Jaguar XK8 and XKR X100 (1996 to 2006)

The XK8 was revealed at the 1996 Geneva motor show as the replacement for the long-running XJS, and it was the first Jaguar of the Ford era to carry an all-new engine. Under the sleek coupé and convertible bodies sat a much-modified version of the XJS floorpan, rear suspension borrowed from the X300 saloon and a new front end. The engine was the quad-cam, 32-valve 4.0 litre AJ-V8, driving through a five-speed automatic.

The supercharged XKR followed in 1998 with a firmer adaptive chassis and larger wheels, and in 2002 both versions moved to a 4.2 litre V8 and a six-speed automatic. Production at Browns Lane ended in 2005, with final cars registered into 2006 before the aluminium X150 XK took over. Most cars built were convertibles.

On the road the XK8 is a refined, fast grand tourer rather than a sharp sports car. The ride is supple, the cabin is comfortable for two with occasional rear seats, and the XKR has huge straight-line pace, though it feels heavy on twisting roads. The model's reputation was dented early on by cylinder bore problems with the first V8s, but well-maintained later cars are regarded as dependable. Low values mean that many neglected cars exist, so condition and history matter more than badge.

• Years: 1996 to 2005 production, with sales into 2006.
• Body styles: two-door 2+2 coupé and convertible with power hood.
• Engines: 4.0 litre AJ-V8, about 290bhp (1996 to 2002); supercharged 4.0 XKR, about 370bhp (1998 to 2002); 4.2 litre AJ34 V8, about 300bhp; supercharged 4.2 XKR, about 400bhp (from 2002). Small differences between sources reflect metric and imperial horsepower.
• Gearboxes: five-speed automatic on 4.0 cars (ZF on the XK8); six-speed automatic on 4.2 cars. Some XKRs used a Mercedes-sourced automatic, but sources differ on which generation, so check the gearbox fitted. No manual was offered.
• Top speed: electronically limited to 155mph.
• Production: Classics World gives 90,374; PistonHeads gives 91,406. Both agree convertibles outsold coupés.

• 1996: coupé launched at Geneva; convertible followed later the same year.
• 1998: XKR introduced with supercharger, adaptive dampers and 18 inch wheels.
• 1999 to 2000: steel cylinder liners replaced Nikasil. Octane gives October 1999, other sources 2000, so check the engine number rather than the build date.
• 1999: larger front brake discs.
• 2000 to 2001: minor facelift with new wheels and fog lamp treatment; Silverstone special edition with Brembo brakes and 20 inch wheels; XKR 100 edition in 2001.
• 2002 to 2003: 4.2 litre engines and six-speed automatic. Sources disagree whether this was 2002 or the 2003 model year.
• 2004: final restyle with reshaped grille and sill covers.
• 2005: run-out 4.2 S models in Europe.

Bodywork and structure

• Front floorpans, where water collects under the footwell plates. Lift the carpets if permitted; repairs usually need the interior removed.
• Front chassis legs behind the subframe turrets, visible from inside the wheel arches.
• Rear chassis legs ahead of the axle, rear suspension mounts and A-frame mounts.
• Sills, especially the front section hidden under covers.
• Rear wheel arches and quarter panels (remove the plastic rear splash guard if possible) and the rear bumper bracket.
• Mismatched paint or peeling lacquer on the plastic bumpers suggests repairs.

Engine

• Nikasil: early 4.0 engines can lose compression and burn oil as the bore coating wears. Many were replaced under warranty; look for paperwork or an identification plate in the engine bay.
• Timing chain tensioners and guides on early engines were partly plastic. A rattle at a cold start means they need attention urgently. Ask whether they have been upgraded to the later all-metal parts.
• Check the auxiliary belt and, on XKRs, the supercharger belt for cracks.
• Warning lights are often oxygen or knock sensors; XKR knock sensors sit under the supercharger.
• Worn lower engine mounts let the engine rock under load.

Gearbox and drivetrain

• Gearboxes were sold as sealed for life but benefit from fluid and filter changes. Ask for evidence.
• Five-speed ZF boxes are known for front clutch drum failure. Six-speed boxes can slip at high mileage and go into limp mode. The XKR's Mercedes box can fail at the output shaft or planetary gears.
• If the engine can be run, check the selector engages Drive and Reverse cleanly with no delay.

Suspension, steering and brakes

• A rattle from the rear often means worn damper lower bushes. Check the bushes at the front of the rear subframe.
• Front upper wishbone inner bushes and anti-roll bar bushes wear. Front wheel bearings also wear.
• Adaptive CATS dampers on XKRs are expensive; make sure there is no fault warning.
• Early cars can have ABS pump faults linked to the control module.
• Large wheels with low profile tyres are prone to kerb damage.

Electrics and interior

• Convertible hoods are hydraulic. Old fluid thickens and slows the roof; check the fabric, seams and heated rear glass.
• Coupé headlinings sag.
• Wiring under the electric seats can be pinched and blow fuses. Check side bolster wear.
• The remote locking control unit is no longer made; test the key fob.
• Steering column reach adjustment often fails at the cable.

Identity and paperwork

• XKR badges, mesh grilles and bonnet louvres are easy to add to an XK8. A genuine XKR has a supercharged engine, a supercharger whine and the correct VIN and engine codes; confirm with the V5C and, where available, a dealer or club records check.
• Special editions such as the Silverstone and XKR 100 should be supported by documentation.
• Compare the mileage with MoT history.

Parts supply is good because of shared Ford-era components and a strong network of Jaguar specialists, although some electronic modules are no longer produced. Owners' clubs include the Jaguar Enthusiasts' Club (https://jec.org.uk/) and the Jaguar Drivers' Club (https://www.jaguardriver.co.uk/), which runs model registers. The Jag-lovers online community (https://jag-lovers.org/) is also widely used for technical advice.

• Is the engine original, a warranty replacement, or steel-lined, and is there paperwork?
• Have the timing chain tensioners and guides been upgraded, and when?
• When were the gearbox fluid and filter last changed?
• On a convertible, when was the hood hydraulic fluid renewed and does the roof work fully?
• Have the floorpans and front chassis legs been inspected or repaired?