In a fanfare that mimicked the E-type’s unveiling in 1961, Jaguar’s XK8 was revealed to an eager public in 1996. Since then, it’s gone on to become one of the most promising emerging classics of recent times. And Phil Weeden has certainly driven enough of them to appreciate their many qualities.

While 1996 seems like only yesterday, a lot has happened since then. Back then we had a fragile Conservative-led government, and a country desperately trying to climb out of a deep and damaging recession. And now, we see a fragile government, and a country desperately trying to climb out… oh, ok, so not a lot’s changed in 15 years. What has however is Jaguar’s flagship sportscar.

Replacing the much-maligned XJS was never going to be easy. Through a variety of reasons, this graceful grand tourer was Jaguar’s sporting mainstay for 21 years – a lot longer than was originally planned. In fact, thoughts of the XJS’s replacement came in the early 1980s. Codenamed XJ41, the protoypes often referred to as the F-type did bear a striking similarity to the XK8 that ultimately came to light, yet it was quite a bit different. The trouble was that throughout the project’s gestation period, the technology and styling evolved as the brief was fiddled with. By the time Ford took over the company in 1989, XJ41 was overbudget, overdue and overweight. Consequently the Blue Oval took the quite sensible decision to scrap the project and instead implemented a facelift programme for the XJS, which rolled out in two phases – in 1991 and 1993. At the same time, a more cost effective replacement was put into development, and X100 was conceived – the car that ultimately became the XK8, which was unveiled in 1996, 35 years after its iconic predecessor, the E-type. Its subsequent success, selling over 90,000 units in ten years, proved the XK8 was the right car at the right time, perfectly blending evocative retro styling with modern standards in performance, refinement and reliability.

There’s no doubt that, for many, the XK8 is still too modern to be classed as a ‘proper classic’; however, the car’s innate desirability and a growing enthusiast base show that its full blown membership to the classic club is all but a formality.

In a former role as Editor on sister publication Jaguar World, I’ve been lucky enough to drive countless examples of the XK8, covering thousands of miles across several countries around the world. So I’ve had reason to not only appreciate its numerous strengths over the years, but also to have become a genuine enthusiast for this model.

1996 Jaguar XK8 4.0-litre
Engine: 3996cc, V8 32v DOHC
Gearbox:  five-speed auto
Power: 290bhp @ 6100 rpm
Torque:    290 lbf.ft @ 4250 rpm
Top speed:  155 mph (ltd)
Consumption:  24.1 mpg
Length:  4.7 metres
Weight:  1700 kg (3700 lb)

VALUES
Availability is still strong for these desirable coupes and convertibles, with prices starting from as low as £3000. Now at that price, you need to be on your guard as they will undoubtedly be early examples with high mileage. Regardless, always insist on service history and a thorough inspection.
Prices then rise gradually and sensibly depending on mileage, age, condition and spec. £8k to £15k seems to offer the best choice of all models, while by the time you’re knocking on £20k you have to start questioning that you’ve got the best of the best. As at this level, the lighter and arguably superior XK replacement that was introduced in 2006 is in range. Convertibles inevitably command a premium as will supercharged XKR-spec examples with bigger wheels and Brembo brakes. You can afford to be choosy with this level of availability at present. But don’t dawdle, as when the good ones are gone, prices will inevitably firm up.
 

NEED TO KNOW
Jaguar World Monthly magazine
tel: 01959 541444,
www.jaguar-world.com
Jaguar Enthusiasts’ Club
www.jec.org.uk
Jaguar Drivers’ Club
www.jaguardriver.co.uk
XK8/XKR Enthusiasts Club
www.xkec.co.uk

 To read the complete road test see the June 2011 issue of Classic Car Mart - back issues available here