2008 Jaguar XK-Series

Review

To look at it on paper, there's not all that much to differentiate the 2002 Jaguar XKR Convertible I tested way back in the day,

from the new 2008 XKR I enjoyed during a warm and sunny autumn week recently. Certainly the updated car is more powerful, as expected after six years of development, but its V8 is still supercharged, its transmission continues to shift via six forward speeds, a fabric top continues to cover its cabin, ABS-enhanced discs remain at all four corners, it still only seats two full-size passengers up front with room only for extremely little people behind, and its trunk is suitable for weekend getaways at best. And most importantly it continues forward as one of the prettiest cars currently being sold, although I have to say this new design is even more eye catching than the one previous. So, while the two cars look similar on paper there's nevertheless one major difference. The old car left me feeling disappointed, whereas the new one leaves nothing on the table at all.

Truly the new XK, especially in high-performance R trim, satisfies in ways few rivals

can compare. To spice up my experience I spent some additional soul stirring moments in an XKR Coupe in and around Monterey, California recently, and have memories from a wonderful drive to add to this review. Which one do I like best?

I have to admit to being a hardtop fan, appreciating the style and rigidity of coupes more than their convertible counterparts more often than not. It's not that I don't like the wind in the hair experience convertibles offer, but rather that I'm a sucker for graceful sweptback rooflines and am not normally willing to sacrifice on-road stability for a little fun in the sun. The new XK drop-top, however, might just have changed my viewpoint forever. Where the old Jag experienced more twists to its plot than a PD James mystery, the new one is rock solid, even over the bumps and dips that make up one of my favorite Monterey/Carmel area roads,

Laurels Grade that switchbacks its way up and then down some extreme vertical on its way from Carmel Valley Road to the T-junction at Salinas Hwy (68), right about where another favorite stretch of tarmac exists, Laguna Seca Raceway. No, I didn't have the chance to stretch the Jag's legs on that wonderful course this time around, but I didn't exactly dawdle on Laurels Grade either.

What makes the new car so different from the old? Pretty well everything. Now it's much lighter in weight and simultaneously stronger thanks to an aluminum monocoque chassis and aluminum body panels. The switch to alloy construction allows the new coupe to weigh in at only 3,671 pounds, making it 152 pounds lighter than the vehicle it replaced while adding 30-percent greater rigidity. The convertible is a bit heftier at 3,759 pounds, but nevertheless is 243 pounds lighter than the old XKR convertible, and a stunning 40-percent stronger.

Jaguar

upgraded the springs and dampers too, stiffening them by 38-percent in the front and 24-percent in the rear, while the ZF Servotronic steering rack has been modified to increase feel and enhance responsiveness. Once again Jag's Enhanced Computer Active Technology Suspension (eCATS) makes the most of all the mechanical bits by actively maintaining the best contact patch to the road as possible.

Bringing everything to a stop are new front disc brakes, now larger in diameter from 12.8 inches (326 mm) to 14.0 inches (355 mm), while ABS, BA (brake assist) and the TracDSC (Dynamic Stability Control) systems are tuned for driving enjoyment while making everything safe no matter the weather condition. Truly, the XKR, in coupe or convertible form, is absolutely stupefying at the limit, and so much more capable when thrown into a curve than its predecessor you'd think it was designed by a different company.

Of course,

Jaguar has a pedigree of superior handling cars, although it seemed to have lost its way through the ‘90s and the first half of the ‘00s. The same couldn't be said of drivetrains, with the new R getting the same fabulously powerful supercharged V8 as the old car, albeit with a bit more zip. Now the 4.2-liter, 32-valve, DOHC, force-fed, eight-cylinder makes 420-horsepower and 413 lb-ft of torque for a truly invigorating drive. Those figures are up some 20-horsepower from the old car, or 7.7-percent in horsepower and 3.3-percent in torque. You really need to experience the rush of power to appreciate it all, and thanks to the supercharger and its velvety six-speed automatic gearbox it's ultimately smooth about its business, a mechanical George Clooney. He'd look good in this car, actually, although it's pretty enough to give anyone a solid three points out of ten over their current standing.

Transforming its look from XK trim to XKR, Jaguar added a revised front fascia with a larger more aggressively styled lower intake and silver-mesh grilles covering all the openings, except for the elegant twin-nostril vents atop the hood. These aren't merely ornamental either, but necessary for ramming air into the supercharger, while the four exhaust tips poking out of the rear valance are crucial for extracting as much spent fuel out the back as possible. XKRs also come with a choice of 19- or 20-inch light alloy rims that fill out the wheel arches beautifully, while black-painted brake calipers are more subdued than some rivals' bright red binders. Additionally, a stylish red, green and chrome “R” badge adorns the right corner of the trunk, plus the same R is scripted onto the tachometer like the logo of a fine timepiece, as well as the shift knob and center spoke of the steering wheel, while both front headrests feature the mark embroidered into the leather.

And

while you're relaxing in luxury, the optional audio system is divine. At 525 watts and featuring surround sound, this Alpine Premium Dolby Pro Logic II system will make your iPod collection sound superb, and yes it comes with an auxiliary USB connection with iPod connectivity. Jaguar tops it all off with a set of Bowers & Wilkins speakers... very nice. A seven-inch touch-screen monitor allows access to the audio system, as well as to the telephone, automatic climate control, navigation system, and personalization settings. Other top-tier features that are expected these days but nevertheless appreciated include proximity sensing keyless entry with push-button start, and it's in red for extra emphasis, plus an electronic emergency brake that, while not as sporting as a classic handbrake lever, is much more sophisticated, befitting this car. As for safety, you can count on dual-stage airbags and side, seat-mounted airbags

for front occupants (and nothing for the rear as not even Jaguar expects you to put anyone back there). A tire pressure monitoring system is also standard, while adaptive front HID headlights make sure you have the best opportunity to avoid a nighttime accident in the first place.

Jaguar made more changes to the interior than just adding technology, of course, giving it a modern design that said a loving goodbye to the previous car's seemingly solid plank of hardwood. As much as I loved all that glorious veneer, I've got to give the nod to the new more sophisticated look. Combined with aesthetics, the latest XK improves fit and finish measurably, adds a host of state-of-the-art technologies, and is more comfortable than ever.

My test coupe had no wood at all, actually, but rather was trimmed out in glossy black enamel and textured aluminum where the wood trim would have otherwise been, and rich, soft leather almost everywhere else. The convertible I enjoyed was classic Jaguar in the traditional parlor-club fashion, with high-gloss burl walnut covering dash (alternatively you can get satin-finish American walnut), center stack and lower console, along with matte aluminum and chrome brightwork highlighting other surfaces. The seats in both cars were wonderfully supportive in all the right places, both with 10-way power adjustability and backrests that no longer twist around during the stress of extreme driving.

That in mind, the XKR's six-speed automatic transmission is most impressive. Its beyond smooth, expected in this class and especially with Jaguar, but more

so its shifts are lightning quick when called upon, achieving 600 millisecond intervals via paddles on the steering column. You can modulate through three driving modes too. The default is “Drive” mode, which shifts like a conventional automatic gearbox and is designed to balance performance and fuel economy. Drop the shift lever into the “S” position and Sport mode enhances throttle response before letting the engine rev higher prior to shifting, while Manual mode makes you select your own shift points. I swapped between all three modes during my time with each car, finding the best zero to 60 mph times, of around five seconds, with the transmission in S mode, the best control in the corners by flicking through the paddles in Manual mode, and the smoothest day-to-day operation in Drive.

I never

took it to its electronically-limited 155 mph top speed, as I value my license, and didn't feel obligated to drive it like I stole it, just because all of that power was ready and waiting for a prod of my right foot. The Jaguar just isn't that kind of car. Rather, while a superb performance machine in every respect, it doesn't give off the 24/7 intensity, Type-A personality that others in this class do, in an often tiresome way. The XKR is mature, comfortable and sophisticated, living life in high style and absolute refinement. Then, lay into the throttle and it transforms into one of the better performing cars in any class. It almost seems like, with Aston Martin out of the way, Jaguar, then under the same Ford Premiere Auto Group (PAG) umbrella that the Newport Pagnell company received its funding (or lack thereof) from, was allowed to create the best performance car it could, resulting in a machine that makes a person wonder why they'd spend nearly twice as much for the Aston. Of course, there's exclusivity to consider, and styling, and I suppose straight-ahead performance, but the XKR, in either coupe or convertible guise, doesn't need to make excuses. I look forward, now that well-heeled Indian owner Ratan Tata of Tata Motors has purchased the company, along with Land Rover, to see what a significant dose of funding and the “something to prove” mentality will do for the brand. I can only imagine.