Jaguar XKR

What is a Jaguar XKR?

It’s the ultimate in scalded cats and the spiritual successor to the iconic E- Type we featured last month. Much more than a hotted up XK8, the XKR has a character all of its own, rather like the 3.8 E-Type where as the stock XK8 feels more like the 4.2 model.

History

In 1989 Ford bought Jaguar to add a large dose of spice to its then rather bland repertoire of repmobiles and bloated barges. Jaguar was then a two-car range manufacturer with only the venerable fourteen year old XJS in the sporting line-up. Thankfully, Uncle Henry’s big fat wallet came to the rescue and work was commenced on the XJS replacement in what was hoped to be a new spiritual successor to the E.

Due to budgetary constraints a modified XJS chassis was intended for use in the new car, which would be called the XK8. This may have seemed odd, but in fact there was nothing wrong with the way the XJS performed on the road and with its serene ride and capable handling, it represented a coste ffective way of getting the new model to the market. The resulting XK8 is a pretty car; it has E-Type DNA in the bulging taper of the bonnet and the oval grille, flowing back to a low tapered roofline and squat road stance. In addition, a convertible version was offered from the outset.

Fitted with the new Jaguar AJ26 4-litre V8 pumping out 290bhp, the XK8 was not short of performance either, when it was launched in 1996. However, those who demanded more power were only catered for when the big daddy was announced in May 1998. It was the XKR. With purposeful mesh grille and bonnet slats a la E-Type, it dished out 370bhp (400bhp from 2002 when the engine was enlarged to 4.2-litres) from a twin supercharged version of the 4-litre V8. Performance figures were electrifying: 0-60 and 0-100mph take just 5.1 and 12.5 seconds respectively – not far off many supercars at five times the price.

In standard trim, the XKR wanted for little but special editions were introduced in 2000 and 2001 called the Silverstone and 100 Special respectively. The former was decked in special paint and leather trim plus 20in BBS alloy rims wearing fat Pirelli P Zeros. A specially tuned steering and Brembo brakes were the old mechanical mods and only 100 have been made. The 100 Special features Brembo brakes, Anthracite paint, R Performance Recaro seats and sportier interior detailing. More recently have been the XKR 400 and the XKR Carbon Fibre limited runs.

Driving

Only gripes concern the slightly firm ride, with a bit too much low speed bump-thump and too-light variable rate power steering that’s also vague at the straight ahead (improved on the limited run Silverstone to be fair). Small beer really when the figures confirm the XKR is in the same towering performance league as the Aston Martin V12 Vantage but costing a cool £50k less. Paradoxically, it actually encourages driving in a relaxed manner, mainly because there’s nothing to prove – you know the Jag is quicker than most other cars on the road so like the aftershave, you don’t need to try too hard.There are inevitable compromises inherent in the low slung design of the XKR. Although there is plenty of room in the cabin for a sporting model, in relation to the size it’s pretty meagre. The painted front and rear bumpers give a few sticky moments in town too, as park distance control wasn’t fitted on all models.

Still, these are mere details when faced with such a complete performance package. The driver of most of the German opposition wouldn’t see which way the XKR went, thanks to that towering power and torque delivery. The best bit is that it can be achieved repeatedly without turning up the volume on Jazz FM or having to fiddle with any gears. A roughneck TVR G r i ffith in a posh Gieves and Hawkes suit sums the XKR up.

Prices

Even the earliest 1998 examples can still be found in the main dealer network at around £22,000, but specialists have most at this age and these can be picked up under the £20k mark for the coupe and a couple of thousand more for the slick convertible. Great value considering the car’s performance, but always buy with a warranty. There were interior and small styling revisions for the 2001 models, but these are still hovering at the £30k mark, whilst the 2002 models with the revised 4.2 litre V8 and responsive six-speed automatic are upwards of £35k. Or the price of a proper E-Type in other words…