Jaguar XK : SUCCESSION PLANNING

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The XK model established a key precedent in Jaguar's rapid progression from retro to stridently modernist styling. It's hard to see how the company could have got it more right as Andy Enright reports

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

Perhaps rules is too strong a word. Custom is possibly better, and custom tends to dictate that each successive model on a given theme is bigger and heavier than the one that precedes it. Not this one. This XK may be a mere 1.5cm longer than the old XK8, but thanks to that advanced aluminium construction, its weight has plummeted to 1660kg for the entry-level car even with the 5.0-litre V8 engine in the nose. The XK's svelte lines aren't just an automotive trompe l'oeil. This car possesses an athleticism the old car can't match. If you were to design a template for how a grand touring coupe or convertible should drive, there are a few givens. You'd need a very stiff, modern chassis that allowed the suspension to do its work. You'd also want a modern, powerful engine, great steering and a quick-witted automatic gearbox. Check all of those for the Jaguar XK. One word of advice would be to skip the 20-inch alloy wheel option as these do have quite a noticeably detrimental effect on ride quality. Plus you won't want to look like Rio Ferdinand on a shopping trip. The XK coupe's 5.0-litre V8 (up from 4.2-litres) is good for 380bhp and will wallop the car to 60mph in just 5.2s and on to a top speed of 155mph. Slipping the tactile JaguarDrive Selector into manual mode is the key to getting the best out of the XK's performance and while the Jaguar never feels resolutely sporty, the chassis is supremely talented should you really lean on it. The six-speed gearbox is an advanced Jaguar Sequential Shift effort designed to adapt to the driving style and deliver instantaneous gear changes at the flick of a wheel-mounted paddle.

"Both the coupe and convertible have quickly become recognised as the benchmark cars"

The most recent exterior changes for the XK include a slightly revised front end, restyled LED rear lights and a smarter lower rear body valance. Inside the cabin, there's the clever JaguarDrive Selector first seen on the XF saloon. Otherwise, the XK's design remains the same assured piece of work. That oval front grille and the way the rear cabin tapers in over the haunches is classic E-Type. Even the front badge is a nod to this illustrious sports coupe. The car looks sinewy and muscular, the sheet metal stretched over something seriously purposeful. There's a welcome injection of practicality to the XK. Whereas the old XK8, this car's predecessor, was astonishing in having such a huge `footprint' but such a tiny passenger compartment, the XK is a more spacious car altogether. The high hipline remains, but Jaguar have worked at making the interior feel a good deal airier, with a low scuttle and clever use of colour combinations. The wheelbase has increased by 162mm, and rear occupants will notice the difference immediately. Up front, there's way more room around the pedal box and beneath the steering wheel. Gone is the rather mean boot of the XK8 - unforgivable in a car with Grand Touring pretensions - and in its place is a more versatile hatchback arrangement with 330 litres of space. Extensive use of aluminium means that the XK's weight is refreshingly low. Leaving aside the supercharged XKR models, Jaguar XK owners are faced with a fairly straightforward choice; hard top or soft top. You could go for the fixed head coupe, or alternatively, the privilege of sunburning your bonce will cost you another £6,000. The interior is rather restrained in the best Jaguar traditions. The old `Spitfire wing' plank of wood that ran across the dashboard has been ditched, with a driver focused binnacle, a broad centre console and a rethink in the use of materials. The latest models feature revised door switch packs, column stalks and a choice of wood of aluminium trim inserts. In my opinion, the XK looks better with a little less lumber in the cabin. This is a modern car and it doesn't need to feel clubby and quaint. The Jaguar Smart Key system utilises a push button keyless entry/starting system. High technology features offered on the XK include adaptive bi-xenon lights, switchable TRAC stability control and traction control, Protec dynamic headrests, adaptive cruise control and the option of a tyre pressure monitoring system and run-flat tyres. The brakes have been upgraded with larger, ventilated discs with four-channel ABS. Unlike most digital ABS systems, Jaguar use analogue valves in the hydraulic control unit that subtly vary the brake pressure at each wheel allowing drivers to benefit from better steering response during particularly heavy braking. In absolute terms, the Jaguar XK is an expensive car to run, but compared to its key rivals it soon emerges as something of a bargain. The list price of the car is competitive and this is bolstered by very good residual figures. Buy a BMW 650i Sport coupe and you'll retain 4 per cent of its new value three years down the road. The Jaguar trounces that with a 55 per cent residual value, one reason why its 139.4p per mile running costs are so good for its class. Fuel economy is acceptable if you're not too oafish with the throttle pedal, Jaguar claiming a rather optimistic 25mpg average. Insurance is Group 19 for the coupe and Group 20 for the Convertible. Where the XK scores poorly is in terms of servicing costs over three years, Jaguar menu pricing being even higher than BMW or Mercedes. Offset this with a reliability record that is even better than the German marques and you have a car that competes very well in terms of price and ongoing running costs. It's not often that we Brits get something unreservedly right. More often than not there are some quite fundamental faults that we blithely attribute to `character'. The Jaguar XK is not from this well-worn mould. It's a genuine five-star car that can compete and face down the best that the German prestige brands can throw at it. In most respects it is competitive and in a few it is clearly superior. The fact that its closest rival is probably the far more expensive Aston Martin V8 Vantage speaks volumes about the Jaguar's blend of abilities. Both the coupe and convertible have quickly become recognised as the benchmark cars in their respective fields and this has caught the likes of BMW and Mercedes on the hop. Audi has countered with its sportier R8 but there's plenty of space in the market for the GT-focused Jaguar and the more aggressive R8 to coexist. The rest? They've got a case study in survival of the fittest on their hands.

Facts At A Glance
CAR: Jaguar XK range
PRICE: £59,900-£78,400- on the road
INSURANCE GROUPS: 19-20
CO2 EMISSIONS: 236-296g/km
PERFORMANCE: [Coupe] Max Speed 155mph / 0-60mph 5.2s
FUEL CONSUMPTION: [Coupe] (combined) 25.2mpg
STANDARD SAFETY FEATURES: Twin front and side airbags / ABS / EBD / TRACS stability and traction control
WILL IT FIT IN YOUR GARAGE?: (coupe) Length/Width/Height 4791/2070/1322mm