Jaguar XKR | Alternative Classics

The X150 Jaguar XKR went on sale in 2007 to replace the old X100 XKR model that competed with cars like the Mercedes SL and Porsche 911.

Big news at the time came in the form of its aluminium body that weighed 91kg less than the steel body on the old model and made up for the fact that its engine was carried over, almost unchanged, from the old version.

In truth, the XKR’s engine didn’t need to change. As a large V8 boasting the added muscle of a supercharger, the XKR already had all the overtaking power required and the ability to suck the horizon into the Jaguar’s windscreen like the recoil on a bungee cord.

Handling was also impressive, allowing the Jaguar to occupy the middle ground between the Mercedes SL and serious sportscars like the Porsche 911. It had sharper steering and better body control than the Mercedes but with a more comfortable ride and lazier power delivery than the Porsche.

Available in coupe and convertible body shapes, the XKR was updated in 2009 when Jaguar swapped the 4.2-litre engine for a 5.0-litre version, but the company also offered various special editions, including the Speed, with a loosened speed limiter allowing for a 174mph top speed, and the XKR 75 with more power.

The XKR-S released in 2011 represented the pinnacle of XKR ownership, with more power, bespoke suspension, uprated brakes and a 186mph top speed.

The XKR would be sold alongside the smaller F-Type before it went off sale in 2014 after 60,000 XKs sold worldwide, less than half of which were XKRs.

Jaguar XKR X150: Why buy one?

The X150 Jaguar XKR gives you many of the same sensations – and in some respects was better – than an Aston Martin, but costs a fraction of the price to buy and maintain.

Like an Aston, the XKR’s looks are as big a lure as any. The X150 didn’t require you to make excuses for its appearance in the same way you might have had to with the X100, which suffered from a pastiche E-Type face and a large rear end needed to accommodate two sets of golf clubs.

By contrast, Ian Callum, also responsible for the Aston Martin DB7 and Vanquish, penned the X150, which combined the flowing lines of the former with the bold aggression of the latter.

It shouldn’t be a surprise the XKR still looks fantastic today, and you can choose between the subtle looks of the standard car or the lurid paint job and imposing body kit of the XKR-S model.

The XKR looked like it drove – a sporty GT with a driving experience dominated by its supercharged engine. From launch, the XKR had a 4.2-litre V8 squeezed under its bonnet, good for 400PS (294kW) – 20PS (15kW) more than the old XKR courtesy of variable valve timing – at 6,250rpm and 560Nm (413lb ft) of torque at 4,000rpm.

The result was 0-62mph in 4.9 seconds (half a second quicker than before) and stonking mid-range that made it ideal for overtaking. Top speed was limited to 155mph.

The XKR never felt agile, but it struck a good compromise between comfort and fun that belied its relatively portly 1,665kg kerb weight. It had the steering feel and grip that inspired you to hustle the XKR in a way you wouldn’t drive the standard XK, but its stiffer suspension settings didn’t harm the car’s excellent ride.

The XKR was facelifted in 2009 with sharper (some may say less pure) looks, and the famous J-Gate swapped for a gear selector that rose from the centre console like in the Jaguar XF. The new 5.0-litre engine produced 510PS (375kW) at 6,000rpm and 625Nm (461lb ft) from just 2,500rpm, which made it feel significantly faster in everyday driving. It got from 0-62mph in 4.6 seconds.

The most extreme version came in the form of the XKR–S that, with 542PS (399kW), was the fastest of the lot with 0-62mph taking 4.2 seconds, 0-100mph coming up in 8.7 as it hurtled towards a top speed of 186mph.

Wider tyres, a revised electronically controlled limited-slip differential and a new aluminium steering knuckle, made the XKR-S an alternative to the 911 GT3. However, the Porsche was the clear winner as a driver’s tool. For this reason, the standard XKR might be the better choice for most.

The XKR excels as a long-legged GT car you can still enjoy when you reach some challenging roads. Its interior design might be bland – and its infotainment horribly dated – but it is pretty practical as GT cars go, with back seats and a 330-litre boot with a huge opening that makes it easy to load.

Jaguar XKR X150: Problems to look out for?

The X150 XKR solved many of the reliability issues suffered by the old X100, including fragile plastic cambelt tensioners and rust.

Rust is something the X150’s aluminium body won’t suffer from. Having said that, if the paint is damaged – stone chips or trim pieces rubbing on the paintwork – it can cause oxidation that can spread if not addressed. A known problem area is the back edge of the roof at the tailgate.

Galvanic corrosion can also be a problem where steel fittings – found in the bumpers and wheel well linings – come into contact with the aluminium body. Finally, it’s worth remembering that aluminium-bodied cars are trickier and more expensive to fix than steel-bodied cars.

Components like the subframes are made from painted steel and can corrode. A Waxoyl treatment will stop rust dead in its tracks and is worth considering on any car you buy.

Mechanically, the X150 is considered pretty tough, not suffering from the brittle plastic timing chain sensors and dodgy water pumps that were a problem for X100 owners.

Nevertheless, a complete service history using the correct oil is highly desirable: 5W 30 or fully synthetic (4.2-litre) or 5W 20 for the 5.0-litre model. Both models can also suffer from dodgy thermostats, although, on the upside, replacing them on the XKR is an easier job than on the standard XK.

Rattling variable valve timing could indicate a hydraulic problem, and we’d recommend changing the oil in the ‘maintenance-free’ gearbox every 60,000 miles.

Finally, watch for electrical gremlins caused by a weak battery producing a low voltage – owners recommend changing the battery at least every four years. Owners also recommend driving your XKR for at least 30 minutes daily, although hooking it up to a trickle charger will be more convenient for most or, if you don’t have a garage, a solar charger.

Jaguar XKR X150: How much to pay?

When writing, the cheapest Jaguar XKR available was a tired, five-owner 4.2-litre 2007 coupe with more than 150,000 miles on the clock, advertised for less than £8,000. It’s a tempting price if you’re handy with a spanner and enjoy returning a well-used modern classic to as-new condition, or you just don’t mind gambling that it’ll last long enough to feel like you’ve got your money’s worth.

Most would prefer to pay the extra £1,500 needed to buy a car in much better condition. We saw a two-owner 2007 car with 110,000-mile mileage, finished in deep metallic blue with a mushroom leather interior, advertised for £9,490.

However, £15,000 buys you a car in much better condition. That’s enough to get you a late 4.2-litre model built in 2009 in a desirable colour combination and with plenty of life left in the tank, with a mileage of less than 60,000 miles. You’ll pay over £20,000 for the best 4.2-litre coupes available. Convertible models tend to carry a slight premium and have a lower mileage than coupes of the same age; prices for the rag tops range from £12,000 – 22,000.

For the best performance, you’ll want a 5.0-litre model. Prices start from around £13,000, but a budget of around £16,000 gets you a three-owner car with less than 80,000 miles. Built to celebrate Jaguar’s 75^th anniversary, closer to £20,000 buys you an XKR 75 with a stiffer chassis and more power. The car we saw had covered 60,000 miles and had six owners on its logbook.

XKR-S versions, capable of 200mph (if they weren’t limited to 186), are the priciest XKs of the lot. Prices start from £39,000 for a 2011 car with less than 80,000 miles on the clock, rising to £62,000 for a 2014 car that’s barely run-in with a mileage of less than 10,000 miles.