Sunday, June 3, 2012
Dodge Viper Review
The Dodge Viper was conceived as a modern interpretation of the classic muscular American sports car. Debuting as a concept in 1989 to huge consumer enthusiasm, everything about the production Dodge Viper was perfectly over the top, including its cartoonish styling, giant 335/35-series rear tires and thumping 400-horsepower V10 engine.
2008 Dodge Viper SRT-10 Convertible
With lots of tail-wagging power and no face-saving electronic driving aids, the original RT/10 Viper roadster was certainly a supercar that didn't suffer fools graciously. Eventually, however, minor concessions to "luxury" appeared in the second-generation Viper roadster, such as real windows that replaced the clear vinyl side curtains.
But Viper fans had nothing to fear, for the Dodge sports car remained obnoxiously loud and fast. And despite the release of a GTS coupe and simultaneous upgrades for the entire line, the first two Viper generations represented much the same car for an entire decade.
The Dodge Viper's next era kicked off in 2003 with a third-generation redesign of Chrysler's icon -- the SRT-10 roadster became a true convertible with a top that folded down all the way versus the soft targa panel of the previous RT/10, and the Viper SRT-10 coupe returned a few years later featuring the previous coupe's "double bubble" roof and dramatic rear styling. An astounding amount of power is delivered over a broad range; to handle it the Viper uses a beefed-up transmission and massive brakes. Compared to the original, newer Vipers have a longer wheelbase, a stiffer chassis and revised suspension tuning, which give the car greater dynamic precision.
A new SRT-10 Viper is on the way for 2008 with, of course, even more power -- 600 hp and 560 lb-ft of torque to be exact -- from a fully revised engine displacing 8.4 liters. The new engine and additional hardware updates are meant to counter the Viper's nemesis, the Corvette Z06, which undercuts the Viper on price and beats it in terms of versatility. But the charm of the Viper is its raw edge and lack of polish. For the Viper enthusiast, there's no other way it should be.
Current Dodge Viper model
Recently updated, the Dodge Viper sports car is offered as a two-seat coupe or roadster. Standard equipment includes racing-style seats, power-adjustable pedals, keyless entry and a 300-watt audio system with in-dash CD changer. An 8.4-liter V10 engine delivers 600 hp and 560 lb-ft of torque. Power is sent to the rear wheels through a Tremec six-speed manual transmission and a standard limited-slip differential. Performance numbers are quite impressive, as the Viper can reach 60 mph in less than 4 seconds. Containing all this power are massive Brembo brakes and 18-inch front- and 19-inch rear forged-alloy wheels.
Though modern cars are increasingly equipped with the latest safety features, the Viper remains true to its visceral roots. There are neither side-impact airbags nor traction or stability control. Inside, the cabin is a collection of hard plastic panels and parts pin switches. Seat comfort is surprisingly good, but entry and exit, particularly on the coupe, is tricky.
Fresh off the showroom floor, the Dodge Viper is one of the fastest production cars in the world. Its mammoth V10 pushes it to triple-digit speeds in the blink of an eye, and it keeps right on going. Pushing this Dodge to the limit still requires the skill of a seasoned driver, but even rookies will admire the car's unbelievable racecar-like capabilities. While not comfortable and well-rounded enough to be an everyday driver, the Dodge Viper remains a no-nonsense supercar for those who can afford to add one to their stable.
Past Dodge Viper models
The original Dodge Viper debuted for the 1992 model year. At its heart was a 400-hp, truck-based engine with lighter-weight aluminum substituting for cast iron. Inspiringly one-dimensional, the first Viper continued on with only minor power tweaks and an optional hardtop with sliding side curtains until the second-generation Viper debuted as a more powerful GTS coupe in 1996 -- now a bit more civilized, with dual airbags and air-conditioning.
As the Viper matured into its second generation, paint schemes were shuffled and the RT/10 roadster received much of the updates applied to the GTS coupe. Also crossing in 1997 were the coupe's adjustable pedals and revised exhaust system, which changed from side- to rear-exit. In 1999 the Viper received bigger wheels, optional Connolly leather inside, power mirrors and a remote release for the coupe's glass hatch. A track-biased Viper ACR trim level also became available that year. Used Viper shoppers might also want to note that a fairly significant feature -- antilock brakes -- did not become available until 2001.
The third-generation Dodge Viper, the SRT-10, has been available since 2003. At its debut, the V10 was 8.3 liters in size and generated 500 hp and 525 lb-ft of torque. At the start, only the roadster was available. Detail changes only to colors and trim for the next couple years -- including a special "Mamba" package in 2004 for only 200 vehicles -- were followed by a return of the SRT-10 coupe in 2006 and a 10-hp increase. There was no '07 model, as Dodge was preparing for the '08 model's changes.
2008 Dodge Viper SRT-10 Convertible
With lots of tail-wagging power and no face-saving electronic driving aids, the original RT/10 Viper roadster was certainly a supercar that didn't suffer fools graciously. Eventually, however, minor concessions to "luxury" appeared in the second-generation Viper roadster, such as real windows that replaced the clear vinyl side curtains.
But Viper fans had nothing to fear, for the Dodge sports car remained obnoxiously loud and fast. And despite the release of a GTS coupe and simultaneous upgrades for the entire line, the first two Viper generations represented much the same car for an entire decade.
The Dodge Viper's next era kicked off in 2003 with a third-generation redesign of Chrysler's icon -- the SRT-10 roadster became a true convertible with a top that folded down all the way versus the soft targa panel of the previous RT/10, and the Viper SRT-10 coupe returned a few years later featuring the previous coupe's "double bubble" roof and dramatic rear styling. An astounding amount of power is delivered over a broad range; to handle it the Viper uses a beefed-up transmission and massive brakes. Compared to the original, newer Vipers have a longer wheelbase, a stiffer chassis and revised suspension tuning, which give the car greater dynamic precision.
A new SRT-10 Viper is on the way for 2008 with, of course, even more power -- 600 hp and 560 lb-ft of torque to be exact -- from a fully revised engine displacing 8.4 liters. The new engine and additional hardware updates are meant to counter the Viper's nemesis, the Corvette Z06, which undercuts the Viper on price and beats it in terms of versatility. But the charm of the Viper is its raw edge and lack of polish. For the Viper enthusiast, there's no other way it should be.
Recently updated, the Dodge Viper sports car is offered as a two-seat coupe or roadster. Standard equipment includes racing-style seats, power-adjustable pedals, keyless entry and a 300-watt audio system with in-dash CD changer. An 8.4-liter V10 engine delivers 600 hp and 560 lb-ft of torque. Power is sent to the rear wheels through a Tremec six-speed manual transmission and a standard limited-slip differential. Performance numbers are quite impressive, as the Viper can reach 60 mph in less than 4 seconds. Containing all this power are massive Brembo brakes and 18-inch front- and 19-inch rear forged-alloy wheels.
Though modern cars are increasingly equipped with the latest safety features, the Viper remains true to its visceral roots. There are neither side-impact airbags nor traction or stability control. Inside, the cabin is a collection of hard plastic panels and parts pin switches. Seat comfort is surprisingly good, but entry and exit, particularly on the coupe, is tricky.
Fresh off the showroom floor, the Dodge Viper is one of the fastest production cars in the world. Its mammoth V10 pushes it to triple-digit speeds in the blink of an eye, and it keeps right on going. Pushing this Dodge to the limit still requires the skill of a seasoned driver, but even rookies will admire the car's unbelievable racecar-like capabilities. While not comfortable and well-rounded enough to be an everyday driver, the Dodge Viper remains a no-nonsense supercar for those who can afford to add one to their stable.
Past Dodge Viper models
The original Dodge Viper debuted for the 1992 model year. At its heart was a 400-hp, truck-based engine with lighter-weight aluminum substituting for cast iron. Inspiringly one-dimensional, the first Viper continued on with only minor power tweaks and an optional hardtop with sliding side curtains until the second-generation Viper debuted as a more powerful GTS coupe in 1996 -- now a bit more civilized, with dual airbags and air-conditioning.
As the Viper matured into its second generation, paint schemes were shuffled and the RT/10 roadster received much of the updates applied to the GTS coupe. Also crossing in 1997 were the coupe's adjustable pedals and revised exhaust system, which changed from side- to rear-exit. In 1999 the Viper received bigger wheels, optional Connolly leather inside, power mirrors and a remote release for the coupe's glass hatch. A track-biased Viper ACR trim level also became available that year. Used Viper shoppers might also want to note that a fairly significant feature -- antilock brakes -- did not become available until 2001.
The third-generation Dodge Viper, the SRT-10, has been available since 2003. At its debut, the V10 was 8.3 liters in size and generated 500 hp and 525 lb-ft of torque. At the start, only the roadster was available. Detail changes only to colors and trim for the next couple years -- including a special "Mamba" package in 2004 for only 200 vehicles -- were followed by a return of the SRT-10 coupe in 2006 and a 10-hp increase. There was no '07 model, as Dodge was preparing for the '08 model's changes.
Lamborghini Gallardo Review
Although it's probably difficult for most people to think of a nearly $200,000 automobile as "affordable," that's the position the Lamborghini Gallardo coupe and spyder convertible find themselves in within the Lambo product lineup. But no matter -- sports cars with exotic looks and the performance to match have a built-in ownership audience.
2007 Lamborghini Gallardo Coupe Shown
Since its introduction, the mission for this "baby Lamborghini" has been to maintain the style and attitude of Lamborghini's 12-cylinder cars but be more livable in everyday use. It's been a successful strategy, as there's been no shortage of takers who rightly lust after such a usable and alluring sports car. In fact, the Gallardo has become this Italian automaker's best-selling model ever.
In terms of layout and design, the Lamborghini Gallardo is a true exotic. There's a mid-mounted V10 engine, all-wheel drive and the availability of an F1-style transmission. To keep weight down, the chassis is a composite blend of alloy stampings, extrusions and castings. And except for the traditionally opening steel doors (no scissors), the exterior is constructed of thermoplastic-formed panels.
Inside, the Gallardo's handsome furnishings sublimely marry form with function and offer a surprising level of comfort for a vehicle of this type. Credit is certainly due to the influence of parent company Audi, whose expertise with interior design has been of no small benefit since the Volkswagen Group purchased Lamborghini in the late 1990s.
Without too much difficultly, one can claim that the Gallardo is Lamborghini's best sports car ever. If there's anything lacking, it's the outrageous spirit and flair so often associated with the company's more expensive or legendary offerings. But the trade-off of a little spirit for a lot of functionality has been a good one, and there's no doubt that the Gallardo is a true, world-class exotic.
Current Lamborghini Gallardo
The exotic Lamborghini Gallardo is currently available as a coupe or spyder convertible, with the coupe available in two trim levels: base and SE. Standard equipment includes 19-inch alloy wheels, xenon headlights, fully powered accessories and a CD audio system. A winter package adds heated mirrors and seats along with winter tires and specific wheels. A sport suspension, navigation system, carbon-ceramic brakes and rear back-up camera are also available. In keeping with its pedigree, the Gallardo's trim and paint can be further customized, too. The limited-production SE is similar to the base coupe mechanically, but has a specific two-tone color treatment and includes as standard equipment some of the base car's optional features.
A new addition for 2007 is the Gallardo Superleggera. This coupe-only model has been modified for even better performance. It features 10 additional horsepower, slightly different suspension settings and an approximate 150-pound-lighter curb weight thanks to extensive use of carbon fiber and reduced feature content.
For optimum dynamic balance, the 5.0-liter V10 engine is positioned just aft of the driver. It develops 512 horsepower (522 for the Superleggera) and 376 pound-feet of torque. Power is sent to all four wheels through a six-speed manual transmission. An automated, sequential-shifting manual "e-gear" transmission is also available, which can be placed in an automatic mode or shifted via steering-wheel-mounted paddles. Antilock brakes, traction control and stability control are standard safety fare, as are head-protecting side curtain airbags.
Audi's influence is obvious inside the Lamborghini Gallardo, with plenty of precisely fitting leather and soft-touch materials. Despite the fact that this is an exotic sports car, seating is comfortable enough to accommodate the occasional road trip. Though not as flamboyant as its extroverted exterior, the interior styling still befits a vehicle in this price range. Storage space is tight, though, with a minimal amount of room available behind the seats and in the nose-mounted trunk.
But once behind the wheel, you'll gladly leave everything behind in exchange for the sweet, sonorous symphony of its V10 at full throttle. With more than 500 horses at your command, the Gallardo is capable of spine-compressing speed in any gear. The big V10 and all-wheel-drive system do add quite a bit of mass, so it doesn't deliver the razor's-edge responsiveness of some of its rivals. And the powerful brakes can feel a bit inconsistent at the limit. But there's still plenty to like about the Gallardo. Its gearing practically begs you to rev the V10 for all it's worth, and its AWD system certainly gives it a clear advantage for safely wringing out maximum performance when the road ahead is slick and unfamiliar.
Past Lamborghini Gallardo Models
The Gallardo coupe debuted in 2004. An expanded lineup arrived in 2006 featuring the addition of the spyder convertible with an automatic folding soft top and the SE model featuring two-tone color treatments and a host of mechanical updates that ultimately extended to the regular Gallardo as well.
2007 Lamborghini Gallardo Coupe Shown
Since its introduction, the mission for this "baby Lamborghini" has been to maintain the style and attitude of Lamborghini's 12-cylinder cars but be more livable in everyday use. It's been a successful strategy, as there's been no shortage of takers who rightly lust after such a usable and alluring sports car. In fact, the Gallardo has become this Italian automaker's best-selling model ever.
In terms of layout and design, the Lamborghini Gallardo is a true exotic. There's a mid-mounted V10 engine, all-wheel drive and the availability of an F1-style transmission. To keep weight down, the chassis is a composite blend of alloy stampings, extrusions and castings. And except for the traditionally opening steel doors (no scissors), the exterior is constructed of thermoplastic-formed panels.
Inside, the Gallardo's handsome furnishings sublimely marry form with function and offer a surprising level of comfort for a vehicle of this type. Credit is certainly due to the influence of parent company Audi, whose expertise with interior design has been of no small benefit since the Volkswagen Group purchased Lamborghini in the late 1990s.
Without too much difficultly, one can claim that the Gallardo is Lamborghini's best sports car ever. If there's anything lacking, it's the outrageous spirit and flair so often associated with the company's more expensive or legendary offerings. But the trade-off of a little spirit for a lot of functionality has been a good one, and there's no doubt that the Gallardo is a true, world-class exotic.
Current Lamborghini Gallardo
The exotic Lamborghini Gallardo is currently available as a coupe or spyder convertible, with the coupe available in two trim levels: base and SE. Standard equipment includes 19-inch alloy wheels, xenon headlights, fully powered accessories and a CD audio system. A winter package adds heated mirrors and seats along with winter tires and specific wheels. A sport suspension, navigation system, carbon-ceramic brakes and rear back-up camera are also available. In keeping with its pedigree, the Gallardo's trim and paint can be further customized, too. The limited-production SE is similar to the base coupe mechanically, but has a specific two-tone color treatment and includes as standard equipment some of the base car's optional features.
A new addition for 2007 is the Gallardo Superleggera. This coupe-only model has been modified for even better performance. It features 10 additional horsepower, slightly different suspension settings and an approximate 150-pound-lighter curb weight thanks to extensive use of carbon fiber and reduced feature content.
For optimum dynamic balance, the 5.0-liter V10 engine is positioned just aft of the driver. It develops 512 horsepower (522 for the Superleggera) and 376 pound-feet of torque. Power is sent to all four wheels through a six-speed manual transmission. An automated, sequential-shifting manual "e-gear" transmission is also available, which can be placed in an automatic mode or shifted via steering-wheel-mounted paddles. Antilock brakes, traction control and stability control are standard safety fare, as are head-protecting side curtain airbags.
Audi's influence is obvious inside the Lamborghini Gallardo, with plenty of precisely fitting leather and soft-touch materials. Despite the fact that this is an exotic sports car, seating is comfortable enough to accommodate the occasional road trip. Though not as flamboyant as its extroverted exterior, the interior styling still befits a vehicle in this price range. Storage space is tight, though, with a minimal amount of room available behind the seats and in the nose-mounted trunk.
But once behind the wheel, you'll gladly leave everything behind in exchange for the sweet, sonorous symphony of its V10 at full throttle. With more than 500 horses at your command, the Gallardo is capable of spine-compressing speed in any gear. The big V10 and all-wheel-drive system do add quite a bit of mass, so it doesn't deliver the razor's-edge responsiveness of some of its rivals. And the powerful brakes can feel a bit inconsistent at the limit. But there's still plenty to like about the Gallardo. Its gearing practically begs you to rev the V10 for all it's worth, and its AWD system certainly gives it a clear advantage for safely wringing out maximum performance when the road ahead is slick and unfamiliar.
The Gallardo coupe debuted in 2004. An expanded lineup arrived in 2006 featuring the addition of the spyder convertible with an automatic folding soft top and the SE model featuring two-tone color treatments and a host of mechanical updates that ultimately extended to the regular Gallardo as well.
Chevrolet Monte Carlo Review
2007 Chevrolet Monte Carlo LT Coupe
The Chevrolet Monte Carlo traces its roots back several decades to the height of the muscle car era, when Chevy sought to entice customers with a sporty, upscale rear-drive V8 coupe that provided a balance of performance and comfort in a stylish package. From those early years -- which included big-block SS (Super Sport) editions -- the Monte Carlo evolved toward a more luxury-oriented persona, saw significant downsizing (to optimize fuel efficiency) and soldiered on as a popular rear-drive sport coupe until 1988, when it was replaced by the Lumina coupe.
Following a lengthy hiatus, the Chevy Monte Carlo emerged once again in 1995. However, by then it had been softened and saddled with a carryover front-wheel-drive platform and V6 engines that barely hinted at the performance of years gone by. It was, in essence, a Lumina coupe.
The current-generation Chevrolet Monte Carlo coupe debuted in 2000 with more distinctive styling and updated underpinnings from the Impala sedan to better meet the needs of today's buyers. Significant changes in 2006 have helped the Monte Carlo come nearly full circle back to its original mission with sportier chassis tuning, improved driving dynamics and more power in SS models, while freshened interior and exterior styling offer a sculpted and pleasing contemporary appearance.
Although much improved in the past few years -- including a return to available V8 power in SS trim -- we feel that other performance sport coupe competitors like the Mustang offer a more satisfying choice as long as you don't mind giving up some interior room. In reviews, our editors say the Monte Carlo is primarily a comfortable cruiser that's more at home in the fast lane than on twisty mountain roads. If the latter is your preferred driving environment, you may want to consider other brighter, more focused alternatives.
The current-generation Chevrolet Monte Carlo, which received a major update for the 2006 model year, is a midsize two-door coupe that comes in three trim levels: the base but reasonably well-equipped LS, the more upscale LT and the performance-oriented SS. Under the hood of LS and LT models is a 3.5-liter V6 with 211 horsepower, while the SS boasts a responsive 5.3-liter V8 with 303 hp. Impressive numbers, yes. But we'd like them even better if they powered the rear wheels like Monte Carlos of years ago, especially in the case of the SS. A front-engine/rear-drive layout is typically preferable for optimum weight distribution and balanced handling, especially when that engine is a heavy V8.
Overall, this Chevy Monte Carlo is a spacious sport coupe that offers buyers a reasonably good comfort/performance trade-off for a relatively low sticker price. The V8-equipped Monte Carlo SS suffers from a nose-heavy feel, however. If quick reflexes are on your wish list instead and you don't mind tighter quarters, we suggest you consider one of its smaller but more nimble sport coupe competitors.
Used-car shoppers interested in a late-model Monte Carlo will likely encounter the previous-generation model, which was available from the 2000-'05 model years. Based on the then-new Impala platform and wearing distinctive, fresh sheet metal with heritage styling cues, the Chevrolet Monte Carlo was originally offered as an LS with a 3.4-liter V6 engine making 180 hp, or an SS with a 200-hp 3.8-liter V6. A driver-side airbag -- as well as traction control and OnStar on SS models -- was added as standard safety equipment in 2001, and all models received four-wheel disc brakes, traction control and remote keyless entry in 2003. In a bid to boost its performance image, Chevrolet added a 240-hp supercharged engine option for the SS in 2004.
Previous to this model, there was the Lumina-based Monte Carlo, which became available for the 1995 model year in LS or Z34 sport trim levels. Those wishing to hit the fast lane are advised to stick with the 210-hp 3.4-liter twincam V6 in the Z34. Detail improvements carried the Chevrolet Monte Carlo through the next several years, though only the most eagle-eyed used-car shoppers are likely to appreciate the differences.
The Chevrolet Monte Carlo traces its roots back several decades to the height of the muscle car era, when Chevy sought to entice customers with a sporty, upscale rear-drive V8 coupe that provided a balance of performance and comfort in a stylish package. From those early years -- which included big-block SS (Super Sport) editions -- the Monte Carlo evolved toward a more luxury-oriented persona, saw significant downsizing (to optimize fuel efficiency) and soldiered on as a popular rear-drive sport coupe until 1988, when it was replaced by the Lumina coupe.
Following a lengthy hiatus, the Chevy Monte Carlo emerged once again in 1995. However, by then it had been softened and saddled with a carryover front-wheel-drive platform and V6 engines that barely hinted at the performance of years gone by. It was, in essence, a Lumina coupe.
The current-generation Chevrolet Monte Carlo coupe debuted in 2000 with more distinctive styling and updated underpinnings from the Impala sedan to better meet the needs of today's buyers. Significant changes in 2006 have helped the Monte Carlo come nearly full circle back to its original mission with sportier chassis tuning, improved driving dynamics and more power in SS models, while freshened interior and exterior styling offer a sculpted and pleasing contemporary appearance.
Although much improved in the past few years -- including a return to available V8 power in SS trim -- we feel that other performance sport coupe competitors like the Mustang offer a more satisfying choice as long as you don't mind giving up some interior room. In reviews, our editors say the Monte Carlo is primarily a comfortable cruiser that's more at home in the fast lane than on twisty mountain roads. If the latter is your preferred driving environment, you may want to consider other brighter, more focused alternatives.
The current-generation Chevrolet Monte Carlo, which received a major update for the 2006 model year, is a midsize two-door coupe that comes in three trim levels: the base but reasonably well-equipped LS, the more upscale LT and the performance-oriented SS. Under the hood of LS and LT models is a 3.5-liter V6 with 211 horsepower, while the SS boasts a responsive 5.3-liter V8 with 303 hp. Impressive numbers, yes. But we'd like them even better if they powered the rear wheels like Monte Carlos of years ago, especially in the case of the SS. A front-engine/rear-drive layout is typically preferable for optimum weight distribution and balanced handling, especially when that engine is a heavy V8.
Overall, this Chevy Monte Carlo is a spacious sport coupe that offers buyers a reasonably good comfort/performance trade-off for a relatively low sticker price. The V8-equipped Monte Carlo SS suffers from a nose-heavy feel, however. If quick reflexes are on your wish list instead and you don't mind tighter quarters, we suggest you consider one of its smaller but more nimble sport coupe competitors.
Used-car shoppers interested in a late-model Monte Carlo will likely encounter the previous-generation model, which was available from the 2000-'05 model years. Based on the then-new Impala platform and wearing distinctive, fresh sheet metal with heritage styling cues, the Chevrolet Monte Carlo was originally offered as an LS with a 3.4-liter V6 engine making 180 hp, or an SS with a 200-hp 3.8-liter V6. A driver-side airbag -- as well as traction control and OnStar on SS models -- was added as standard safety equipment in 2001, and all models received four-wheel disc brakes, traction control and remote keyless entry in 2003. In a bid to boost its performance image, Chevrolet added a 240-hp supercharged engine option for the SS in 2004.
Previous to this model, there was the Lumina-based Monte Carlo, which became available for the 1995 model year in LS or Z34 sport trim levels. Those wishing to hit the fast lane are advised to stick with the 210-hp 3.4-liter twincam V6 in the Z34. Detail improvements carried the Chevrolet Monte Carlo through the next several years, though only the most eagle-eyed used-car shoppers are likely to appreciate the differences.
Jaguar XK-Series Review
The Jaguar E-Type or XKE is widely regarded as one of the most beautiful, iconic cars of all time. Introduced in 1961, it has been lusted after ever since, appearing on teenage boys' bedroom walls, grown men's garages and in movies like the "Austin Powers" series, where it served as the international man of mystery's Shaguar. More than three decades since the XKE went to cat heaven, its spirit lives on in a new breed of sleek Jaguar coupes and convertibles. The latest Jaguar XK-Series maintains classic design cues like the oval grille, but adds a thoroughly modern all-aluminum body and high-tech features designed to better defend Britain against German competition.
2008 Jaguar XK-Series XK Convertible
After 22 years of the unloved Jaguar XJS, the XK name and spirit were revived in the late '90s with the stunning XK8 coupe and convertible. Powered by an all-new 290-horsepower V8, it was quick and capable of keeping up with the best of the sub-$100,000 luxury coupe rivals of the time. As its 10-year life wore on, however, the competition predictably began to surpass the XK8 and the high-performance XKR in terms of refinement and comfort.
For 2007, the Jaguar XK ditched the "8" in its name and dusted off several layers of old-school Jaguar heritage to reveal an all-new, more modern coupe and convertible. Sharing components with the XJ sedan's aluminum structure, the XK is lighter and more rigid -- actually 50 percent stiffer -- than the old XK8, Jag says. Its interior is a drastic departure from the typical Jaguar look, with a modern dashboard design featuring a more intuitive control layout. The biggest interior change is the availability of alloy trim in lieu of wood – although some may argue that a Jag without wood is like Tom Selleck without the mustache.
Current Jaguar XK-Series
The new Jaguar XK and supercharged XKR are available as a two-door coupe and convertible. The standard XK comes with a 4.2-liter V8 churning out 300 hp and 310 pound-feet of torque, while the XKR's supercharged version of the same engine pumps out 420 hp and 418 lb-ft of torque. Both models come standard with a six-speed automatic with steering-wheel-mounted paddle shifters for automanual control. Jaguar's old "J-gate" shifter has finally been replaced with a new design that could perhaps be called a Backwards L Gate or Upside-Down 7 Gate.
The XKR adds sportier interior trim, 19-inch wheels (versus 18s), a firmer suspension, retuned steering, larger front brakes and exterior modifications like an aluminum mesh grille. The XK's standard stability control program is reprogrammed for the XKR to allow the driver more leeway and the option of shutting it off completely.
In road tests and reviews, we've found the regular Jaguar XK to be a little disappointing in terms of acceleration; the coupe's 0-60-mph time of 6.4 seconds is about a second slower than some competitors' times. Both XKR models are expectedly much quicker, going from zero to 60 mph in 4.9 seconds. When driving calls for something other than a straight line, both XKs display impressive composure through high-speed sweeping turns. On tighter roads, though, they lack a nimble feel. One final aspect to consider before a purchase would be reliability. In the three XKs we drove, we discovered electrical gremlins involving the touchscreen interface that operates navigation, stereo and climate functions.
Past Jaguar XK models
They say cats have nine lives and quite appropriately, it takes a long time for Jaguar coupes and roadsters to die. The XKE survived from 1961-'74 before being replaced by the very different XJS, which languished in mediocrity for 22 years before being mercifully put out of its misery. By comparison, the 10-year-old XK8 was practically a kitten when it was replaced by today's XK.
The 1997 Jaguar XK8 debuted in coupe and convertible body styles, with the XKR arriving in 2000. The standard 290-hp 4.0-liter engine was Jaguar's first-ever V8 and only the fourth all-new engine in its history. We were impressed with its low-end torque and found that it accelerated from zero to 60 mph in 6.7 seconds. We also thought it was "a hoot to drive" with effortless acceleration, precise steering and a supple suspension.
Inside, the XK8 featured a classic Jaguar look with lots of Connolly leather and walnut trim. Although it began to look antiquated later in life with unintuitive controls and subpar materials, in the retro-crazed late '90s, it was certifiably chic. The car's cramped interior dimensions and small trunk were never in style, however.
In 2003, the Jaguar XK-Series engine was upgraded to 294 hp and 303 lb-ft of torque (from 284 lb-ft), sending the coupe from zero to 60 in 6.1 seconds – which is better than the current model. That year also saw a new six-speed automatic and more than 900 other mostly minor changes, none of which touched the still-attractive sheet metal. After that, the XK8 prowled about through 2006 without any significant updates.
The high-performance XKR featured a supercharged version of the 4.0-liter V8, making 370 hp and 387 lb-ft of torque. Zero to 60 mph in the coupe was accomplished in 5.1 seconds. The 2003 revisions also applied to the XKR, including a power boost to 390 hp and 399 lb-ft of torque.
Prior to the XK8, Jaguar offered the XJS coupe and convertible. The latter appeared in 1989, replacing the odd "Cabriolet" model, which featured a Jeep Wrangler-esque retractable roof that maintained the window frames. By 1990, a 262-hp 5.3-liter V12 was the standard engine. It was briefly replaced in 1993 by a 4.0-liter inline-6 making only 219 hp, but a new 278-hp, 6.0-liter V12 emerged in 1994 to complement the standard six-cylinder. A four-speed automatic replaced the ancient GM TH400 three-speed auto in 1993. In 1992, a new head- and taillight design debuted.
The XJS was actually heavier than today's XK, making it all the more slow, ponderous to drive and generally undesirable. Also, with its 1970s-era interior and Jaguar's notoriously poor reliability from this era, used-car shoppers should avoid the XJS as if it were a rabid cat in heat.
2008 Jaguar XK-Series XK Convertible
After 22 years of the unloved Jaguar XJS, the XK name and spirit were revived in the late '90s with the stunning XK8 coupe and convertible. Powered by an all-new 290-horsepower V8, it was quick and capable of keeping up with the best of the sub-$100,000 luxury coupe rivals of the time. As its 10-year life wore on, however, the competition predictably began to surpass the XK8 and the high-performance XKR in terms of refinement and comfort.
For 2007, the Jaguar XK ditched the "8" in its name and dusted off several layers of old-school Jaguar heritage to reveal an all-new, more modern coupe and convertible. Sharing components with the XJ sedan's aluminum structure, the XK is lighter and more rigid -- actually 50 percent stiffer -- than the old XK8, Jag says. Its interior is a drastic departure from the typical Jaguar look, with a modern dashboard design featuring a more intuitive control layout. The biggest interior change is the availability of alloy trim in lieu of wood – although some may argue that a Jag without wood is like Tom Selleck without the mustache.
Current Jaguar XK-Series
The new Jaguar XK and supercharged XKR are available as a two-door coupe and convertible. The standard XK comes with a 4.2-liter V8 churning out 300 hp and 310 pound-feet of torque, while the XKR's supercharged version of the same engine pumps out 420 hp and 418 lb-ft of torque. Both models come standard with a six-speed automatic with steering-wheel-mounted paddle shifters for automanual control. Jaguar's old "J-gate" shifter has finally been replaced with a new design that could perhaps be called a Backwards L Gate or Upside-Down 7 Gate.
The XKR adds sportier interior trim, 19-inch wheels (versus 18s), a firmer suspension, retuned steering, larger front brakes and exterior modifications like an aluminum mesh grille. The XK's standard stability control program is reprogrammed for the XKR to allow the driver more leeway and the option of shutting it off completely.
In road tests and reviews, we've found the regular Jaguar XK to be a little disappointing in terms of acceleration; the coupe's 0-60-mph time of 6.4 seconds is about a second slower than some competitors' times. Both XKR models are expectedly much quicker, going from zero to 60 mph in 4.9 seconds. When driving calls for something other than a straight line, both XKs display impressive composure through high-speed sweeping turns. On tighter roads, though, they lack a nimble feel. One final aspect to consider before a purchase would be reliability. In the three XKs we drove, we discovered electrical gremlins involving the touchscreen interface that operates navigation, stereo and climate functions.
Past Jaguar XK models
They say cats have nine lives and quite appropriately, it takes a long time for Jaguar coupes and roadsters to die. The XKE survived from 1961-'74 before being replaced by the very different XJS, which languished in mediocrity for 22 years before being mercifully put out of its misery. By comparison, the 10-year-old XK8 was practically a kitten when it was replaced by today's XK.
The 1997 Jaguar XK8 debuted in coupe and convertible body styles, with the XKR arriving in 2000. The standard 290-hp 4.0-liter engine was Jaguar's first-ever V8 and only the fourth all-new engine in its history. We were impressed with its low-end torque and found that it accelerated from zero to 60 mph in 6.7 seconds. We also thought it was "a hoot to drive" with effortless acceleration, precise steering and a supple suspension.
Inside, the XK8 featured a classic Jaguar look with lots of Connolly leather and walnut trim. Although it began to look antiquated later in life with unintuitive controls and subpar materials, in the retro-crazed late '90s, it was certifiably chic. The car's cramped interior dimensions and small trunk were never in style, however.
In 2003, the Jaguar XK-Series engine was upgraded to 294 hp and 303 lb-ft of torque (from 284 lb-ft), sending the coupe from zero to 60 in 6.1 seconds – which is better than the current model. That year also saw a new six-speed automatic and more than 900 other mostly minor changes, none of which touched the still-attractive sheet metal. After that, the XK8 prowled about through 2006 without any significant updates.
The high-performance XKR featured a supercharged version of the 4.0-liter V8, making 370 hp and 387 lb-ft of torque. Zero to 60 mph in the coupe was accomplished in 5.1 seconds. The 2003 revisions also applied to the XKR, including a power boost to 390 hp and 399 lb-ft of torque.
Prior to the XK8, Jaguar offered the XJS coupe and convertible. The latter appeared in 1989, replacing the odd "Cabriolet" model, which featured a Jeep Wrangler-esque retractable roof that maintained the window frames. By 1990, a 262-hp 5.3-liter V12 was the standard engine. It was briefly replaced in 1993 by a 4.0-liter inline-6 making only 219 hp, but a new 278-hp, 6.0-liter V12 emerged in 1994 to complement the standard six-cylinder. A four-speed automatic replaced the ancient GM TH400 three-speed auto in 1993. In 1992, a new head- and taillight design debuted.
The XJS was actually heavier than today's XK, making it all the more slow, ponderous to drive and generally undesirable. Also, with its 1970s-era interior and Jaguar's notoriously poor reliability from this era, used-car shoppers should avoid the XJS as if it were a rabid cat in heat.
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