km : Passing Lane

The voluptuous Jaguar XK was hardly in need of a redesign; the same, however, could not be said of that old lump of a V8 under its hood. The 4.2-liter engine always sounded amazing, but with just 300 horsepower it was outclassed by a good number of V6s. There are many far less exclusive cars that we wouldn’t challenge at a street light from behind the XK’s wheel. For 2010 the old mill is history, so that’s no longer an issue, and the subtle visual reworking it received is merely a bonus.

It will take an observant eye to detect the styling changes – new vertical openings at the edges of the front bumper, LED taillamps, LED blinker repeaters in the side mirrors, and a more aggressive lower rear bumper treatment. Inside, all XKs now wear a faux-suede headliner and use the brand’s new JaguarDrive Selector for electronic shift control. Much whining has come from Jag’s controversial new shift mechanism, but we like it. Never has moving from park to drive been so effortless, so lazy. And at least it doesn’t involve an infuriating “park” button like some of the Germans. But let’s get to that new motor.


Carved out from 4.2 to 5.0 liters (although more compact in its outer dimensions,) the Jag’s new aluminum V8 produces a very competitive 385 hp and 380 lb-ft of torque. Thanks to a lot of modern technology including a central spray-guided direct-injection system, variable intake manifold runner lengths, and variable cam timing and cam profile switching, the new engine is smoother, more responsive, and no less efficient than its tired predecessor. The 29 percent increase in performance comes with a decrease in C02 emissions and a ULEV II rating.

If the now-retired 4.2-liter could be praised for one thing (other than delivering fuel economy in the high twenties on Interstate road trips,) it was that it could be fully appreciated without instantly reaching dangerous speeds—something growing rarer in our age of absurd horsepower. Thanks to an entertaining power curve and a fantastic soundtrack coming from under the rear bumper, we’re happy to report that the new car maintains that level of low-speed enjoyment, although a closer eye on the speedometer’s white needle is required. The difference is, the car’s everyday character is now a bookend to its many highlights, not a redeeming quality to counter its mediocre straight-line performance.


We’ve always loved the XK’s light, playful chassis, its slick-shifting six-speed, and its ability to wash the stressful world outside its squinting greenhouse away in a flood of warm, comforting luxury; that’s helped us ignore a few shortcomings like a slow-moving touch-screen system, cheapish switchgear from various Ford parts bins, and that lack of appropriate power. For 2010 the XK is easier to love and gives Jaguar a much more competitive offering in a market where 300 hp is now laughable. And if 385 still isn’t a big enough number for you, we should mention that the 510-hp XKR has been upgraded as well.

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