is an expected sideshow. But one of the first things you may notice after firing up the engine with the red, console-mounted start/stop button is that it’s remarkably absent of blower sound. The same supercharged engine is also offered in the S-Type R and the XJR, but it sounds quite different in the XKR, more like a naturally aspirated engine. Jaguar engineers intentionally tuned out much of the whine; you only notice the ‘blown’ induction sound and supercharger whine at full throttle, or near it. In all, engineers say that peak supercharger noise has been reduced by five decibels versus the previous XKR. While intake noise is muted, the exhaust instead has been tuned beautifully, with a raucous, throaty V-8 sound at full rip. At idle it has the smooth character of a German V-8, but when being driven hard it has more the character of an Italian exotic crossed with an American muscle car. That great compromise between quiet cruising and raucous power delivery when driving fast was achieved through an Active Exhaust system, which alters the flow through the primary silencer depending on throttle position and revs.

No manual gearbox is available in the XKR, but that’s okay. The ZF automatic is perhaps the fastest-shifting traditional automatic in any vehicle, with the capability of shifting in less than 0.6 seconds – 0.4 seconds faster than a typical automatic and 0.1 seconds faster than the best automated manual systems, according to Jaguar. The transmission essentially has three modes. In the normal ‘D’ position, there’s more of an emphasis toward smoothness and everyday drivability, while in the ‘S’ sport mode, gears are held much longer and downshifts are more rapid – with an expertly timed throttle blip for downshifts. What’s more, transmission logic is very attuned to vehicle dynamics, downshifting whenever needed for hills and sharp corners. If the transmission isn’t doing quite what you want it to do – or if you just want to feel more like a race driver – you can do the shifting yourself via the great paddle system beside the steering wheel.

Quicker than Aston Martin

Off the line, the XKR doesn’t feel that much quicker than the XK – it’s probably just a matter of traction, as it uses all it can get. But the XKR’s acceleration is significantly improved versus the standard XK, and the difference between the two vehicles becomes more pronounced at high speeds. 0-60 is achieved in only 4.9 seconds – a full second faster than the 300-hp XK, and a hair faster than the new Aston Martin V8 Vantage – while the 50-70 time is increased 25 percent faster than the XK and the 60-90 time is 30 percent faster.

It gets even better out on a curvy road, though, which isn’t always the case for a larger GT like the Jag. The lightning-quick throttle response and rapid-fire, throttle-blip downshifts, and the very satisfying sounds are the stuff of dreams on a curvy road, especially when just how comfortable you’re kept in the process.

Taking a step back, it’s beautiful – dare we say gorgeous – from any angle, as either a coupe or convertible, cleanly styled and not at all cluttered or overly flashy. Jaguar exercised restraint with the XKR, saying that its customers want subtle changes and an exclusive feeling that’s neither too conservative nor too flamboyant. Differences on the XKR are limited to twin (functional) air intakes (they say ’supercharged’), aluminum mesh grilles in front, aluminum-trimmed side gills just behind the front wheels, additional aluminum trim in back, ‘R’ black brake calipers, a quad-tip exhaust and lower rear fascia, a unique 20-inch wheel option, and ‘R’ badging.

Inside, the XKR has some modest upgrades over the XK’s already posh interior, including sport seats with more lateral support. ‘R’ badging is added throughout, but it’s not overstated. There’s also an aluminum-weave trim used that’s unique to the XKR. Burl walnut or poplar woods are available as no-cost alternatives. Otherwise, there’s a standard DVD navigation system and screen-driven interface for the sound system and climate control, among other things. The interface is extremely easy to navigate through, with a home button that instantly brings you back to the main menu if you want to access a feature quickly.

Versus the XK, the XKR gets considerable improvements to its brakes and suspension. Discs have 26 percent more braking surface, while cooling efficiency has been improved by 37 percent. The heftier brakes can haul the XKR down from 60 to zero in half the time it takes to accelerate back to 60. The spring rate is also significantly stiffer (by 38 percent in front and 26 percent in back), the rollbar is a millimeter thicker, and the dampers are 25 percent firmer all around. There’s also a rear strut-tower brace that’s been added to match the more aggressive setup.

To match, the calibration for the CATS (Computer Active Technology Suspension) system – that switches the dampers between soft and firm – has been tweaked for better reflexes. Though the system’s response time is the same, it’s now more sensitive to inputs and more likely to switch from soft to firm sooner. It does a great job of keeping the ride smooth and supple yet firming up when the situation demands it.

The variable-ratio, electro-hydraulic Servotronic steering system has speed-sensitive variable assist and is fit for a surprisingly wide range of driving needs and conditions. The steering doesn’t communicate the road surface much, if at all, but it does bring the best of both potential sides of the GT coin, with fingertip-light response in leisurely low-speed driving and also nice weighting and feedback when muscling through corners and cruising at high speed.

Unlike the former XKs, the stability control system is truly tuned for performance driving, allowing the tail to get just a slight bit out of line at low speeds before nudging it firmly back in place with the brakes. Turning the traction control completely off would be risky, but there’s an in-between setting – accessed by holding down the stability control button for a short time – that allows a larger slip angle and a little more tail-out fun at low speeds.

Overall, the chassis is just so capable, and the electronics so good at keeping everything in check that the XKR feels like it could handle even more power. On our relatively empty test roads, in the Basque region of Spain, with plenty of variety between high-speed sweepers, small villages, and tight esses, it was extremely easy to get into a smooth driving rhythm, and we often don’t realize just how fast we were driving until looking down at the speedometer. We clocked time in both a coupe and convertible, and the coupe, and found both of them very solid, stable, and quiet at triple-digit speeds. Even the convertible, with its triple-layer soft top up, was quiet enough inside for a normal conversation at about 90 mph, and the wind buffeting was nice enough with the top down to not require shouting at the same speed.

Whether to choose the coupe or the convertible may be your most daunting choice. The former XKR was split toward the convertible by 88 percent, though the coupe is expected to be considerably more popular this time. The new XK coupe has already been selling at a rate of 30 percent. Buyers are on to something; the coupe has some beautiful lines, especially from the back, but the convertible has its strengths, too – it’s one of few drop-top models that still looks beautiful with the top up.

Our only minor gripes involved some subtle details inside the beautifully trimmed cabin. The seats, we thought, were comfortable, but cushions were short and they could have used much more lateral support to handle the formidable grip from the sticky Dunlop tires. The only other complaint also dealt with the seating position, as the top of the center console functions as an armrest, but it’s a different height than the rather hard armrest built into the door. Major options include a Luxury Sports interior package, including softer-grain leather for the seats and door and dash trim.

There’s actual room for stuff as well, whether you get the coupe or convertible. In the coupe, the trunk is quite roomy, with a flat cargo floor that’s a bit high, but there’s still plenty of space for a couple of duffel bags or a large suitcase.

A niche player, making a deserved popularity play

Feature for feature, the XKR coupe looks to be sportier than the BMW 650i, Cadillac XLR, and Mercedes-Benz SL550, yet considerably cheaper than the M6 coupe, the Cadillac XLR-V, or the Mercedes-Benz AMG SL55. It rivals the former three for comfort, and it feels considerably more sprightly and athletic. Yet it’s more affordable and more livable day-to-day than the latter three. In price, it has an advantage, with the coupe starting at $86,500 and the convertible at $92,500, making it a bargain in a relative sense.

Of course, exclusivity becomes a priority for many of those shopping in this price class, so the XKR can’t become too popular. Jaguar won’t commit to producing specific numbers, but to date Jaguar sold only about 8000 last-generation XKRs over eight years. There were about four times as many XKs sold, but even with those numbers XKs aren’t a common sight. Jaguar says that there are already about 1300 orders for the new XKR – in addition to 9000 XK orders to date and 5000 total vehicles delivered – so the new XK is already looking far more popular than the vehicle it replaces. And, perhaps, more likely to bring Jaguar back into the black.

The XK and XKR establish an enviable image for the Jaguar brand; let’s just hope that Jaguar product planners are prescient enough to bring some of the character of this vehicle into the upcoming S-Type sedan, which may be Jaguar’s last chance to make it or break it…if Ford holds on that long.

We can’t emphasize enough just what a revelation the new XK and XKR are, whether compared to the previous, outdated XK8/XKR or to the modern competition. The XKR’s appeal is definitely a niche, but one with wide grand touring appeal. For those who are willing to pay the modest premium for the XKR, it’s even more of a good thing.

2007 Jaguar XKR
Base price: $86,500
(coupe); $92,500 (convertible)
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Engine: 4.2-liter V-8, 420 hp/413 lb-ft
Drivetrain: Six-speed automatic transmission, rear-wheel drive
Length x width x height: 188.8 x 81.5 x 52.0 in
Wheelbase: 108.3 in
Curb weight: 3671 lb (coupe); 3781 lb (convertible)
Fuel economy (EPA city/hwy): N/A
Safety equipment: Dual front and side airbags; anti-lock brakes with Brake Assist and Electronic Brake Force Distribution, traction control and stability control, pop-up rollover bar (convertible)
Major standard equipment: DVD navigation, keyless start, xenon headlamps, six-disc in-dash CD changer and MP3-compatible sound system, rear parking assist, Bluetooth compatibility
Warranty: Four years/50,000 miles

Straight from Europe’s Extreme TV Gumball series delve right into the madness, fury and comedy of the Gumball Rally. This is a must see for all Gumball fans.

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Details of the concept were officially unveiled by Jaguar on 3 January 2007.

The current and previous generations of Jaguar cars were notably “retro” in design, being heavily influenced by styling cues from classic Jaguars from the 1960s. The C-XF represents a departure from that design strategy. Although the C-XF has four doors, its shape is very much that of a coupe, following a design trend started by the already super-successful Mercedes-Benz CLS-Class. Jaguar knows this approach will limit the potential market for the car but that’s all part of the plan. The latest thinking within Jaguar is that its current woes are down to an overly ambitious, poorly conceived and executed plan to turn Jaguar into a large-volume rival for BMW, Mercedes-Benz and Audi. So now, instead of building the 200.000 cars per year, mooted at the turn of the century it will aim for somewhat less than 100,000, turning Jaguar into an exclusive, low-volume manufacturer of high-quality premium sporting cars. The Jaguar XK was the first tentative step in this direction the XF is the giant leap, as Ian Callum puts it: Jaguars should be perceived as cool cars, and cool cars attract interesting.

Jaguar unveiled an all-new 2006 car, called simply the “XK”, at the Frankfurt Motor Show in September 2005. It uses the new XJ’s aluminium chassis and is offered as both a coupé or convertible (incidentally, in a quite different manner to the way sports cars are usually designed, the coupé is based on the convertible. This meant that the engineers could design the convertible without the drawbacks of the car looking like, and actually being, a coupé with the top chopped off.

This, coupled to the ultra-rigid aluminium spaceframe makes the XK convertible exceptionally rigid for a car of its type, offering an extremely impressive driving experience). For the moment, it is powered by a 300 hp (225 kW) version of the 4.2 L AJ-V8. However, in October, a supercharged version with 420 hp (300 kW) will be offered (again, in both coupe and convertible forms). There have been rumours that an XKR-R with over 500 hp and an even more involving drive is on the way.

The new XK closely resembles the ALC Coupe concept which was first seen at the 2005 North American International Auto Show. The designer, Ian Callum, was also responsible for Aston Martin’s DB7 and Vanquish coupe’s, which explains the similarities in design among the three cars.

The new XK’s grille is inspired by that of the 1961 Jaguar E-Type.

The new XK has introduced a world first in pedestrian safety, PDBS (Pedestrian Deployable Bonnet System). In numerous pedestrian collisions with vehicles, head injuries occur when a pedestrian’s head impacts with the bonnet of the vehicle. However, the injuries are not usually sustained from the bonnet itself, rather the bonnet deforming and the pedestrian’s head colliding with the engine block underneath. European Pedestrian Safety Regulations are also responsible for some of the similarity between the XK and some of Callum’s other designs.
2007 Jaguar XKR
2006 Jaguar XK convertible

Jaguar’s innovation is to have sensors in the front bumper that determine if a pedestrian has indeed been struck and this then triggers two pyrotechnical charges that instantaneously lift the bonnet, providing extra distance between engine and head. In effect, the bonnet becomes the exterior equivalent of an airbag: The hood’s sheet metal may not be soft, but it’s much more accommodating than a solid engine block.

This potentially life saving device has awarded the all-new Jaguar XK the Engineering and Technology Award at the prestigious Prince Michael International Road Safety Awards in London. Hopefully other manufacturers will also adopt this technology and the incidence of life-threatening head injuries from pedestrian impacts will be a thing of the past.

The XK convertible was introduced for 2006 at the 2006 North American International Auto Show. It weighs 3759 lb (1705 kg) and features a conventional cloth top that will open or close in 18 seconds.