We explore ten models between £5,000 and £30,000 and explain why each could be a great first Jaguar. With a history that goes back to the Twenties and includes hundreds of models, buying a Jaguar can be a complicated task. This is further exaggerated if it’s your first. Which model? From what era? How much? Saloon or sports?
Choosing the right one can be as daunting as buying your first home, so we’ve picked out ten models that we think would make ideal entry points into Jaguar ownership to make your deliberations easier. Ranging from saloons to sports cars and classic cars to modern vehicles, there should be a Jaguar here that’s suitable for you.
£5000 Jaguar X-Type 2.2
There are larger, more powerful Jaguar saloons available for five grand (an X308 XJR, for example), but would they be as practical? Production of the X-TYPE only came to an end in 2008 (and some cars not registered until the following year), so they’re modern enough for regular use, especially if you choose a more economical diesel over the 2.0, 2.5 and 3.0-litre V6 petrol engines. Both the 128bhp 2.0 and 155bhp 2.2 versions are available for this money, although the latter might have a few more miles. Fast, comfortable and good to drive, the X-TYPE remains a competent saloon, no doubt benefiting from being based on the previous generation of Mondeo.
Ignore the purists who say – wrongly – that this isn’t a true Jaguar, due to its Ford-sourced chassis, engines and running gear, as not only did Jaguar’s engineers tune each part to make the X-TYPE worthy badge, but also, with leather and veneer on most models, the interior is as luxurious as its larger siblings. The design was considered by many to be overly retro at the time and was one of the reasons why it never sold in the volumes Jaguar forecast it would at its 2001 launch (100,000 a year compared to the 355,306 that were eventually sold), but today the car has a certain charm. Designed by the Jaguar’s former design director, the late Geoff Lawson, the X-TYPE’s proportions are almost perfect for a small saloon, while the facelifted cars from 2007 have better detailing and a squarer grille, creating a more modern appearance.
There are three trim levels to choose from: Classic, Sport and SE (in 2005 these were changed to standard, Sports Premium and Sovereign). Although each is well equipped, with air conditioning and powered windows as standard, our choice would be the Sport trim. The combination of less chrome, due to a colour-coded grille, and a discreet boot spoiler actually allow the car to appear younger than earlier models.
X-TYPEs are reasonably robust but – like all cars – they do have issues. Faulty crank dampers on some examples can cause a drumming noise around 1,900rpm, while leaks in the EGR, turbo and vacuum pump systems can cause excessive black smoke.
Turbo and turbo actuators are now failing on high- mileage examples. Front anti-roll bar bushes can wear quickly, causing an annoying knock. When inspecting the rear suspension, look for soggy bushes in the forward arm and sharing of the pins securing the anti-roll bar bush retainers that can allow the bar to move sideways.
The X-TYPE has few electrical gremlins, but a corroded multiplug in the engine bay is one, and can cause an inoperative screen heater, while a fibre optic lead can fail resulting in the stereo head and air conditioning not working. On the plus side, the X-TYPE has an excellent parts supply and is easy to work on.
SUMMARY: If you want a Jaguar to drive regularly, this is easily the best place to start.
2007 X-TYPE 2.2 SPORT
Engine 2,1980c, 4cyl
Torque 266lb ft
Max speed 137mph
Economy 47.1 mpg
Price new £22,995
Value now £5,995
£8,000 Jaguar XK8 COUPE (series 1)
In 2013, an unrestored E-type Series 1 sold for £109,000. That’s an unrestored E-type. By the time it’s ready for the road, the car will have cost over £150k. Alternatively, for around £8,000 the new owner could have bought another Jaguar sports car, one that harks back to the company’s golden age but is ready to enjoy – the XK8.
Launched in 1996 and designed by a team lead by Geoff Lawson, the X100 generation of XK was clearly influenced by the E-type with much softer, less controversial lines than the car it replaced, the XJS. It’s because of this – as well as the powerful V8 beneath the bonnet – that this car has grown in popularity with both Jaguar enthusiasts and those who simply recognise a bargain when they see one. And the greatest bargain of them all is the 4.0 coupe. Overshadowed by the 4.2 V8 that replaced it in 2002 and the XK’s headline act, the supercharged R version, the normally aspirated 4.0 coupe is worth just £8,000 (even less for the very earliest examples with huge mileage). It’s not like the 4.0 is dull to drive either.
Performance is swift, instant and very smooth.
The five-speed ‘box kicks down instantly, unleashing more of its 290lb ft of torque. It doesn’t have the ferociousness of an F-TYPE Coupe R 5.0, but then, that costs £92,000 more. Plus, Jaguar’s latest sports car only has two seats while the XK has room for four. (Its rear legroom would make a budget airline look spacious, but at least it’s there.)
The rest of the interior isn’t the first word in modernism either. Because the originally unpopular XJS was partly saved in the early Eighties through the introduction of veneer and leather, early XK8s were given the same. So, although the interior of this beautiful 1999 example is as cutting edge as a Queen Anne chair, it is oh-so comfortable. You don’t sit on the leather seats, you sink into them.
Obviously a car of this age isn’t without its problems and the X100 generation of XK has its fair share. The AJV8 engine is reasonably robust, but the timing chains and tensioners need to be changed from the original plastic items to metal items or they can snap, requiring a total engine rebuild. The well- documented Nikasil issue has been covered many times in JW’ but it’s worth mentioning again. The V8 engine was designed to use cylinders coated in Nikasil (a silicon carbide coating engine components) but the high-sulphur, unleaded fuel reacted with it causing engine failure. Jaguar replaced the V8s under warranty, but some slipped through the net. The problem is small, but it’s still there. Replacement engines have a tag at the back, although the best way to confirm is via the engine and chassis numbers.
The car can suffer from rust, usually in between the rear bumper and the rear light, and at the end of the sills. Plus, look out for corrosion on the front and rear chassis legs and front floorpan. However, with regular servicing all of this can be kept at bay – expect to pay around £300 for a straightforward service through a Jaguar specialist.
SUMMARY: It’s doubtful whether the XK will ever reach the same lofty heights of admiration as the E-type, but with so much character for such little money, is that really so bad?
1999 XK8 COUPE
Engine 3,9960c, V8
Torque 290lb ft
Max speed 155mph
Economy 24.1 mpg
Price new £50,655
Value now £8,000
£10,000 Jaguar XJ 2.7 Sovereign
Of the ten models in our list – including the current XJ – to our minds the XJ2.7 represents the greatest value for money. All cars depreciate, executive saloons especially, but the XJ2.7 seems to have done so more than its contemporaries. While the 2007 Sovereign shown here, with 77,000 miles, is valued at around £10,000, a comparable Mercedes-Benz S-Class 320CDI W221 is worth three grand more.
Plus, this X350 is also worth half that of a 2009 X351-generation of XJ, yet offers a similar level of luxury, performance and economy. While the X350 has more traditional looks than the current car (which we know is important to many of you), it still feels just as modern to drive, having a litheness that’s unexpected due to its size. This is a result of its groundbreaking aluminium construction. In 2003, the X350 was the first modern Jaguar to be built from this material, paving the way for more recent models. It also assists with fuel economy: fitted with the already frugal 2.7-litre diesel engine, the X350 will return a very healthy 35mpg, which means a modern XJ is no longer the domain of only wealthy bankers, but ordinary folk, too. Its quality shines through, being far more refined than a contemporary S-TYPE 2.7, for example. Inside, the veneer is thicker, the chrome shinier and the leather softer.
The X350 is fairly problem-free, but there are a couple of issues to be aware of, the most common being corrosion on the surface of the body panels, especially the boot lid, door pillars, door bottoms and wheelarches. The culprits are the steel rivets used in the aluminium panels. Two dissimilar metals in electrical contact in the presence of a corrosive electrolyte (eg salt water after gritting) lead to galvanic corrosion. However, a specialist can fix such problems relatively easily, and it doesn’t affect the chassis. The 2.7-litre diesel can have problems with exhaust gas recirculation (EGR) valves and catalysts. There can also be issues with the turbos, although it’s not an age- or distance-specific problem. The X350 came with air suspension as standard, supporting its fabulous ride, but the compressor can be a big issue, costing between £500-^600 to put right. They can also be heavy on suspension bushes – the classic sign they’ve gone is a knocking noise (often not evident in how the car drives) and will probably first be brought to your attention as an MOT failure.
SUMMARY: Such a large saloon might not be an obvious choice for your first Jaguar, but at these prices and with sensible running costs, the XJ 2.7 is a very tempting one. For a more comprehensive buying guide on the X350.
2007 XJ2.7 SOVEREIGN
Engine 2,722cc, V6 diesel (PSA-Ford)
Torque 321 lb ft
Max speed 141 mph
Price new £51,500
Value now £10,000
£12,000 Jaguar XF SV8
There’s no denying that early XFRs represent great value – with 59-reg models on sensible mileage worth just under £20,000, we were close to including one in our list. But there is another model, however, that offers all the virtues of the R for a better price – the SV8. It was only on sale for two years (2008-2009), so therefore sold in relatively small numbers, and features the 4.2-litre version of Jaguar’s supercharged V8 (rather than the 5.0 in the R), so they’ve become rather overshadowed of late. Yet with 410bhp and a 0-60mph time of just 5.4 seconds, the SV8’s performance is just as brutal and as startling as the R, perhaps more so because it’s unexpected. With no wings, spoilers or other performance aids, the SV8 wears a low-key image – it doesn’t appear too dissimilar from the 2.7-litre diesel version that was also available at the time. Only the SV8’s standard 20in Volans alloys wheels distinguish it. Admittedly, late S-TYPE Rs, with an almost identical running gear and therefore performance, are a couple of grand less, but that’s missing the point. Despite using the same chassis as the S-TYPE, the SV8 feels lighter on its tyres, courtesy of the XF’s body being constructed using some aluminium panels. Plus, the interior is much more user friendly than the button laden S-TYPE’s dash and is arguably better built, too. The SV8 also has a certain rarity value that we reckon will see it rise in value quicker than any other early XF.
Problems? There’s a few but not many. Listen for knocking noises from the rear, since both the lower bushes and the outer lower wishbone bushes are prone to wear (the latter only available with a new arm). The electrically operated fuel filler flap has been known to stick and XFs can get through a set of rear brake pads in as little as 15,000 miles, simply because the friction material used is quite soft. Pre-2010MY XFs do not have a rear pad wear sensor, so check the paperwork to see when they were last replaced. Also check that all the LEDs in the rear lights work. If any are out, the entire unit will need replacing.
SUMMARY: In many ways, the SV8 was a marketing ploy, introduced with the knowledge that the 5.0 XFR was just around the corner. In spite of that, it still went toward giving the XF some glamour at the time of its launch. To disregard the car would be a mistake – it’s as entertaining as any XFR, but you’ll have the satisfaction of knowing that it cost less to buy and its status as a future classic is already assured. For more information about the XF SV8.
2008 XF SV8
Engine 4,196cc, SC V8
Torque 413lb ft
Max speed 155mph
Price new £54,900
Value now £12,000
£15,000 Jaguar 420
While Mk 2s in good condition are worth £30,000 (more, in extreme cases), a 420 is half of that simply because it doesn’t share its good looks. It’s not that the 420 is ugly, but with its longer tail and the same nose as the Mk X/420G, it isn’t considered by today’s market to be as desirable. In our opinion, that’s unfair.
Arguably, the 420 was Jaguar’s best small car from the Sixties. When the 420 was introduced in 1966, to counter faltering sales of existing saloons, the groundbreaking XJ6 was still two years away. It shared the same basic shape as the S-type (which was based on the classic Mk 2) and independent suspension, while its power came from the formidable 4.2-litre version of the XK engine. It was a desirable mix, and one of the reasons why 10,236 were sold in just two years (plus 5,824 similar Daimler Sovereign-badged versions). With a luxurious interior (more so than its Mk 2 and S-type siblings), the 420 today represents an affordable and practical way into classic Jaguar ownership – a slice of the company’s heyday, but at a fraction of the price of the more popular models.
They’re fun to drive, too, giving a surprising turn of speed for such a stately looking machine, while the IRS results in first-class road holding (the same engine/suspension setup lived on until the mid-Eighties with the XJ6 S3, don’t forget).
Clearly, a car of this age is going to have issues, the biggest being rot. Superficial rust will be obvious and is likely to be concentrated around the lower front valance, wing bottoms, sills, door bottoms and the rear wheelarches. Check, too, the fit for the grille, sidelights and bumpers because any gaps will indicate a poor restoration or accident damage. Underneath the car, look at the jacking points as they can be vulnerable as can the inner sills.
Expect oil leaks from the engine, although they shouldn’t be excessive. A leak at the front of the engine is likely to be a front crank seal; at the back, between the engine and gearbox, the rear seal. Leaks from the latter require the engine out to be fixed. However, oil in this area could also come from the camshaft feed pipes, so double check this first since these are much easier to sort. The engine is durable, but a chatter at the front could be timing chains. Although nothing in the interior can’t be repaired or replaced, it can be extremely expensive to restore.
SUMMARY: Those who can afford the Mk 2 consider the 420 to be the least desirable of the small saloons, yet this is to overlook one of the best Jaguars of the era.
Engine 4,235cc, straight six
Torque 283lb ft
Max speed 123mph
Price new £1,724
Value now £15,000
£17,000 Jaguar XJ6 Coupe
It’s easy to see why the XJ6 Coupe is a popular choice for first-time Jaguar buyers. They are as handsome as the company’s more famous products, and practical, due to a big boot and four seats. They are also sufficiently classic to feel different compared to a modern car, but not so old that they can’t be used regularly. Perhaps only the XJ-S can match it for all of these traits. But while even an E-type Series 2+2 (often considered to be the least popular of the breed) now costs over £30,000, an XJ6 Coupe can be picked up for half that.
These car have an interesting history, too. Conceived when the Series 2 XJ was in the design stages (a single Series 1 coupe prototype was built by the factory) and first shown at the 1973 Motor Show, it wasn’t until 1975 that it went on sale. It took longer to develop than expected, the seal around the two pillarless side glasses being especially troublesome.
Based on the Series 2 saloon’s running gear (both the 4.2 straight six and 5.3 V12 engines were used), it was a simple but effective way to increase Jaguar’s range. But it wasn’t a commercial success and was dropped in 1977 after just 10,426 of all varieties (XJ6, XJ12 and Daimler-badged versions) were sold. Its crime was being more expensive than the saloons and arriving at the same time as the XJ-S.
To drive, the Coupe is brisk enough and feels refined. The steering is very light, but corners can be taken quickly, quicker than its genteel image might imply.
Obviously, a car of this age is going to have suffered at the hands of rust. The area behind the outer headlights is perfectly shaped to reap mud and dirt, leading to corrosion. The wheelarches also rot, often extending to the sills, which can weaken both the rear suspension radius arm mounts and the outer seat belt anchorage points.
Vague steering can be traced to worn rack bushes. Worn radius arm bushes will make the car feel loose at the back, like it’s trying to steer. Check the condition of the rear brakes – inboard, for any serious work, the suspension sub frame will need to be come out for overhaul.
Inside, look for sagging headlining, cracks in the front seat frames at the base of the backrest, and splits in the rubber support panel underneath, which can pull away from its securing hooks.
The 4.2-litre XK engine is strong but check for smoke: blue smoke indicates worn valve guides, while black could mean a faulty auto choke. A rattling sound whatever the temperature means wear on one of the two timing chains – the top one is adjustable, but wear in the lower chain requires a major strip down. Noisy tappets may merely need adjusting, or might warn of deeper problems, such as loose cam followers or recessed valve seats.
SUMMARY: Reasonably rare, very handsome, good to drive and, if a good car is purchased, reliable. If you’re in the market for a classic Jaguar, this is a great place to start.
1976 XJ6 COUPE
Engine straight six, 4,235cc
Torque 123lb ft
Max speed 116mph
Price new £4,260
Value now £17,000
£20,000 Jaguar XJ 3.0D Luxury
To realise just what good value the current – yes current – generation of XJ is on the used market, you need to consider this: at £20,000, a four-year-old 3.0-litre diesel Luxury is worth the same as a one-year- old Mondeo 2.0-litre diesel. Undoubtedly, a huge luxury saloon isn’t for everyone, but there’s no denying that at this price they can’t be ignored, especially for anyone wanting hassle-free Jaguar ownership – we’re not talking tired, high-mileage ex-airport limos for this money, but cars with anything between 50,000 and 90,0 miles on the clock. In other words, cars with plenty of life left in them.
As Jaguar’s current flagship, the XJ is very complex due to the amount of driver aids. There isn’t a part of the car, from the boot release to the ventilation system, that isn’t controlled electronically. Its size does make it awkward to nip down to the shops, but if you do reduce it to such ordinary duties, then it offers a large boot and plenty of rear legroom, even in the standard-sized model. However, if you’re in need of a comfortable long-distance cruiser that enjoys a B-road blast occasionally, the XJ really is ideal. Built from aluminium, it feels much lighter than such steelbodied contemporaries as the S-Class, and it is as easy to throw around as any sports car. While the Mercedes feels heavy and sedate, the XJ is lithe and sprightly, slicing through corners with the same confidence as an XK. The 3.0-litre diesel is torquey and responsive, more so when the steering wheel-mounted paddles are used. Yet it will still return over 40mpg and won’t cost the earth to maintain: anywhere between £150 and £500 depending on the type of service, through a specialist.
Obviously, such a new car has few maladies. The V6 diesel has a secondary turbocharger compressor shut- off valve vacuum actuator and a bypass valve that can become choked with carbon, and this will require cleaning or renewing to resolve running issues. Some very early models had creaky sunroofs, fixed under warranty, as were some minor software glitches.
It goes without saying that any potential purchase needs to have a full service history, either through a Jaguar dealer or an experienced specialist.
SUMMARY: Many Jaguar enthusiasts aren’t keen on the X351 XJ, believing it to be too much of a step away from the XJ’s traditional design. But, whether you love or hate the car, it’s a colossus and at £20k it’s not one you can ignore.
2011 XJ 3.0D LUXURY
Engine 2,99300, V6
Power 271 bhp
Torque 443lb ft
Max speed 155mph
Price new £55,500
Value now £20,000
£25,000 Jaguar MK IX
There’s no denying it, this appears to be the bravest choice for the first-time Jaguar buyer. Built between 1958 and 1961, but based on the Mk VII from 1950 (which in turn was replaced by an updated version, the Mk VIII, in 1956), it’s the oldest car here. It’s also arguably the most old-fashioned, being Jaguar’s last to feature a separate chassis, so you’d think this would make buying a Mk IX more difficult than an XJ6 or 420, for example. Yet they’re actually very robust. They’re also a real bargain, something of a sleeper in Jaguar’s back catalogue.
What you get for £25k is a fabulously engineered – for the time – luxury saloon that was the first Jaguar with disc brakes fitted as standard, as well as the fabulous 3.8-litre XK engine, a desirable unit no matter what car it’s in. As the company’s flagship car of the late Fifties, the interior is sumptuous with acres of leather and veneer, plus old-fashioned charm that’s only to be found in the most luxurious cars of the era. Again, other cars with a similar degree of comfort are much more expensive – a Bentley S1, for example, can be worth an extra £15,000.
When inspecting this car, start with the interior. If there’s any trim missing, the cost to replace it can be hugely expensive, though faded woodwork can be relacquered.
The 3.8 engine is tough, but needs to be serviced regularly to keep its famed reliability. Expect oil leaks from the cam covers, front and rear seals and possibly the camshaft oil feed pipes, where not only can the copper washers fail, but the pipe split, too. Timing chains are adjusted by a hydraulic tensioner for the bottom and manually for the top. A slight rattle at the front, and the top chain can be adjusted, but if it’s noisier a replacement should be considered. At the bottom, wear can be so bad that the adjuster pad can pop out of the body. Thanks to a huge radiator, overheating isn’t an issue although the cooling system needs to be flushed regularly. Both the engine and radiator can silt up reducing the amount of coolant flow.
The Mk IX’s groundbreaking Dunlop disc brake system is reliable, but little-used cars can suffer from hydraulic components seizing up.
The Mk IX suffers from copious body rot and there’s a very limited aftermarket supply of bodypanels and brightwork. Allied to the vast expense of interior restoration makes the Mk IX one of the worst Jaguars to restore. However, most of its suspension components are shared with the XK range so supply is good.
SUMMARY: A car of this age isn’t for everyone, but if you want a Jaguar that’s graceful, stylish and comes from the company’s golden age, this is it.
1958 MK IX
Engine 3,781 cc, straight six
Torque 237lb ft
Top speed 114mph
Value now £25,000
£26.995 Jaguar XE 2.0 SE Auto
It might seem strange to include a car that’s yet to be launched. However, Jaguar’s dealers are already taking orders on the new compact saloon, and first reports are that it’s as good as it needs to be if the company is to break into this saturated market. Importantly, at £27,000 – the cheapest model in the company’s entire range – the XE SE will be the first Jaguar for a new generation. As Ralf Speth, the company’s CEO, said at the car’s unveiling at last year’s Paris show, it’s “a breakthrough vehicle for Jaguar and represents a step change in the customer base.”
While it’s an entry model, that doesn’t mean you lose out on equipment because the SE comes with sat-nav, cruise control, DAB radio, multifunction steering wheel and 17in alloy wheels. There are also cloth seats and glass-black treatment for the door finishers and instrument panel. Alternatively, add another £1,000 for the Prestige spec and it will come with heated front seats, leather upholstery, ultra cool Phosphor Blue ambient interior lighting and brushed aluminium in the fascia.
The new 2.0-litre petrol Ingenium engine, built at Jaguar’s recently opened engine plant at Wolverhampton, is economical and clean, returning 37.7mpg while emitting just 179g/km of C02. It’s fast, too, with the eight-speed automatic gearbox reaching 60mph in just seven seconds, and a top speed of a very credible 147mph.
SUMMARY: Its modern and clean design, economical engines and long specification list suggests the XE is set to become the first Jaguar for many people – and you could be one of them.
2015 XE 2.0 SE AUTO
Engine 1.999cc, 4cyl
Torque 206lb ft
0-60mph 7.1 secs
Max speed 147mph
Price new £26.995
£30,000 Jaguar XKR 4.2 Convertible
You have a lot of choice for thirty grand, from nearly new XF diesels to even E-type S3 Coupes. But, for us, there’s only one real choice – the XKR convertible. Of course, for this money it won’t be the 5.0 model from 2010 onwards, but that isn’t really an issue as the 4.2 has a 0-62mph time of 5.0 seconds and a 155mph top speed, plus you can enjoy the car’s gorgeous looks no matter what the engine choice.
This was design director Ian Callum’s first all-new car and, a decade after its launch, it still looks modern – the convertible version especially. Long, low and sleek, it remains the archetypal sports car, even a year after production of the XK came to an end.
It’s a practical car, too, with four seats and a big boot. It remains one of the few genuine open GTs, perhaps only really rivalled by the likes of the BMW 6-Series, but they fail to ooze character quite like the Jaguar.
The German cars aren’t as exciting to drive either. Smaller engine or not, with 420bhp on tap, the supercharged XKR 4.2 feels like a bona fide super car. Acceleration is swift and instant, vicious even if you’re not careful with the throttle, pushing you back into the seat with a supernatural force that leaves you feeling like a passenger. Very few cars have the ability to shock like an XKR can, and those that do usually cost twice as much.
The X150 convertible feels stable, despite the lack of a solid roof, but then it should, being 50 percent stiffer than its steel-bodied predecessor. The fat tyres exert a phenomenal vice-like grip on the asphalt, which when combined with no body roll means you can attack corners, not just take them.
Aluminium construction gives the car a litheness that’s missing from the often-cumbersome Beemer and, with its fast, direct steering, the car feels more like a nimble sports car than a big GT. This sensation is further heightened when the hood is down. The XKR coupe might be a few grand less, but the experience is dampened slightly by having a metal roof above you.
The interior is much simpler than the X100’s, due to a lack of buttons and being dominated by a 7in screen. It still looks good, too. While we prefer the aluminium or piano-black veneer rather than the wood as per the car in these pictures, that’s personal choice. The interior is not as well built as the current cars, the F-TYPE especially, but it’s still proving strong, although its reported that the seat leather isn’t as durable as in the car it replaced – with seat bolsters soon becoming worn.
Problems to look for include a failure of the V8’s thermostat and the wiring to the cooling fan breaking, resulting in the latter running permanently, and, in some cases, illuminating the engine management light on the dashboard.
The braking system is reliable, though pads can wear quickly due to the high-performance nature of the car. All four lower arms of the rear suspension need replacing every 60,000 miles, while the front bush of the banana-shaped front lower arm often wears. Shock absorber bushes and track control arm bushes are also known to wear.
Electrically, the X150 has few problems, and the most common of those is a simple earth point in the front wheel: if the headlights and indicators start to operate in an erratic manner, take a look inside the wheelarch to locate the earth point and check it hasn’t corroded or the wiring loom broken. In most cases, it’s the driver’s side wheelarch that proves troublesome and it only seems to affect the lights on that side. The electrically operated roof can become unsynchronised, mainly due to a flat battery if underused.
SUMMARY: All in all, the XKR convertible is a wonderful car and not just suitable for a first Jaguar, but a second, third, fourth…
2007 XKR 4.2 CONVERTIBLE
Engine 4.196cc, V8
Torque 413lb ft
Max speed 155mph
Price new £76,097
Value now £30,000