Jaguar XKr road test review

Try Before You Buy – 1999 Jaguar XKR 2+2 Coupe
by Matt Nichols

370 horse power. It’s got a nice ring to it hasn’t it. 370 horse power in a car that weighs in at just over 1700kg to give a power to weight ratio in the order of 210-220 bhp/tonne. Important in as much that it sits above the magical 200bhp/ tonne mark and therefore enough in a road car to let you know it is going to be quick without having to do any more calculations. Couple that to a massive 387lbs/ft of torque, an official 0-60 time of 5.2 seconds and an all too easy to reach top speed of 155 mph and you have the Jaguar XKR 2+2 coupe that, if you choose, will propel you up and down the A-Roads of Great Britain all day long at extremely high velocity. Slightly ironic then, once sat behind the wheel that the thought of racing anyone else off a set of lights couldn’t be further from your mind.

The reason, well this is a Jaguar after all, and as with many other cars from the same marque you find yourself being seduced by its charms and adopt a far more laid back style than something with this performance should engender. The gentle warble from the very British and new at the time 4.0 litre AJ-V8, Jaguar’s fourth engine derivative and first V8, quite literally purrs along combining beautifully with the ‘J-Gate’ 5 speed ZF auto to select gears that match your every need. The left hand side of the ‘J-Gate’ selector introduces engine braking and restricts forward gears to the first two, three, or four ratios for quick and controlled progress. With the right hand side offering conventional ‘D’ drive, ‘R’ reverse and ‘P’ park options. There is also a sport ‘S’ button which holds onto gears longer whilst in drive, a combination that seemed to work best overall during my time with the big cat coupe in its dark blue hue.

Which brings me onto this cars looks. It is stunning, particularly when viewed from the side and the colour of the Great Escape Classic Car Hire model really nails it, enhanced by an original Jaguar body kit that adds some more subtly aggressive styling cues around the edges. I am ignoring the miniature chrome Jaguar added to the front of the bonnet which thankfully is out of sight once sat inside. Get in and you wonder why Jaguar tried to copy Jensen’s Interceptor in terms of massive proportions on the outside and yet restricted space within. One or two adults on board, there is plenty of space to stretch out and room in the boot for any amount of luggage with soft bags in the back. Do what I attempted in embarking on a three hour round trip to the seaside with my wife, son, who at 14 years old is taller than me and ‘tweenager’ daughter and things can get a little too close for comfort. Inside is also where the Ford influence reveals itself the most, with familiar looking; ignition key, switchgear and central console. Still what you can say in their defence is that they all work brilliantly; cruise control, climate and CD changer, no classic car traits to report here then.

So what does 370 bhp and 387lbs/ ft of torque feel like? Well I’ve driven the quite mad TVR Tuscan which packs 360bhp into a much lighter frame and in theory at least touches 300bhp/ tonne. TVR’s horsepower claims were always optimistic though and the normally aspirated Speed Six unit is shy of 100 lbs/ft of torque, an often forgotten performance statistic that closes such gaps extremely effectively. Back in the Jag and the XKR’s auto-box, particularly whilst in drive mode, masks the immediate impact of applying such a large amount of twist through the 245 profile 18 inch rear tyres by apparently having to drop two or three ratios before anything remotely resembling acceleration can be experienced. Even knocking the box down to 2 on the left hand gate means if you are already rolling one down change is still required. Personally I’m amazed anyone got it to 60mph in the claimed 5.2 seconds when, as far as I can tell, it takes until 60mph to really get going. What is happening aurally though is still dramatic enough, like the drum roll before a grand finale.

What a finale as well, because when everything does finally connect, the correct ratio is selected, the supercharger starts its spine tingling banshee war cry, drowning out the already impressive V8 roar and the XKR sits back on its E-Type like haunches and heads for the horizon at a truly breath taking rate of knots. This is exactly what this sort of power and torque should feel like, acceleration that never lets up despite the ever increasing physical forces acting against such rapidly advancing progress. It is so strong that the only conclusion I can draw is that the claimed 155mph max is due to an artificial restriction, because there’s no way it ends at that point naturally. This car really shifts and what’s great is that the brakes and handling are all well up to the job. Better still ease your right foot back from where it was firmly embedded in the pile of the plush carpet and the first question the car asks is whether this is going to be the cruising speed today. Now that is Jaguar. This isn’t about acceleration after all. It’s more about high speed travel, arriving somewhere faster than anyone else and in comfort. Although I think my family would argue, as long as there are no more than two of you on board at the time.


Verdict
1999 Jaguar XKR 2+2 Coupe
Driving
Slightly light steering is disconcerting at first, but then tightens up nicely on fast flowing roads. Jaguar’s supercharged V8 is a gem.
Engine
Supercharged 4.0 Litre Jaguar AJ-V8 DOHC with variable valve timing.
Performance
Power: 370bhp
Torque: 387lbs/ft
0-60: 5.2 Seconds
Max Speed: 155mph
Brakes
Superb and well up to the job
Handling
1700Kg aside, XKR is true to E-Type handling characteristics of excellent ride, regardless of road surface, combined with relatively low levels of pitch and roll
Desirability
Appreciating asset that reflects close ties to DB7. Values still tantalisingly low at present
Pro’s
Those looks and that engine
Con’s
Buying: Avoid anything without Jaguar or specialist service history
Renting: None except remember the fuel gauge is not dropping as quickly as you feared only because it is connected to an enormous 20 gallon tank.
Overall
4/5

Try before you buy Alfa Romeo Spider

Great Escape Classic Car Hire road tester Matt Nichols tries out the Alfa Romeo Spider

Do you sometimes wonder what makes a car a classic car? It’s not as though there is a straight forward definition, or line drawn somewhere out there in the sand. Some cars just seem to naturally gravitate to being classics, whilst others pick up provenance along the way, possibly from appearing in a film, or perhaps owned by somebody famous. Look around some more and you find another group that have had to go out and win big time to gain entry, often facing severe adversity in races and rallies across the globe before finally being recognised and appreciated for what they are.

The Alfa Romeo Spider, although gaining recognition in the film ‘The Graduate’, seems to fall into a fourth category, one that is arguably the most difficult to gain entry. A category where cars are simply born and live out their entire lives as classic cars, spread in this case over an incredible three decades. Because for over 27 years, Alfa’s pretty two seat sports car was held in the highest esteem throughout the world and across all four mildly tweaked generations that culminated in this roll out series 4 derivative. On the surface surprising, but then to some degree easier to understand when you look up the original recipe and recognise some of the key ingredients; pure Alfa DNA, gorgeous Pininfarina styling and classic front engine and rear wheel drive layout. All topped off, like the icing on an already impressive cake, by something that is no means guaranteed from any car, classic or otherwise, one that is grin inducing fun to drive.Quite how good this car is to whiz along with the roof down is perhaps the biggest surprise of all, particularly when your overwhelming pre-conceived idea is that of a car demonstrating form over function. Or one some might refer to as having a strong feminine appeal. Not a bad thing, just not necessarily an image that conjures up the right impression of a true driver’s machine. Which just proves how wrong you can be?
Having spent a day driving the Great Escape car I have to admit that although there is forgiveness in the chassis and suspension, which certainly helps prevent a sudden diversion to the nearest dentist immediately after every speed bump, there is also something else that you discover when pushing on a bit. Thankfully not the disappointing wooliness that I was expecting, instead a lovely deftness around how weight is transferred from both left to right and front to rear delivering real driving pleasure that can be enjoyed at any speed.As a consequence I am now convinced that this car’s hidden brilliance is as a direct result of it being rear wheel drive, because it constantly reminds you that there are two ends to consider.
From the slight shimmy over minor undulations to the way it hooks itself up into corners. On a car of this size the sheer mass of the live rear axle means that unless provoked, it is basically stuck to the road. What you feel sat in the cockpit is therefore as a result of the solid steel bars that connect the axle to the rest of the car. If the Spider were front wheel drive it would loose that feeling, and arguably its proper sports car credibility. Personally I reckon maintaining this layout represented a great call from Alfa, a landmark decision that also meant the Series 4 Spider was the last mainstream Alfa to use a front engine rear wheel drive layout before the Fiat chassis era finally took over.
Navigating both slow and fast sections of the highway I cannot hide my unexpected appreciation and respect for this diminutive Alfa sports car, from its great looks, both inside and outside the cockpit, to the pace you can maintain whilst rolling along with barely a tickle on the throttle pedal. Look at the dash and think it too modern, then eyeball the front wings, or right hand rear flank through the drivers mirror and you’re immediately transported back in time. As you are every time the rear of the car reminds you of its presence over bumps and undulations, truly sensational.In terms of classic car traits there are very few, namely a squeaky rear end and very slow drivers side electric window, but these minor points aside, the roof is the best I’ve experienced, controls light and easy to use, brakes brilliant, gearbox a delight, indicators that cancel themselves, and as I now appreciate most unusual of all, a clock that still works. No adjustments are required from driving cars from a more modern era either, the fuel consumption is very good and better still it requires only normal unleaded.
This really is a car that can be enjoyed by everyone, whatever you drive or have driven before, delivering a truly fun day out, so go on you know you want to.
Verdict
1991 Alfa Romeo Spider Series 4
Driving
In one word 'fun'
Engine
Alfa's 1962cc twin cam engine works particularly well in the middle band (3,000-4,000rpm) whilst in fifth gear travelling at 60-70mph
Performance
Max Power: 120 BHPMax Torque: 122 lbs/ft0–60 mph: 9.4 secondsTop speed: 118 mph
Brakes
The all round servo assisted disc brakes on this car are brilliant
Handling
Perhaps the biggest surprise of all, agile and engaging
Desirability
Series 1 and 2 values are the highest and on the rise, which bodes well for later models. Series 4 car values are holding strong with the less well liked rubber bumper Series 3 models the cheapest buy
Pro’s
Fun car for any occasion that comes with classic Alfa DNA
Con’s
Buying: Mechanicals, as long as well maintained, are robust and reliable, but sadly the steel used by Alfa during this time was not the best, so be careful Renting: None
Overall
4.5/ 5

Aston Martin DB6 road test

Try Before You Buy – 1967 Aston Martin DB6

by Matt Nichols
If you’re reading this then maybe you fancy being James Bond for the day, enjoying film star status and associated admiring glances from everyone who sees you driving this instantly recognisable silver DB6. Nothing wrong with that, and if it is the case then I recommend planning as many opportunities to park in public places as you can. Equally it could be that you just want to spend some time with a thoroughbred car from Great Escape Classic Car Hire and so once again no problem, because this 1967 Aston Martin DB6 will perform both roles equally well.

Now before we go any further and get all ‘anoraky’ about exactly which car Britain’s number one secret agent was given the keys to by long suffering Q, let’s all get into a room, close the door and in whispered tones agree, OK yes it was in fact a DB5, before considering the differences between the two cars. Sit in the driver’s seat taking in the beautiful dash and frontal view whilst listening to the 4.0 litre 6 cylinder engine and there is absolutely no difference at all. Because like watching Kylie Minogue in concert in the 00’s, back in the 60’s when planning the move from DB5 to DB6, Aston Martin’s whole focus was on the rear.
The changes, which until pointed out would appear to be quite subtle and largely a refinement of the previous model, provided more headroom in the back, a longer wheelbase, larger boot, race car inspired Kamm Tail and stiffer rear chassis. All brought about from a slight deviation to the full Superleggera aluminium body uniquely formed onto a tubular frame, to one that used some steel adding the grand total of 8Kg. So yes I think piloting this beautiful DB6 you can quite justifiably feel like 007, I know I did. Or just choose to relax and enjoy classic car driving from a bygone era and wonder why the bloody hell we stopped making motor cars like this in the first place.Sat inside this surprisingly low slung GT Coupe, in which your legs seem to stretch horizontally in front of you, smell the leather and absorb the aircraft styled dashboard, and it is difficult not to break into an involuntary smile. Are you really in an Aston Martin DB6 and about to put the key into the ignition, start the engine and drive away? The good news is that starting it is easy, achieved by simply swinging the choke lever all the way across to its ‘Start’ position, pushing the gear selector forwards against an invisible switch and turning the key to bring the engine into life. Follow this by a couple of blips on the throttle to clear the engines throat and it will settle into a fast and smooth idle. Waiting for everything to warm up provides a great opportunity to become familiar with the location of vital temperature and pressure gauges as you by now grin uncontrollably. Yes you really are behind the wheel of a DB6 and about to set off.
As soon as you’re ready to go it is just a case of selecting Drive (D1) whilst covering the brake pedal, releasing the counter intuitive ‘fly-off’ handbrake, if left on, and pulling away to instantly discover how well this classic Aston will purr along both quietly and comfortably with only a little more noise than a modern car, all of which thankfully comes from the gloriously resonant 6 cylinder engine and signature background whine of the transmission, absolutely superb. There is also the lovely feel of the large diameter thin rimmed three spoke wooden steering wheel, assisted by very well judged power steering.
Once out on the open road you don’t really miss this car being a manual, other than maybe nowhere to hide an ejector seat button (damn!). Because although the acceleration has been diluted slightly, as the car is well over 40 years of age anyway, driving this classic is probably no longer about achieving competitive 0-60mph times, if it ever was in the first place. Instead the DB6 is best appreciated as a Grand Tourer and more about what you do once you get to 60mph, at which point you are in a great position to work with the car in dealing with the road ahead. Fast bends soon become a joy and once over the shock of how far the skinny tyres allow the front of this 1500kg car to move around you find yourself gradually getting braver and braver. Also, with mid-corner adjustments being quite tricky to pull off the old adage of ‘slow in and fast out’ could not be more appropriate. The auto box, which is lightening quick at getting into top gear, and doggedly determined not to go back down until at a virtual standstill means you are apparently locked in third gear whilst cruising along. This is where the engine really comes into play by delivering large shovelfuls of torque providing strong acceleration on straight sections of road accompanied by essential power through the twisty bits to keep some weight over the back axle on this thoroughbred British GT.
When you do need to slow down there are the usual options of lifting or braking and then once around 40mph you have an additional option to bring into play the Low (L) gear, just one click down from D1, which drops the car a ratio whilst providing additional benefits in the form of permanent engine braking. This works particularly well around town and whilst descending steep hills providing a routine that enables you to be fully engaged in the overall driving experience. For me returning from back up from L to D1 seemed to work best on a very light throttle which helped avoid the forced auto-box change feel like you are sat in the carriage of a train being shunted around a siding.
It’s normally at this point in these reviews I like to dwell on what we call classic car traits, just so you know what to look out for, or consider on the day. With the DB6 there are a couple, as you’d expect, but the only one you need to take any serious note of is the brakes. Because never before have I seriously considered the benefits of doing one legged squats in the gym for 3 months leading up to driving a car, that is until I had to stop for the first time at the entrance way of Great Escape Cars business unit. The pedal was solid enough and allowed me to press very hard indeed and thankfully the car did stop safely. It just didn’t seem to stop anywhere near in proportion to how hard I was pressing. That said I only had to learn that lesson once and funnily enough never forgot it or had a problem again, as I just left ample room to slow the car down.
All in all I loved my time with this DB6, its jaw dropping good looks and attention it generated, which ranged from a thumbs up from the youthful driver of a lowered BMW 3 Series to my ‘slightly’ more mature neighbours walking helplessly towards it like zombies in the dark saying ‘…that’s a…a…a…’ yes it is an Aston Martin DB6, lovely isn’t it? To the superb way this car does A-Road Britain in true classic British GT style. I really hope you decide to have a go in this car, because life is short and despite messages to the contrary on the big screen by the man himself, you do in fact only live once.

Verdict
1967 Aston Martin DB6
Driving
Ultimate classic GT driving experience that is best suited to the fast flowing A Roads that adorn our green and pleasant land
Engine
Aston Martin 3995cc in line six cylinder engine, with DOHC and Triple SU Carbs carried straight over from the DB5
Performance
Max Power: 282 BHP @ 5500 rpmMax Torque: 280 lbs/ft @ 4500 rpmWeight: 1498kg0–60 mph: 6.5 seconds (Manual)Top speed: 150 mph (Manual)
Brakes
There may be servo assisted disc brakes front and rear, but the brake pedal has to be pressed very hard indeed. Selecting Low (L) on the auto-box helps shed the last 30-40mph
Handling
Beautifully weighted once the front tyres have carved their groove into the corner and so best enjoyed with a ‘slow in and fast out’ driving style
Desirability
This Aston is right up there no question, although purists still insist on a DB4 or DB5 and so they are where the really serious money is
Pro’s
Stunning classic British grand tourer that makes you feel like James Bond
Con’s
Buying

With aluminium body panels and the unique Superleggera construction onto a spaceframe chassis it’s all about hidden horrors. Project cars have been known to require six figure investments to bring them back up to scratch Renting: None
Overall
5/5