Preparing for a proper drive in the 2007 Jaguar XK Convertible brings on a mix of emotions. In many ways this is a brilliant topless GT that makes us want to indulge in its opulence. It's magnificently easy on the eyes, makes all the right sounds and is quick enough to not embarrass itself. Hell, the car didn't even leak one drop of fluid — on the ground or the driver. Better still, the urge to toss our stringback gloves into the wind was undeniable.
You see, this isn't the British roadster we had in our heads. Gone are the days of the creaking chassis, tractor engine and Lucas electronics. The 2007 XK Convertible is a thoroughly modern machine that delivers the experience directly in line with its lofty price tag and the desires of its target audience.
The question, then, is, are you in that audience? Here's a quick do-it-yourself test to find out. Before retirement, was your title followed by the letters MD, JD or CEO? Do you think golf is not a four-letter word? Is there a pair of stringback gloves mothballed in your closet? If the answer is yes to any of these questions, there may be an XK convertible in your future.
Going topless
The XK convertible shares its underpinnings with the 2007 Jaguar XK Coupe, which we compared to the BMW 650i Coupe earlier this year. That is to say that it shares the coupe's basic structure, 4.2-liter 300-horsepower V8 and 6-speed paddle-shifted automatic transmission. In fact, the only real difference is the retractable soft top, which disappears underneath a hard tonneau cover in only 18 seconds with the push of a button.
That soft top is a magnificent piece of work that insulates its occupants from noise and the elements with the luxury we'd expect from a car this price. It takes three layers to get the job done. The outer layer is waterproof cloth, the central layer is 3M Thinsulate and the inner layer is cloth lining. The heated glass rear window is bonded into the roof.
Retracting the top eliminates 3 cubic feet of cargo space from the already small trunk. Jaguar uses a retractable separator to block off the space occupied by the top when in the down position — a relatively elegant solution to a problem that's as old as the convertible itself.
Modern underpinnings, modern driving
Jaguar boasts that the new XK convertible is 50 percent stiffer than the car it replaces — and we believe it. The car's aluminum chassis is bonded and riveted together and is also lighter than the old XK platform. In fact, the aluminum doors are some 13 pounds lighter than their steel equivalents. Our scales told the tale less kindly with an as-tested weight of 3,891 pounds, so the XK convertible is no featherweight.
From behind the wheel the Jag does feel large, but it's not unpleasant. This is a big convertible in the grand tradition of big convertibles. Practicality and usability are tossed in favor of luxury and looks. The rear seat is a joke and the trunk is hilarious. But if cruising with the top down and listening to the song of the aluminum V8 is your thing, then the XK convertible is your car.
There's a big-car solidity to its ride quality. High-frequency bumps don't resonate in the windshield header and there's no sense of open-top flexiness. Don't plan any attacks on super-tight backcountry roads in the XK, though. It's not that kind of car. Yes, it handles well, but it's no Miata. Bend it into a sweeping corner and you'll be rewarded with consistent, intuitive feedback through the wheel, surprising grip and more agility than you thought possible from a car with this kind of mass. This is a big, easygoing cat, but a cat nonetheless.
Fast cat?
Speed, with the XK, is in the eye of the beholder. Our tests proved it's not overwhelmingly quick — 14.6 seconds at 96.9 mph through the quarter-mile including a 0-60 run in 6.3 seconds. But drop the top and mash the gas and you'd swear it will run a 13. It sounds fast. And in a car like this that matters as much as actually being fast.
The XK yanked itself around the skid pad at 0.84g and skipped through the slalom at a respectable 65.9 mph. It also stopped from 60 mph in 122 feet. Those aren't Porsche 911 numbers, but they don't really need to be.
It's no surprise that this isn't the quickest car around when one begins looking at the numbers. Three hundred horsepower and 310 pound-feet of torque isn't a lot of snap in a car that flirts with 2 tons. The 6-speed automatic transmission doesn't do all that much for acceleration either — it's a bit lazy off the line.
However, slap it over into Sport mode — accessed by sliding the shifter to the left from the drive position — and the big Jag's character changes considerably. In Sport mode the tranny hangs on to gears longer, allowing real engine braking when off the throttle. It also downshifts aggressively when slowing. This provides immediate response when transitioning back to the throttle rather than having to wait for a downshift — a critical and often overlooked factor in most automatic-transmission calibrations.
When using the steering-wheel-mounted paddle shifter, upshifts are quicker, too — 600 milliseconds according to Jaguar — and downshifts are met with a real throttle blip. Still, the tranny will upshift automatically should you run the engine to redline, rather than giving you a second on the limiter, which can be frustrating.
Devil in the details
We found several niggling problem areas on the XK that shouldn't exist on a car this expensive. The biggest issue surrounds the touch-sensitive screen that controls the navigation, audio, Bluetooth and climate control systems. It's simply not as sensitive as it should be. Successful navigation through its menus requires a jab rather than a touch to initiate a screen change.
Additionally, we found the screen out of calibration. Occasionally, touching the climate button would bring up the audio control screen. This is especially frustrating since the only way to completely shut down the climate control is through the touchscreen.
Bluetooth operation, however, is smart and intuitive. As a call rings in, radio volume is lowered and the system asks if you'd like to accept the call. Hit the "Accept" button and the music goes off all the way. The keypad is also conveniently large and doesn't go blank while the car is moving, but we had the same problems with the touchscreen calibration and sensitivity while using it as a cell phone interface.
Luckily, the rest of the interior is an exercise in detailed excellence. We especially like the electronically actuated parking brake, which is perfectly placed behind the shift lever. Soft-grain leather covers all the seating surfaces and leather also covers the instrument panel in cars equipped with the luxury package. That same package adds 16-way adjustable power seats with memory.
She'll run ya
Our test car landed with a $92,125 as-tested price thanks to the $8,125 Aluminum Luxury Package, which includes 20-inch wheels and tires, aluminum trim, soft-grain leather and 16-way power seats. It also came with the $2,500 Advanced Technology Package, which adds adaptive cruise control and active front lighting. XK convertibles start at $80,835.
A similarly equipped BMW 650i convertible will set you back slightly less at $85,695 and is arguably a better driving car. Still, there's a valuable element of exclusivity with the Jag and you'll be hard-pressed to find anyone who thinks the 6 Series is a better-looking car. What you choose might just come down to whether there's still a set of stringback gloves mothballed in one of your closets.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
You see, this isn't the British roadster we had in our heads. Gone are the days of the creaking chassis, tractor engine and Lucas electronics. The 2007 XK Convertible is a thoroughly modern machine that delivers the experience directly in line with its lofty price tag and the desires of its target audience.
The question, then, is, are you in that audience? Here's a quick do-it-yourself test to find out. Before retirement, was your title followed by the letters MD, JD or CEO? Do you think golf is not a four-letter word? Is there a pair of stringback gloves mothballed in your closet? If the answer is yes to any of these questions, there may be an XK convertible in your future.
Going topless
The XK convertible shares its underpinnings with the 2007 Jaguar XK Coupe, which we compared to the BMW 650i Coupe earlier this year. That is to say that it shares the coupe's basic structure, 4.2-liter 300-horsepower V8 and 6-speed paddle-shifted automatic transmission. In fact, the only real difference is the retractable soft top, which disappears underneath a hard tonneau cover in only 18 seconds with the push of a button.
That soft top is a magnificent piece of work that insulates its occupants from noise and the elements with the luxury we'd expect from a car this price. It takes three layers to get the job done. The outer layer is waterproof cloth, the central layer is 3M Thinsulate and the inner layer is cloth lining. The heated glass rear window is bonded into the roof.
Retracting the top eliminates 3 cubic feet of cargo space from the already small trunk. Jaguar uses a retractable separator to block off the space occupied by the top when in the down position — a relatively elegant solution to a problem that's as old as the convertible itself.
Modern underpinnings, modern driving
Jaguar boasts that the new XK convertible is 50 percent stiffer than the car it replaces — and we believe it. The car's aluminum chassis is bonded and riveted together and is also lighter than the old XK platform. In fact, the aluminum doors are some 13 pounds lighter than their steel equivalents. Our scales told the tale less kindly with an as-tested weight of 3,891 pounds, so the XK convertible is no featherweight.
From behind the wheel the Jag does feel large, but it's not unpleasant. This is a big convertible in the grand tradition of big convertibles. Practicality and usability are tossed in favor of luxury and looks. The rear seat is a joke and the trunk is hilarious. But if cruising with the top down and listening to the song of the aluminum V8 is your thing, then the XK convertible is your car.
There's a big-car solidity to its ride quality. High-frequency bumps don't resonate in the windshield header and there's no sense of open-top flexiness. Don't plan any attacks on super-tight backcountry roads in the XK, though. It's not that kind of car. Yes, it handles well, but it's no Miata. Bend it into a sweeping corner and you'll be rewarded with consistent, intuitive feedback through the wheel, surprising grip and more agility than you thought possible from a car with this kind of mass. This is a big, easygoing cat, but a cat nonetheless.
Fast cat?
Speed, with the XK, is in the eye of the beholder. Our tests proved it's not overwhelmingly quick — 14.6 seconds at 96.9 mph through the quarter-mile including a 0-60 run in 6.3 seconds. But drop the top and mash the gas and you'd swear it will run a 13. It sounds fast. And in a car like this that matters as much as actually being fast.
The XK yanked itself around the skid pad at 0.84g and skipped through the slalom at a respectable 65.9 mph. It also stopped from 60 mph in 122 feet. Those aren't Porsche 911 numbers, but they don't really need to be.
It's no surprise that this isn't the quickest car around when one begins looking at the numbers. Three hundred horsepower and 310 pound-feet of torque isn't a lot of snap in a car that flirts with 2 tons. The 6-speed automatic transmission doesn't do all that much for acceleration either — it's a bit lazy off the line.
However, slap it over into Sport mode — accessed by sliding the shifter to the left from the drive position — and the big Jag's character changes considerably. In Sport mode the tranny hangs on to gears longer, allowing real engine braking when off the throttle. It also downshifts aggressively when slowing. This provides immediate response when transitioning back to the throttle rather than having to wait for a downshift — a critical and often overlooked factor in most automatic-transmission calibrations.
When using the steering-wheel-mounted paddle shifter, upshifts are quicker, too — 600 milliseconds according to Jaguar — and downshifts are met with a real throttle blip. Still, the tranny will upshift automatically should you run the engine to redline, rather than giving you a second on the limiter, which can be frustrating.
Devil in the details
We found several niggling problem areas on the XK that shouldn't exist on a car this expensive. The biggest issue surrounds the touch-sensitive screen that controls the navigation, audio, Bluetooth and climate control systems. It's simply not as sensitive as it should be. Successful navigation through its menus requires a jab rather than a touch to initiate a screen change.
Additionally, we found the screen out of calibration. Occasionally, touching the climate button would bring up the audio control screen. This is especially frustrating since the only way to completely shut down the climate control is through the touchscreen.
Bluetooth operation, however, is smart and intuitive. As a call rings in, radio volume is lowered and the system asks if you'd like to accept the call. Hit the "Accept" button and the music goes off all the way. The keypad is also conveniently large and doesn't go blank while the car is moving, but we had the same problems with the touchscreen calibration and sensitivity while using it as a cell phone interface.
Luckily, the rest of the interior is an exercise in detailed excellence. We especially like the electronically actuated parking brake, which is perfectly placed behind the shift lever. Soft-grain leather covers all the seating surfaces and leather also covers the instrument panel in cars equipped with the luxury package. That same package adds 16-way adjustable power seats with memory.
She'll run ya
Our test car landed with a $92,125 as-tested price thanks to the $8,125 Aluminum Luxury Package, which includes 20-inch wheels and tires, aluminum trim, soft-grain leather and 16-way power seats. It also came with the $2,500 Advanced Technology Package, which adds adaptive cruise control and active front lighting. XK convertibles start at $80,835.
A similarly equipped BMW 650i convertible will set you back slightly less at $85,695 and is arguably a better driving car. Still, there's a valuable element of exclusivity with the Jag and you'll be hard-pressed to find anyone who thinks the 6 Series is a better-looking car. What you choose might just come down to whether there's still a set of stringback gloves mothballed in one of your closets.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
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