Jaguar 4.2 For Sale

Jaguar E-Type From Wikipedia, the free encyclopedia Jump to: navigation, search This article needs additional citations for verification. Please help improve this article by adding reliable references. Unsourced material may be challenged and removed. (May 2008) Jaguar E-Type Manufacturer Jaguar Cars Also called Jaguar XK-E Production 1961–1975 Assembly Coventry, England Predecessor Jaguar XK150 Successor Jaguar XJ-S Class Sports car Layout FR layout Related Jaguar D-Type Jaguar XJ13 Designer Malcolm Sayer[1] The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1975. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan. In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s. Contents 1 Overview 2 Concept versions 2.1 E1A (1957) 2.2 E2A (1960) 3 Production versions 3.1 Series 1 (1961-1968) 3.2 Series 2 (1969-1971) 3.3 Series 3 (1971-1975) 4 Limited editions 4.1 Low Drag Coupé (1962) 4.2 Lightweight E-Type (1963-1964) 5 Motor Sport 6 References 7 External links [edit] Overview The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later. On its release Enzo Ferrari called it "The most beautiful car ever made". The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½". In addition, several limited-edition variants were produced: The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors. The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray. [edit] Concept versions [edit] E1A (1957) After the company's success at the LeMans 24 hr through the 1950s, Jaguar's defunct racing department was given the brief to use D-Type style construction to build a road going sports car, replacing the XK150. It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies) The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine. The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory. [edit] E2A (1960) Jaguar's second E-Type concept was E2A which, unlike the E1A, was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground. E2A used a 3 litre version of the XK engine with a Lucas fuel injection system. After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham. In 1961 the car returned to Jaguar in England to be used as a testing mule. Ownership of E2A passed to Roger Woodley (Jaguar's customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped. Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. It eventually sold for US$$4,957,000.[3] [edit] Production versions [edit] Series 1 (1961-1968) Series I Production 1961–1968[4] [5] Body style(s) 2-door coupe 2-door 2+2 coupe 2-door convertible Engine(s) 3.8 L XK I6 4.2 L XK I6 Transmission(s) 4-speed manual, 3-speed automatic (1966-onward, 2+2 model only) Wheelbase 96.0 in (2438 mm) (FHC / OTS) 105.0 in (2667 mm) (2+2) [6] Length 175.3125 in (4453 mm) (FHC / OTS) 184.4375 in (4685 mm) (2+2) [6] Width 65.25 in (1657 mm) (all) [6] Height 48.125 in (1222 mm) (FHC) 50.125 in (1273 mm) (2+2) 46.5 in (1181 mm) (OTS)[6] Curb weight 2,900 lb (1,315 kg) (FHC) 2,770 lb (1,256 kg) (OTS) 3,090 lb (1,402 kg) (2+2) [7] The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[8] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[8] All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear. 3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS. An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren't fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top. A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. (this is an incorrect assumption, the S1 OTS, coupe and 2+2 had identical rake windshields). The roadster remained a strict two-seater. Less widely known, right at the end of Series 1 production and prior to the transitional "Series 1½" referred to below, a very small number of Series 1 cars were produced with open headlights.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] The low number of these cars produced make them amongst the rarest of all production E Types. Following the Series 1 there was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style. An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11] Production numbers from Graham[12]: 15,490 3.8s 17,320 4.2s 10,930 2+2s Production numbers from xkedata.com[13]: FHC OTS 2+2 Total S1 3.8 7,670 7,828 0 15,498 S1 4.2 5,830 6,749 3,616 16,195 S1.5 1,942 2,801 1,983 6,726 TOTAL 38,419 [edit] Series 2 (1969-1971) Series II 1970 Jaguar E-Type Roadster Production 1969–1971[4] [5] Body style(s) 2-door coupe 2-door 2+2 coupe 2-door convertible Engine(s) 4.2 L XK I6 Curb weight 3,018 lb (1,369 kg) (FHC) 2,750 lb (1,247 kg) (OTS) 3,090 lb (1,402 kg) (2+2) [7] Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options. Production according to Graham[12] is 13,490 of all types. Series 2 production numbers from xkedata.com[13]: FHC OTS 2+2 TOTAL S2 4,855 8,628 5,326 18,809 Official delivery numbers by market and year are listed in Porter[4] but no summary totals are given. [edit] Series 3 (1971-1975) Series III 1974 Jaguar E-Type Series III convertible (North America) Production 1971–1975 Body style(s) 2-door 2+2 coupe 2-door convertible Engine(s) 5.3 L Jaguar V12 Wheelbase 105 in (2667 mm) (both)[7] Length 184.4 in (4684 mm) (2+2) 184.5 in (4686 mm) (OTS)[7] Width 66.0 in (1676 mm) (2+2) 66.1 in (1679 mm) (OTS)[7] Height 48.9 in (1242 mm) (2+2) 48.1 in (1222 mm) (OTS)[7] Curb weight 3,361 lb (1,525 kg) (2+2) 3,380 lb (1,533 kg) (OTS)[7] A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining. In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[14] Graham[12] lists production at 15,290. Series 3 production numbers from xkedata.com[13]: FHC OTS 2+2 TOTAL S3 0 7,990 7,297 15,287 [edit] Limited editions Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced: [edit] Low Drag Coupé (1962) Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars, because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types, the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope, and the rear hatch was welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar's 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a problem and, though a higher performing vehicle that its production counterpart, the car was never competitive. The only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe. Since then it has passed through the hands of several collectors on both sides of the Atlantic and is now believed to reside in the private collection of the current Viscount Cowdray. [edit] Lightweight E-Type (1963-1964) 12 cars plus two spare bodies were made by Jaguar In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used an Aluminium block tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. All factory built lightweights are fitted with fuel-injection. The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring but were reasonably successful in private hands and in smaller races. Some Lightweights where modified into Low-drag Coupes and fitted with more powerful engines of 340+ HP. [edit] Motor Sport Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type. The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman. [edit] References ^ Loughborough graduate and designer of E Type Jaguar honoured ^ 100 most beautiful cars ^ Bonhams.com: Sale 16133: Lot 364 ^ a b c Porter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.  ^ a b "'69 Series 2 Jaguar E Types". Autocar. October 24, 1968  ^ a b c d The Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.  ^ a b c d e f g "Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.  ^ a b "Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.  ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2] ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3] ^ "The Jaguar E-type". The Motor. March 22, 1961.  ^ a b c Robson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.  ^ a b c "http://www.xkedata.com/stats/". http://www.xkedata.com/stats/. Retrieved 29 August 2009.  ^ Taken from Jalopnik.com Dec 2008 [edit] External links Wikimedia Commons has media related to: Jaguar E-Type Jaguar E-Type at the Open Directory Project Information on the Jaguar XKE On-line Registry with 12,000+ car records and 89,000+ photos of the E-Type v • d • e Jaguar Cars road and race car timeline, 1940s–1970s — next » Type 1940s 1950s 1960s 1970s 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 Sports XK120 XK140 XK150 E-type S1 E S2 E-type S3 XJ-S Saloon Mark 1 Mark 2, 240, 340 S-Type XJ-C 420 XJ6 S1 XJ6 S2 Mk IV Mk V Mk VII Mk VIII Mk IX Mk X 420G XJ12 S1 XJ12 S2 Supercar XKSS Racing C-Type D-Type E-Type XJ13 XJ-C XJ41 / XJ42 Ownership Independent BMH British Leyland || Home NEWS NEW CAR reviews DVD+Blu-ray reviews CD reviews VIDEOS WIN TRAVEL & LIFESTYLE BOOKS Contact MotorBar MotorBar — Online since 2000 Copyright © 2000-2010 MotorBar.com & MotorBar.co.uk All rights reserved “Deliciously addictive supercharged R — one of the world’s top sports saloons” JAGUAR'S DRAMATIC-LOOKING supercharged S-type flagship, the 'R', is so good that it's hard to pin down precisely the single factor that makes it such an addictively entertaining drive. With notable British understatement it provides formidable high-speed thrills, agile handling and a whisperingly-quiet and soothing ride. Externally the R doesn't shout about its performance. Okay, so there's a set of striking 18-inch diameter five-spoke star-pattern alloys (8-inch at the front and 9.5-inch on the rear, shod with 245/40 and 275/35 rubber respectively), a subtle lip spoiler on the boot's trailing edge and a de-chromed body. Oh, and a discreet 'R' badge on the bootlid. Yet, if anything, the R's deliberately played-down looks make it appear all the more potent. The sculpted bonnet and quad headlamps, another Jaguar hallmark, only serve to heighten the R's road presence. Conjuring up evocative images of the legendary C-type racer of the early '50s, the shield-like mesh grille fronts a supercharged version of Jaguar's 4.2-litre V8 engine with 400bhp on tap and 399lb ft of torque — enough to effortlessly rocket the R off the line to hit 60mph in just 5.3 seconds and on to an electronically-limited top speed of 155mph. Better still, it comes as standard with the new six-speed ZF automatic transmission controlled by Jaguar's electronic J-gate gear selector, its six speeds contributing seamless, rapid-fire changes. For everyday driving, blistering in-gear performance can be taken for granted, with instantly accessible warp-speed acceleration for safe overtaking whenever it's called for. Yet, with in excess of 80 per cent of torque always available from 1,500 rpm, the R is equally at home loping serenely along in sybaritic comfort. At legal motorway speeds the creamy V8 is spinning at less than 2,000 rpm. However, when you do prod the crank-driven supercharger into life a new sound intrudes into the hushed cabin, so clear it could be coming from the front speakers. A civilised multi-cylinder howl that signals the quick exit of Dr Jekyll and the appearance of an all-powerful Mr Hyde as the S-type R transforms instantaneously from soothing cruiser to searingly-fast sports saloon that satisfies without ever being intimidating or overly demanding. What is quite hard to convey is just how much fun this transition actually feels. It has to be physically experienced to be appreciated — either as a passenger or, ideally in the driver's seat. So, does absolute power corrupt? Applied to a car, it only corrupts if it's not harnessed correctly. Fortunately Jaguar's engineers are well versed in the application of power, and have done a sterling job with the R. Along with the coveted badge comes sports suspension with, appropriately, CATS (Computer Active Technology Suspension) two-stage, adaptive damping ride control. On a twisty, bumpy road, CATS maximises comfort, handling and driver control by switching the system's dampers from their normal 'soft' setting to 'firm' in order to improve stability, particularly during cornering or braking. Another benefit of the R's stiffened suspension and lowered stance is its superior stability in crosswinds. At low speed, CATS automatically switches the rear dampers slightly ahead of the front pair in order to reduce transient understeer for improved agility and turn-in performance. At high speed, it automatically switches the front dampers ahead of the rear pair to increase understeer for improved stability. Dynamic Stability Control is also fitted as standard to improve handling, particularly at the limit. Of course there are limits, but you're unlikely ever to breach the S-type R's on a public road. Driving hard over a familiar yet challenging route, our test car exhibited neither under- nor oversteer. Despite an Aston-like 400bhp, and thanks in no small measure to CATS, this particular 'Coventry Cat' is not easy to unsettle. The steering is positive and feels very 'connected', responding to driver inputs with alacrity and inspiring confidence under all conditions and at all speeds. Fortunately the supercharged R's ability to go very fast is matched equally by its ability to stop. Brembo race-engineered brakes with large ventilated front and solid rear discs, and a four-channel anti-lock system with brake assist provide exceptional stopping power. Masses of engine braking is always available by simply snicking the J-gate down a couple of gears. Our experience of driving an S-type R for a week is that you rapidly appreciate that in the R Jaguar has created a very special motor car — one that combines a clever blend of luxury and exhilarating performance in a manner that accurately defines Jaguar-ness. And when you compare its price with those of similar high-performance offerings from other prestigious manufacturers you also realise how much �48,600 represents value for money. Yet another historic Jaguar trademark. Although Jaguar do the wood 'n' leather bits so much better than a lot of other luxury car makers, our test car's interior benefited from 'blacked out' wood. The beautiful dark-grey stained bird's eye maple echoed the 'blacked out' chrome on the outside. In the middle of the full-width fascia is a redesigned centre console that houses the audio and climate control systems, and an optional 7-inch widescreen LCD touch-screen display for the DVD SatNav. Fit and finish are every bit as good as you would expect, and driver and passenger both enjoy superbly comforable, heavily bolstered R Performance sports seats upholstered in soft leather (ours were black with cranberry perforated leather inserts). Both adjust every which way — 16 ways actually, but who's counting — and the resulting driving position is about as close to perfection as most people will ever get. The cabin is well laid out and easy on the eye, whether it's the quality materials or the crisp detailing of the instruments with their distinctive dials and slender pointers. It's also loaded with labour saving devices and executive 'toys' to spoil the lucky driver, ranging from a memory system for driver's seat, door mirrors, steering column and pedals (the pedal assembly moves fore or aft at the twist of a steering-column mounted button) to voice-activated controls that will even recognise regional accents. Other desirable kit includes an electrically adjustable perforated leather steering wheel, one-shot electric windows all-round, auto dim electro-chromic rearview and door mirrors, an electric moonroof, automatic dual-zone climate control and an electronic parking brake — you lift up a switch to engage and press down to release. The brake also applies itself when the key is removed from the ignition, and releases automatically as the gear lever moves out of the 'park' position. Naturally there's also a decent 140-watt sound system with CD and externally there are power fold-back door mirrors and Xenon headlights with headlamp powerwash. Jaguar haven't stinted on safety either. Standard safety features include Adaptive Restraint Technology System (ARTS) with ultrasonic front passenger sensing that detects the front passenger's weight, the position of the driver in relation to the steering wheel, whether seatbelts are being worn and, should a crash occur, the severity of the impact. ARTS can greatly reduce the risk of airbag-related injuries caused by inappropriate airbag deployments. Further safety enhancements include side curtain airbags, front and side airbags, energy-absorbing seats, seat belt pre-tensioners, ISOFIX child seat anchors, decoupling brake pedal mechanism and Emergency Brake Assist. The S-type R's stiffer, stronger body also exceeds worldwide crash legislation. Ownership worries are adequately take care of by Jaguar's compre-hensive 4-year/50,000 mile new vehicle limited warranty that includes corrosion coverage for 6 years/unlimited mileage as well as wear parts and service adjustments for 1 year/12,500 miles, whichever comes first. Jaguar owners also receive complimentary scheduled maintenance every 12 months or 10,000 miles, up to 50,000 miles or 4 years. The R will serve faithfully and uncomplainingly as a practical, com-fortable family car and will happily accommodate four adults. The long boot, although shallow, does take a fair amount of luggage. During our road test we managed to achieve an average of 22mpg over mixed driving, and the R returned 30mpg on several long motorway runs with cruise control policing the legal limit. It seems a pity to rein in the S-type R when you feel certain that it was born to race the wind. Jaguar S-type 4.2 V8 R | £48,600 Maximum speed: 155mph | 0-60mph: 5.3 seconds Overall MPG: 22mpg | Power: 400bhp | Torque: 399lb ft Visit Jaguar's website ------------------------------------------------------------------ Jaguar S-Type R || LOGIN REGISTER NEWSLETTER Home NEWS REVIEWS PRODUCTS COMPARE CARS VIDEOS BUYING USED CARS NEW CARS MOTORSHOWS COMPETITIONS 6 ISSUES FOR £1 Search Car Reviews: You're in - Car Reviews: Long Term Tests Jaguar XK Jaguar XK 4.2 V8 Coupe A year with the sensational Jaguar XK, our car of 2006 Auto Express Car Reviews By David BullardMay 2007 That's what was on offer for one very lucky reader. And as out prize guy explains, it's really lived up to the hypeIt was Tuesday 5 September 2006 - a day I won't forget in a hurry. Driving to work along my normal route from Chipping Norton to Hursley near Southampton in Hampshire, I answered a call from Auto Express telling me I had won a new Jaguar XK for a year!Convinced I was the butt of an elaborate prank, it wasn't until a call from Jaguar followed that it sank in. I had indeed won the magazine's competition prize.A few weeks later and with much excitement, a friend drove me to Jaguar's Engineering Centre in Coventry. This is where I was to be fully acquainted with my new charge. Handing over the keys to this sensational-looking car was Jaguar's PR manager, David Crisp. After a briefing on all its bells and whistles, I took my first tentative turn of the wheel. That was six months ago, and I'm now more than halfway through my tenure with the 4.2-litre Coupé. Although it's costing me a small fortune in fuel, running the XK has been worth every penny. My weekly 500-mile commute is now a driving extravaganza, and I particularly love the car's blend of comfort and power.Meanwhile, my nine-year-old twins, Daniel and Alexander, like the attention they get when we're out on family outings (yes, they do fit in the back seats!), as the Jag certainly turns heads. On a recent trip to London we enjoyed a swanky meal and definitely felt at home as we parked alongside the Astons, Mercs and Porsches. How the other half live, eh?The XK comes laden with goodies as standard, but, for me, the sat-nav/stereo system is the pick. It's so easy to use, and the traffic-warning system has saved me hours of pain on the A34. Jaguar has certainly specced the Coupé to the highest level - I'm really going to miss the incredibly comfortable 16-way adjustable seats and keyless entry when I eventually have to hand the car back. I've got quite accustomed to not having to fiddle around with keys thanks to the keyless system, and finding the perfect driving position is not going to be as much fun in my Saab 9-5.It hasn't all been fault-free, though. I did have a problem with the engine warning light, which refused to go out. I contacted Jaguar direct, and it immediately sent over a technician to fix the glitch - which was traced to the management system. The same level of care was offered at the 10,000-mile service, and the loan of an XKR was an unexpected bonus. However, of the two cars, I actually preferred the XK's more relaxed behaviour, to be honest. I was very happy to be reunited with it. The tyres were around 60 per cent worn, though, so all four were replaced - although thankfully Jaguar picked up the £950 cost. I do think the looks are marred slightly by the hideously old-fashioned electric aerial, while I also had an issue with the fuel-filler flap freezing shut in cold weather. I had to thaw it out by placing my bare hands over it, which caused a few onlookers at my local petrol station to have a good chuckle at my expense.Unfortunately, I'm sure the next few months will fly by, and it'll soon be time to dust off my own car again. I've got plenty of plans for the XK this summer, but I already know my family and I will be extremely sad to see the big cat go... What Next COMPARE CAR LOANS COMPARE CAR INSURANCE For more breaking car news and reviews, subscribe to Auto Express magazine. We'll give you 6 issues for £1 and a free gift! < Previous Next > 0 Comment Be the first to comment on this article You need to register to post comments. Existing members can log in below to comment, otherwise click here to join. 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Social Bookmarks Link to this article: For more details about purchasing this feature and/or images for editorial usage, please contact the Dennis Syndication team on pictures@dennis.co.uk Email a Friend Print this Pictures - Advertisement - Sponsored Results Other Reports REPORT Luxury - The amount of gadgets and gizmos is mind-boggling, and being cosseted by the sumptuous leather is reassuring. Ride - It must be one of the smoothest drives I’ve ever encountered, and I’m blown away by the active suspension. Seats - With 16 different adjustments on the driver’s seat, achieving the best position is never an issue. Boot - If I had to be really picky, the boot space could be a little bigger. Still, you don’t buy this kind of car for its practicality. On fleet since:September 2006 Price when new:£59,995 Running costs:139.1ppm Mileage:17,634/23.0mpg Costs to date:Four new tyres (£950), 10,000-mile service (£345.89) Engine / Power:4.2-litre/295bhp Options Fitted:Keyless entry £430, adaptive cruise control £995, premium surround sound £820, front park assist £295, folding mirrors £295, heated front screen £260, active lighting £430, Senta 20” alloy wheels £2,500, luxury sports interior £2,850 Trade-in Value Now:£51,300 Insurance Group / Quote:20/£649 Any Problems?:Fault with the engine warning light, petrol filler flap froze shut - Advertisement - Company Website | Media Information | Contact Us | Privacy Notice | Subs Info | Voucher Codes | SitemapOur Other Websites: The First Post | Custom PC | Evo | IT Pro | IT Pro India | MacUser | Men's Fitness | Micro Mart | PC Pro | bit-tech | Know Your Mobile | Octane | Expert Reviews | Channel Pro | Know Your Cell | Know Your Mobile India | iGizmo | Digital SLR Photography | Den of Geek | The Week | Computer Shopper | Dennis Communications | Magazines | Mobile Phone Deals | Competitions | Health & Fitness | CarBuyer © 2010 Dennis Publishing Limited. 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