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Jaguar's new XK is a real driver's car
Jaguar’s design team under Ian Callum
faced a tough challenge in creating the new Jaguar XK Coupé and
Cabriolet. To satisfy the traditionalists, the new model had to
have the unmistakable looks of a ‘big cat’. But, at the same time,
it was important for the future of the company it would appeal to a
new, younger generation of buyers.
The new XK certainly has traditional Jaguar design cues. Most notable is that distinctive oval front air intake, so reminiscent of the all-time classic Jaguar E-type. But, at the same time, the lines are sharper and the almost sculptural style of the lights is bang up-to-the-minute.
Inside, the traditional hefty plank of wood veneer has been consigned to history. In its place the new XK has a thoroughly modern interior with aluminium highlights – although you can opt for wood if you must!
These more modern looks go much more than skin deep. The new Jaguar XK is, indeed, a very modern motor. Its structure and body are made of aluminium (just like the new XJ saloons) with the result that the new Cabriolet is a significant 135 kg lighter than the previous model. At the same time it is also stronger and stiffer.
Lightness is important for three reasons. Less weight gives engineers an opportunity to improve the performance (the new car’s power-to-weight ratio is 10% better), sharper handling and improved fuel efficiency.
The new Jaguar XK is a real driver's car
I chose the cabriolet for my first drive. Cruising down the driveway of the hotel where it was launched, with the roof down was a good test of the greater rigidity of the body. Even the speed humps could not induce any body shake.
Once out on the twisty country roads I immediately recognised the other benefit. A quick stab on the accelerator produced an instant response. With a delicious growl and crackle from the exhaust, the 4.2-litre, 300 bhp V8 produced a surge of power. The acceleration is impressive, with a 0-60 mph time of just 5.9 seconds for the Coupé, and just one tenth slower for the marginally heavier Cabriolet.
The weight loss obviously helps with the second surprise. This new XK feels so much more nimble car than the old model. I just loved the eagerness with which the XK turns into corners. The steering, while reasonably light, is sharp, responsive and communicative and the grip is tenacious.
The third revelation is the gearbox. I wasn’t expecting great things from the six-speed automatic and envisaged having to use its Formula One-style ‘paddles” to extract maximum response. In reality the paddles are all but redundant. Select ‘sport’ and you begin to wonder what sort of telepathy is reading the road, the way this car seems to predict corners and select a lower gear on entry.
A summer cloudburst required nothing more than a flick of the switch to bring the roof up in just 18 seconds. It also gave me a chance to appreciate how well the soft top insulates the driver, not only from the elements, but also from wind and other road noise.
With a localised downpour stubbornly anchored overhead, I decided this was time to switch to the Coupé! Like the Cabriolet, this a very bonnie car and I fancy there are even some hints of the E-type in the look of the rear tailgate, although – unlike its forebear – the XK’s door isn’t side hinged.
Also, like the Convertible, the Coupé is set up as a 2+2. In reality the rear seats are only suitable for small children, or shopping bags. Jaguar says their research says that is what customers want. For more serious luggage, the boot is reasonable rather than generous. It’s worth noting that, despite the conventional looking tailgate, the rear seat backs are fixed and don’t fold to increase the load area.
Just as Ian Callum’s design team have blended tradition with modernity, so the engineers have produced a car that is worthy of the XK badge, but also delivers new levels of the sort of driver satisfaction that younger owners will seek.
Achieving this has meant the price has gone up in the process. But, compared with others at this fairly exclusive end of the market, the £58,955 asking price for the Coupé (£64,955 for the Cabriolet) seems pretty competitive.
The new XK certainly has traditional Jaguar design cues. Most notable is that distinctive oval front air intake, so reminiscent of the all-time classic Jaguar E-type. But, at the same time, the lines are sharper and the almost sculptural style of the lights is bang up-to-the-minute.
Inside, the traditional hefty plank of wood veneer has been consigned to history. In its place the new XK has a thoroughly modern interior with aluminium highlights – although you can opt for wood if you must!
These more modern looks go much more than skin deep. The new Jaguar XK is, indeed, a very modern motor. Its structure and body are made of aluminium (just like the new XJ saloons) with the result that the new Cabriolet is a significant 135 kg lighter than the previous model. At the same time it is also stronger and stiffer.
Lightness is important for three reasons. Less weight gives engineers an opportunity to improve the performance (the new car’s power-to-weight ratio is 10% better), sharper handling and improved fuel efficiency.
The new Jaguar XK is a real driver's car
I chose the cabriolet for my first drive. Cruising down the driveway of the hotel where it was launched, with the roof down was a good test of the greater rigidity of the body. Even the speed humps could not induce any body shake.
Once out on the twisty country roads I immediately recognised the other benefit. A quick stab on the accelerator produced an instant response. With a delicious growl and crackle from the exhaust, the 4.2-litre, 300 bhp V8 produced a surge of power. The acceleration is impressive, with a 0-60 mph time of just 5.9 seconds for the Coupé, and just one tenth slower for the marginally heavier Cabriolet.
The weight loss obviously helps with the second surprise. This new XK feels so much more nimble car than the old model. I just loved the eagerness with which the XK turns into corners. The steering, while reasonably light, is sharp, responsive and communicative and the grip is tenacious.
The third revelation is the gearbox. I wasn’t expecting great things from the six-speed automatic and envisaged having to use its Formula One-style ‘paddles” to extract maximum response. In reality the paddles are all but redundant. Select ‘sport’ and you begin to wonder what sort of telepathy is reading the road, the way this car seems to predict corners and select a lower gear on entry.
A summer cloudburst required nothing more than a flick of the switch to bring the roof up in just 18 seconds. It also gave me a chance to appreciate how well the soft top insulates the driver, not only from the elements, but also from wind and other road noise.
With a localised downpour stubbornly anchored overhead, I decided this was time to switch to the Coupé! Like the Cabriolet, this a very bonnie car and I fancy there are even some hints of the E-type in the look of the rear tailgate, although – unlike its forebear – the XK’s door isn’t side hinged.
Also, like the Convertible, the Coupé is set up as a 2+2. In reality the rear seats are only suitable for small children, or shopping bags. Jaguar says their research says that is what customers want. For more serious luggage, the boot is reasonable rather than generous. It’s worth noting that, despite the conventional looking tailgate, the rear seat backs are fixed and don’t fold to increase the load area.
Just as Ian Callum’s design team have blended tradition with modernity, so the engineers have produced a car that is worthy of the XK badge, but also delivers new levels of the sort of driver satisfaction that younger owners will seek.
Achieving this has meant the price has gone up in the process. But, compared with others at this fairly exclusive end of the market, the £58,955 asking price for the Coupé (£64,955 for the Cabriolet) seems pretty competitive.
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