BUYING GUIDE
The XK8 spearheaded Jaguar’s revival but the aluminium XK was a high-tech way to leapfrog the Germans
AS THE first all-new model to be released under Ford ownership, the original X100- generation XK8 was an impressive statement of intent fired across the bows of all the industry pundits who had forecast an immediate downturn in product in the pursuit of volume.
Its success was reflected in a near decade-long lifespan, although as the years passed the age of the underlying design began to show – notably the hefty kerb weight which came as an unavoidable penalty of inheriting elements of the XJ-S platform.
Its replacement couldn’t have been more different and illustrated Ford’s confidence in its Coventry subsidiary. Having launched the aluminium-bodied X350 generation XJ in 2002, Jaguar had become only the second manufacturer after Audi to employ the idea for volume production and in fact would go on to embrace aluminium even more enthusiastically than Ingolstadt. The same technology was to be used in the new coupe to good effect where it allowed a reduction in kerb weight of some 100kg over its steel-bodied predecessor.
Working without the constraints of an existing platform, the design team was able to give the new car – developed under codename X150 – more contemporary proportions, with a front axle line pushed further forwards to avoid a long overhang.
This also permitted the car’s cabin to sit more centrally within the wheelbase which in addition to improving its appearance allowed usable rear seats. Meanwhile, the styling was a masterful job of combining the classic Jaguar silhouette with more contemporary design language, discarding the retro curves in favour of sharp creases. The horizontal creases along the car’s flanks were referred to as ‘power lines’ intended to give the impression of speed and movement, while increased familiarity with the riveted and bonded aluminium body construction allowed the shape to avoid the barrel sides of the contemporary XJ while also permitting a hatchback boot on the coupe.
Meanwhile, the drivetrain was essentially carried over from the late-model XK8, comprising the 300PS 4.2- litre AJ-V8 engine and automatic transmission, with the ALC Concept previewing the finished car at the January 2005 Detroit show and differing from the production car in only the bumpers, lamps, wheels and side vents.
The production car was launched at the Frankfurt show in September of the same year in both coupe and convertible form as the XK, the ‘8’ having been dropped for the new car. In 2007, the XKR was announced, using the same 420bhp supercharged 4.2 as its predecessor, plus bonnet vents, different bumper and quad exhaust. Unlike the X100 cars, both models used the same ZF sixspeed automatic as the XK rather than the Mercedes box used in the original XKR, with a pair of
