Bentley Continental is here to make you go bankrupt within a few instants. It costs $267,000 and would run at the speed of 204 MPH. The gas guzzler tax and delivery charges are extra. The car comes with some serious specifications like 6.0 litre W!” and also 621 HP. It also has 590 lb-ft of torque which suggest the car is more powerful than you can imagine.

The car looks as stylish as any Bentley and you could certainly drive down Mulholland Drive in Hollywood. It would be interesting to drive down the road and feel the pinch of tragedies that have taken place there. If you can’t drive till Hollywood, any classy shopping area would be good enough to ride this car.

I would certainly love to have this car but unfortunately I am poor as a church mouse, which only leaves me gawking at all the fineries of the world and writing about them, instead of purchasing something even remotely expensive.

According to R.L. Polk and Co., the "super luxury" segment (cars costing more than $100,000) is one of only two to show market growth over the last five years. R.L. Polk and Company is a global automotive information and marketing firm that provides solutions to automotive and related industries.

"The popularity of super luxury sedans among affluent American consumers has opened the door for automakers to roll out a whole new generation of innovative, amenity-laden models," said Eric Papacek, analytic consultant for Polk. "New models and concepts recently announced by Bentley, Mercedes-Benz, Rolls-Royce and Cadillac are clear signs that the uber car has returned to the American auto scene."
Highlights of the Ultra-Luxury Lineup

At the top of the luxury car market are two models that arrived on American shores in the last few years—the Rolls-Royce Phantom and the Maybach 57/62.

Five years ago BMW AG became the owner of the prestigious Rolls-Royce name, and in January 2003 the new owners showed off a new car at the North American International Auto Show in Detroit. The Phantom has a design instantly recognizable as a Rolls-Royce, with only the finest materials used throughout the vehicle. As many as 16 hides of leather go into each Phantom, and the automaker claims it to be the softest in the industry. Base price for a new Phantom: around $330,000.

Not to be outdone, Mercedes-Benz has brought back the Maybach name and put it on a set of ultra-luxury sedans. Named the 57 and 62 (based on vehicle length: 5.7 meters and 6.2 meters, respectively), the Maybach is quite different from the Rolls. Styling is more modern and the interior feels more high-tech. The 57 is considered a driver's car, while the 62 would likely be chauffeur-driven, referred to by the automaker as a "business jet on wheels." Featuring power-closing rear doors, a 600-watt audio system and reclining rear seats with power footrests, the Maybach 62 goes for around $375,000.

The Bentley brand stakes a time-honored claim in the ultra-luxury class. The sleek Continental GT is one of the fastest 4-seat coupes available in the world, boasting a 552 horsepower twin-turbo W12 engine that powers all four wheels. Not only is it the first all-wheel-drive Bentley, the Continental GT also is the least expensive, with a starting price at a mere $159,900. Joining the Continental GT coupe last year was the 4-door Flying Spur. The Flying Spur shares styling with its coupe sibling, as well as the powerful W12 engine and all-wheel drive.

The ultra-luxury sedan from Bentley—the Arnage—received a freshened look and a number of enhancements last year. The front fascia now features round headlights and revised hoodlines, both of which bring the sedan's looks in line with the new Continental GT. Inside, the Arnage gets a new dashboard top, fresh instruments and a new DVD satellite navigation unit. The already outstanding ride quality and handling have been enhanced with a revised rear suspension. The 2005 Arnage is available in R and T trims, as well as the long-wheelbase RL.

Aston Martin rides high with the all-new DB9. The two-plus-two sports car offered in both Coupe and Volante (convertible) versions replaced the DB7 for the 2004 model year. The hand-built DB9's 450-horsepower 6.0-liter V12 engine is available with either a 6-speed manual or a 6-speed automatic transmission. Aston Martin is also considering a sleek 4-door sedan based on the DB9. A concept 4-door called the Rapide was shown at January's North American International Auto Show.


Mercedes-Benz and BMW both offer high-end sedans and convertibles that break the $100,000 barrier.

The Mercedes-Benz S-Class, CL-Class coupe and SL-Class roadster are all lavishly equipped, but it's their powerplants that distinguish them from their lesser-priced siblings. The S55, CL55 and SL55 all sport supercharged V8 engines producing an impressive 493 horsepower. The S600, CL600 and SL600 get the same power output from a twin-turbo V12 under the hood. Look for details of an all-new S-Class coming soon.

BMW recently joined this elite group with its 760 luxury sedan. The top-end of the 7-series lineup, the 760 (and long-wheelbase 760Li) offers an expansive rear seating area, impressive handling and excellent performance from its 438-horsepower V12 engine.

Audi now brings an entry to this list with the A8 L W12. This extended-wheelbase version of the A8 sports a 450-horsepower W12 engine teamed with the automaker's legendary quattro all-wheel-drive system.

Jaguar has also moved up into the $100,000-plus arena with the all-new Super V8 Portfolio sedan. This limited-edition XJ Sedan features a sporting style, with sculpted aluminum power vents in the front wings, a distinctive mesh grille and polished 20-inch alloy wheels. Inside are such amenities as a DVD system with twin rear display-screens, four-zone air conditioning and an Alpine Dolby Prologic II surround-sound audio. Under the hood is the latest version of Jaguar's supercharged 4.2-liter V8 putting out 400 horsepower.

Maserati also steps up to this elite group with the introduction of the new Quattroporte. Priced just below $100,000, the Quattroporte features a shape and styling cues, as well as the famous trident badge, that identifiy it as a Maserati. Rosewood, briarwood and mahogany are standard interior treatments; however, buyers can personalize the cabin, even specifying a titanium finish if they wish. The new Maserati sedan boasts a compact 4.2-liter V8 engine producing 400 horsepower. It gives this luxury sedan the performance expected of a Maserati: 0-62 mph comes up in just 5.3 seconds.

Volkswagen currently offers the high-end Phaeton—the first vehicle to break the $100,000 mark wearing the VW brand. However, the automaker has announced that it will no longer sell this vehicle in America due to slow sales.

A number of other vehicles sell for well above the $100,000 mark but wouldn't necessarily be categorized as luxury automobiles. Many of these are ultra-high performance cars from brands such as Ferrari, Lamborghini and Porsche. Details about these can be found in our overview of the Magnificent Exotics.

In the market for a new car? MSN Autos is pleased to provide you with information and services designed to save you time, money and hassle. Click to research prices and specifications on any new car on the market or click to get a free price quote through MSN Autos' New-Car Buying Service.

It's fair to say that few automobiles have ridden atop their segment for as long as the BMW 3 Series has managed. Admittedly, there have been occasional frights from other German automakers or the odd Asian upstart, but it's as if Munich's engineers long ago brokered some sweetheart deal with the devil, so total has been the range's dominance. All of which has made it particularly tough for U.S. enthusiasts, as we've seen seemingly dozens of tempting higher performance specials and intriguingly efficient offerings pop up over in Europe and elsewhere, yet these models never seem to make their way into U.S. showrooms. Forgive us, then, for being slightly giddy at the prospect of this 335is, the first North American exclusive 3 Series in, well... eons.

Based on the freshly facelifted sixth-generation 3 Series, the 2011 335is will be available in both coupe and folding hardtop convertible forms beginning this spring – but we just couldn't wait that long to get behind the wheel. Thankfully, BMW was kind enough to slip us the keys to a pre-production example on Portugal's Estoril raceway as a dessert course of sorts at the launch of their new 5 Series sedan. Follow the jump to read our full slate of impressions.

Interestingly, having just sat through a press conference detailing the many virtues of the 5 Series' new 3.0-liter N55 single-turbo inline six, we were a bit surprised to hear that the 335is harbors a newly developed iteration of the "old" twin-turbo N54. Surprised, yes, but not disheartened, as we'd still happily get out of bed for an N54-powered waterpick.

BMW is positioning the 335is as an appealing option for club racers – presumably those who can't afford an M3 – and for those who normally raid the aftermarket's parts bin. To that end, Bimmer's boffins haven't just fortified the boost and left the rest of the drivetrain package to fend for itself – they've fitted a higher-capacity cooling fan, mounted a supplementary radiator behind the left air intake and bungeed an oil cooler on the right side for good measure. To take advantage of the system's more robust cooling capabilities, a resculpted lower fascia with bigger inlets has also been specified. And although our prototype tester doesn't show it, by the time they reach dealerships, BMW promises that only models with the folding hardtop will receive foglamps – the coupe's will have been purged in favor of larger air openings.



Thanks to those upgrades in cooling and better breathing, BMW has been able to ratchet up the boost to 11.6 psi (up from 8.7 psi in the standard 335i). Thus, as tuned for duty in the 335is, the N54 rustles up 320 horsepower (+20) and 332 pound-feet of torque (+32) riding atop stiffer engine mounts, with the added party trick of an overboost mode that maxes out at 14.5 psi, delivering 370 lb-ft for up to seven seconds.

That bounty is funneled out to the rear wheels through the buyer's choice of a six-speed manual or seven-speed Double Clutch Transmission (DCT), marking the first time that a twin-clutch gearbox has been offered in a non-M 3 Series. The same basic motor also appears in BMW's forthcoming Z4 sDrive35is, albeit conjuring up a sliver more power (335 hp/332 lb-ft.).



How will you spot a 335is on the street? Exterior changes include the updated head- and taillamps and restyled grilles that are shared with the rest of the 2011 3 Series range, but the 335is gets a few malefic telltales in the form of ferric gray 18-inch alloys, gloss black kidney surrounds and mirror caps, black window trim, a handful of special badges and most importantly, a pair of black chrome exhaust tips poking out 'neath a functional rear diffuser. BMW tells us that while the new exhaust system is less restrictive, they admit that by itself, it doesn't really do anything to further enhance the 335is' performance figures. No matter. What those charcoal pipes do accomplish is a heaping helping of aural engagement, sounding significantly huskier than a garden-variety 335i – even at tickover. Hearing the freer-breathing exhausts caroming around Estoril while standing in pit lane was enough to forgive the Portuguese day's unfortunate gray skies and oppressive dampness, and the added audio inside the car was an even more welcome treat.

Being holistic sorts, BMW has also firmed up the springy bits underneath to help deal with the 335i's added aggression. An off-the-rack M-suspension pack drops the ride height by 10 millimeters and stiffer shocks and springs have been substituted, all particularly welcome changes in light of the fact that we had only ever driven on the circuit once before – and that was the previous afternoon. Interestingly, at 13.7-inches up front and 13.2-inches out back, the brakes have been left alone, though we've never had reason to doubt the 335i's binders in the past.



BMW says that the upgraded engine hardware is good for 0-60 in as little as 5.0 seconds for a coupe paired to the DCT gearbox. Row the gears in the fixed-roof variant yourself and you're looking at a 5.1 seconds. The convertible is a tenth of a second slower, regardless of transmission choice. It's important to note that BMW has a history of underreporting engine power figures and being conservative with its performance estimates, and judging by the acceleration we felt under suboptimal traction conditions – and the fact that DCT cars will be equipped with launch control (something with which our prototypes were not yet equipped) – we're guessing that the 335is is actually capable of clipping 60 miles-per-hour about a half-second quicker than BMW is letting on. Regardless of whether you specify a fixed or folding roof, the 335is packs it in at 150 mph.

More important than raw numbers is the way the 335is feels and behaves, and in this regard, we've only whetted our appetites with a limited amount of laps at Estoril with both the DCT and manual (these prototypes were sadly not plated for street use). Even given our limited time and closed course conditions, we can tell you that we like what we see so far. The 3 Series has always had exemplary balance, and the 335is is no exception, only now it has significantly more power to lunge from the apexes. Out on the circuit, the surplus torque offered by the temporary overboost function allows one to gloss over most track virgin mistakes – braking too early (or too late), or taking a bad line through a corner, and even if you get it spot-on, you'll get there that much more rapidly thanks to the extra power. We're pleased to report that the DCT seems particularly well-suited to the 3 Series' character, and it's similarly fine work on the track, being quicker than the (still excellent) tripedalist setup, especially as it allows for both hands on the wheel at all times.



Speaking of the steering wheel, on the 335is, it's an M Sport piece, as is the shift knob and matching sport seats. Other model-specific frosting includes an anthracite headliner, stainless pedal pads and footrest, along with special badging calling out the model name on the dashboard, tachometer and door sills. Like all 335i coupes, this new model comes with a moonroof as standard fit, something sure to please sybarites but potentially aggravate those who don't want the extra weight and higher center-of-gravity on the racetrack. BMW promises us that it's considering making the roof a delete option, but opting out isn't likely to save any money.

Speaking of money, we note that when Autoblog first revealed the official specs and pricing of the 335is, many readers balked over the price tag: $50,525 for the fixed-roof and $59,075 for the drop-head, with both prices including destination charges. We won't argue that BMW's asking for premium dollars, nor will we debate that they can get jarringly expensive after visiting the options list. Even still, the 335is doesn't strike us as a bad deal when analyzing the rest of the 3 Series lineup.



Think of it this way: a 2010 M3 coupe starts at $58,400, to which you must add $875 for destination and a further $1,300 for gas guzzler taxes (a 2011 model has not yet been announced). Total cost? $60,575 – before options. Yes, the V8-powered M3 offers significantly more horsepower (414), but does so at a skyscraping 8,300 rpm and has a comparative dearth of torque – 295 vs. 332 pound-feet – and that's without considering the 335i's massive overboost. What's more, the 335is' full measure of twist is available from just 1,500 revs, while the M3's eight-pot needs to be spinning more than twice as fast at 3,900 rpm. Lest we forget, despite its carbon-fiber roof, it also weighs a smidge more.

Don't get us wrong – we love every inch of the M3's sniper-like precision – it remains a fantastic car and an unrivaled piece of trackday artillery. But out on the street, you really do have to rev the Mobil 1 out of the V8 in order for it to feel genuinely quick. That's not to say that doing so is a chore, but for many drivers, the high-revving soundtrack can get tiresome on a day-in, day-out basis and the M3's care and feeding aren't exactly cheap. The 335is offers club racer competence swathed in a more relaxed, more civilized package with comparable levels of real-world thrust – all while leaving a couple of vacations' worth of coin in your bank account.



On the other end of the spectrum, an unadorned 2011 335i coupe runs $43,525 (that's $42,650 plus $875 for postage and handling), meaning that it costs exactly $7,000 less, but that doesn't include the 335is' additional standard equipment like the $1,550 sport pack. By our count, the cost difference at that point is $5,450, an amount that strikes us as a distinctly fair tariff for the new model's additional performance and kit. (The convertible's pricing premium is admittedly rather harder to swallow, but the same tough math applies with the 328i and 335i).

The first wave of 335is convertibles is slated to hit U.S. dealers in March, with the coupes to follow in June. Here's hoping that enthusiasts line up to buy them – if only to give BMW executives a good reason to offer more high-po specials and foreign-market forbidden fruit in the States.

"In one respect the all-new XK arguably has more in common with earlier cars like the original XKs and the C, D and E-types than it does with the most recent XK, and that is the way in which the shape wraps more tightly around the mechanical underpinnings. The way the well-toned skin stretches tautly over the structure is timelessly modern, sophisticated, and easy on the eye.

With the all-new XK’s weight savings, the new naturally aspirated 4.2’s standing quarter-mile time of 14.4 seconds is less than half a second off the pace of the previous supercharged 4.2 XKR"

Jaguar is proud to announce a new era in its sports car lineage – the all-new XK. Like all great Jaguar sports cars, the focus of the all-new XK is firmly on the future, while acknowledging the marque’s rich history. It heralds a new era for Jaguar in terms of both design and engineering, and it is the most technically advanced Jaguar ever built.

The all-new XK continues the Jaguar tradition of beautiful, powerful, ground-breaking sports cars, but behind its stunning looks, it bristles with practical, intuitive, modern technology, clearly focussed on enhancing the driving experience. It delivers significant improvements in performance, dynamics, safety, exterior and interior design and equipment, and product quality. When it is launched in early 2006, this first of the next generation of Jaguars will become the sporting flagship of the Jaguar brand.

By starting with a blank canvas, Jaguar was able to make use of the latest aerospace technologies alongside more traditional Jaguar skills to create a luxurious, powerful, highly advanced sports car. A major key to the all-new XK’s character is Jaguar’s industry-leading aluminium monocoque body structure, introduced with the latest XJ saloons.

With this unique high-tech construction method, the all-new XK’s bodyshell is 31 percent stiffer than the previous XK’s and significantly offers a 10 percent improvement in power to weight ratio. The all-new XK is up to 90 percent stiffer and 180kg lighter than key rivals, with a kerb weight of just 1595kg.

By starting with a blank canvas, Jaguar was able to make use of the latest aerospace technologies alongside more traditional Jaguar skills to create a luxurious, powerful, highly advanced sports car. A major key to the all-new XK’s character is Jaguar’s industry-leading aluminium monocoque body structure, introduced with the latest In the words of Jaguar's Chief Engineer Mike Cross, in charge of the all-new XK’s vehicle dynamics, "What the team has looked to engineer is a sports car with true all-round ability. That means it must be fast, outstandingly agile, and truly exciting to drive. It has to go quickly, stop quickly, and do everything in between in the way a Jaguar should. Yet it’s also a rational choice – the all-new XK will deliver a balance of superb driving dynamics and comfort that is the epitome of sophisticated sporting luxury."
All-new Jaguar XK 2+2 sports car
First of a new generation of beautiful, fast Jaguars
The most technically and technologically advanced Jaguar ever
Succeeds the Jaguar XK range introduced in 1996
All-aluminium construction forms a lightweight, incredibly stiff, strong car
All-new XK lighter than its predecessor and key rivals, at 1595kg kerb weight
Delivers a balance of superb performance, driving dynamics and Jaguar sophistication
Intuitive controls and driver-focussed technologies – such as keyless entry, push button start and active lighting – enhance driver enjoyment
Spacious, elegant sports car cabin exemplifies Jaguar craftsmanship, luxury and quality
Launched with latest generation naturally aspirated 4.2-litre Jaguar AJ-V8 engine, developing 300bhp (224kW) SAE / 298PS (219kW) EEC
DESIGN
You only have to look at the all-new XK to know that this car is a giant leap forwards. The handsome, powerful looks are clearly a continuation of the style of the Advanced Lightweight Coupe concept first unveiled at the Detroit Auto Show in January 2005.

The use of beautiful lines and clean surfaces was crucial in defining the all-new XK’s more sporting character. In Jaguar design director Ian Callum’s words, "The fundamental values of Jaguar design do not change – not even since Sir William Lyons created the first Jaguar all those years ago. The entire design team worked with those values as we looked to create a car with clean lines, a purposeful stance and exquisite proportions. We took influences from our heritage and evolved them to produce a car that is beautiful, visually fast yet undeniably modern; just as Sir William's own designs were in their day."

In one respect the all-new XK arguably has more in common with earlier cars like the original XKs and the C, D and E-types than it does with the most recent XK, and that is the way in which the shape wraps more tightly around the mechanical underpinnings. The way the well-toned skin stretches tautly over the structure is timelessly modern, sophisticated, and easy on the eye.

The all-new XK is visibly more assertive and sporting than the model it replaces – a future classic in its own right. In true Jaguar tradition the all-new XK is also elegant and understated. It has classic, ground-hugging coupe proportions, with a long bonnet, steeply raked windscreen and rear window, arch-filling wheels, and minimal overhangs. The front-wing power vents are a new Jaguar styling signature; the distinctive oval grille opening, prominent bonnet power-bulge and practicality-enhancing rear liftback door all echo the E-type; while details like the sweeping front and rear light shapes and powerful stance establish Jaguar sports car design firmly in the 21st century.

Inside – as outside – the all-new XK features clean, simple, modern lines. It uses traditional craftsmanship and contemporary luxury materials like finely stitched leather, contrasting with a choice of more high-tech trim surfaces including metallic finishes. The layout is driver-focussed and sporting, with excellent ergonomics and body-hugging seats, set low against the high waistline to give a strong ‘cockpit’ feel. With a longer wheelbase, wider track and taller roofline, the 2+2 layout has more interior space than the XK that it replaces. Indeed this flagship coupe leads its class in terms of front legroom and shoulder room and boasts a 20mm increase in front-seat headroom over the previous Jaguar XK coupe.

Inside the cabin the minimalist instrument cluster houses two prominent round dials either side of an advanced high-resolution colour display based on thin-film transistor technology. This display is split into several zones showing vital information such as gear selection, cruise control information, low tyre pressure warnings and satellite navigation instructions, depending on market. A centrally mounted 7-inch touch-screen allows intuitive selection of climate, audio, navigation and telephone settings.

Amongst the user-friendly advanced technologies in the all-new XK is the Jaguar Smart Key System, which provides keyless start with a push-button starter, and also optional keyless entry simply by carrying the Jaguar Smart Key in your pocket or bag.



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"A distinctive feature is the tail-gate which recalls the E-type fixedhead’s arrangement, though primarily its adoption was driven not for this reason but because if the rear glass had been fixed it would not have left room for a trunk lid of adequate size. Unlike the E-type it is top (not side) hinged but lifts to reveal rubber strakes on the trunk floor, this an intentional tribute to the 1960’s sports car. Attached to the tail-gate (which Jaguar refer to as the ‘lift-back’) is a cover which is detachable if the full depth of the luggage area is required. Underneath the floor there’s room for a full-size spare wheel – something the US market demands.

Paul Skilleter © Jag-lovers 2005

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LIGHTWEIGHT VEHICLE TECHNOLOGY
While the first striking impression of the all-new XK is delivered by its looks, its real essence is in what lies under the skin. The most far-reaching engineering feature in the all-new XK is its use of Jaguar’s Lightweight Vehicle Technology, the all-aluminium architecture that was introduced with the latest generation XJ saloon.

It is unique in the industry as a complete aluminium monocoque body structure, as distinct from an aluminium spaceframe with separate aluminium exterior panels. Developed from aircraft industry methods, where strength and light weight are critical, Jaguar’s manufacturing process produces a massively strong but very light structure that is both riveted and epoxy-bonded.

The new XK takes the Lightweight Vehicle concept a step further with extended use of aluminium castings and extrusions as well as pressed aluminium panels. Its remarkable strength and light weight come from both the way the bodyshell is constructed and the use of new jointing technologies developed by Jaguar and its suppliers.

The all-aluminium rear liftback door is strong, light and simple to operate. It pivots on two hinges ensuring the edge of the liftback moves away from the operator’s head as the lid is raised. It also provides excellent rear visibility – rare in the sports coupe field.

Beyond the exceptional body integrity and built-in deformation zones, the all-new XK is also available with a host of other safety solutions for protecting pedestrians as well as car occupants. Those include the shape and construction of the bumpers and bonnet, plus a completely new technology, the pedestrian deployable bonnet. This is deployed upwards away from its rear edge, in milliseconds, in the event of a pedestrian impact. This forms a safety zone between the bonnet and the engine and other under-bonnet hard areas to reduce significantly the potential for injuries.

With lower weight and higher strength, Lightweight Vehicle Technology is the starting point for improved performance, safety, refinement, economy, emissions performance and driving dynamics. Russ Varney, Chief Programme Engineer, Sports Range, explains how a 'no compromise' mentality was applied when it came to engineering the ultimate grand tourer:

"As a team we worked from day one to ensure that the all-new XK delivered on every target set for the vehicle. In the case of the aluminium monocoque body structure, it delivers great advantages in terms of weight and strength and we were determined to utilise those benefits to produce a sports car with a blend of stunning vehicle dynamics and outstanding comfort."


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POWERTRAINS
From launch the all-new XK will be powered by Jaguar’s renowned naturally aspirated 4.2-litre V8 engine which produces 300bhp SAE (298 PS EEC). This compact, lightweight engine is based on that fitted to the latest generation XJ saloon and has undergone significant development compared with the engine used in the previous XK, including new fuel-injection technology. The latest 4.2-litre engine satisfies Euro 4 emissions requirements as well as stringent US emissions regulations.

The 4.2-litre V8 develops maximum torque of 303 lb ft (411Nm) EEC at 4,100rpm. Again, the spread of torque is an important ingredient in the XK’s effortlessly sporty character, and this engine delivers more than 85% of torque all the way from 2,000 to 6,000rpm. Yet it still offers fine fuel economy and low emissions figures, with a drop in CO2 emissions of 6 percent.*

The naturally aspirated 4.2-litre V8 XK coupe has an electronically limited maximum speed of 155mph and a 0-60mph time of 5.9 seconds, plus instant throttle response and broad flexibility for punchy performance across the range. With the all-new XK’s weight savings, the new naturally aspirated 4.2’s standing quarter-mile time of 14.4 seconds is less than half a second off the pace of the previous supercharged 4.2 XKR.*

For the first time in a Jaguar, drivers will be able to use steering wheel-mounted paddles to change gear with the new Jaguar Sequential Shift transmission. In either Drive or Sport Manual modes, very fast gear shifts are achieved by combining the use of one-touch paddles with an automatic blip of the throttle from the drive-by-wire engine management system during downshifts. Thanks to this positive torque enhancement control, the shifts are faster and more responsive than before regardless of the mode the driver has selected.

The XK’s six-speed transmission introduces a new generation of automatic gearshift for Jaguar, replacing the familiar ‘J’ gate with the new Jaguar Sequential Shift system with Park, Reverse, Neutral, Drive and Sport modes. The fully automatic Drive mode adapts to individual driving styles, while a Sport Auto mode can also be selected. This offers an even more responsive fully automatic shift strategy, also utilising the automatic blip of the throttle to maintain ultra-smooth gear shifts.
*Manufacturer provisional test figures
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TECHNOLOGY
The all-new XK has a completely new, high-performance braking system, tested extensively over many hundreds of laps at the gruelling Nürburgring test track in Germany, where Jaguar has a dedicated research facility. The result is greater braking power and more responsive feedback to the enthusiastic driver.

Larger, ventilated discs contribute to better pedal feel, optimum stopping distances and resist fade during extended hard use. The braking system also includes four-channel ABS, Electronic Brake Force Distribution, Hydraulic Brake Assist to increase brake pressure during an emergency stop, and Jaguar’s Electronic Park Brake function.

Unlike conventional digital ABS systems used on many cars, the all-new XK’s ABS system can vary the brake pressure at each wheel using analogue valves in the hydraulic control unit. This gives more refinement to the hydraulic pressure control and allows drivers to benefit from increased steering input during heavy braking.

The all-new XK’s Servotronic 2 steering is adapted for a sports car from the XJ saloon, to give easy low-speed manoeuvring with optimum high-speed feedback under all conditions.

Beyond the exceptional new pedestrian impact safety systems, the XK also includes a host of other safety features. These include the option of a Tyre Pressure Monitoring System and run-flat tyres, Jaguar’s Protec dynamic headrest system to protect against whiplash injuries, Forward Alert which uses the optional Adaptive Cruise Control’s forward-facing sensors to scan the road ahead 10 times every second to warn of a potential collision, and the new switchable Dynamic Stability Control with Traction Control System (Trac DSC).

A new active front lighting system is also offered as an option on the XK, enhancing the bi-xenon intelligent lighting that is standard on the car. This feature provides enhanced visibility in the dark during higher speed cornering by swivelling the dipped beam lens depending on road speed and the angle at which the steering wheel is turned.


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CONCLUSION
Like any of the great Jaguar sports cars of the past fifty years and more, the all-new XK pushes the boundaries of sports motoring. It is the most technically advanced Jaguar ever, and undoubtedly one of the most beautiful. It is lighter, faster and better equipped than the model it replaces, with substantial improvements in performance, driving dynamics, braking, safety and economy.

Being a Jaguar, it combines the comfort, style and craftsmanship of a luxuriously equipped grand tourer with the driving dynamics of a true sports car. It captures the unique joy of driving that Jaguar drivers expect. In the finest Jaguar tradition, it is a truly beautiful, fast car, the product of advanced engineering and fine craftsmanship. It offers style, comfort and luxury. But it also keeps true to what sports car motoring is about – and that is the undiluted thrill of driving.




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TECHNICAL SPECIFICATION
Chassis
Body Riveted and bonded aluminium
engine
Cylinders/valves per cylinder 8/4 Bore/stroke – mm 86/90.3 Capacity – cc 4196 Maximum power – SAE bhp (kW) 300 (224) EEC PS (kW) 298 (219) @ rpm 6000 Maximum torque – SAE lb ft (Nm) 310 (420) EEC lb ft (Nm) 303 (411) @ rpm 4100
Transmission
6-speed automatic.
Jaguar Sequential Shift with steering wheel-mounted shift paddles
Performance (subject to confirmation)
0-60 mph (0-100 kph) - seconds 5.9 (6.2) Top speed – mph (kph) 155 (250) electronically limited
Dimensions
Length – mm 4791
Width – mm 2070 (incl. mirrors)
Height – mm 1322
Wheelbase – mm 2752
Kerb weight – kg 1595



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Notes: Details of the Convertible and Supercharged and versions will be available later...

For Jag-lovers people, here are some images to help comparisons....

The original ALC Concept The All-New XK

The XK8 The All-New XK


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The New XK [X150] walk-round - an Eye-witness account
Paul Skilleter, respected Jaguar author and managing editor of Jaguar World Monthly magazine, provides this exclusive description of the new car for Jag-lovers.

Photographs are one thing, reality is another, and these are my first impressions of the new XK after viewing it at Jaguar’s engineering centre at Whitley earlier this month.

First impressions themselves are valuable, too. Mine were that while the car was clearly related to XK8, it had little in common with the out-going model in styling terms. I came to believe that the XK8, with its pronounced barrel-shaped sides, was just a little too rounded, and I applaud the fact that the new XK has lost those over-voluptuous curves. It looks sharper and more purposeful without being aggressive.

But above all, its stance is right. I consider that one of the hall-marks of the Jaguar car, be it sports or sedan, is its wonderful relationship with the road. All the best Jaguars seem to hug the Tarmac even when they’re not moving. This is a feature which William Lyons developed over the years, but it really came into its own with the arrival of the XJ6 in 1968. The XJ-S had it too, and I’ve always maintained that in this respect it was a more successful design than the car which replaced it. The XK8 always looked to be a little on tip-toe and did not hunker down onto the road like the XJ-S did. It’s said that its ride height was higher than intended due to a mix-up at the chassis design stage. Certainly after-market specialists have been given plenty of opportunity to offer lowering kits.

I was shown round the new XK by Giles Taylor, design manager for both the XJ and XK lines. He said that early on it was clear that the great majority of potential customers wanted to retain the 2+2 format (indeed the sometimes neglected 2+2 six cylinder E-type comfortably out-sold the two-seater version when it appeared). But to improve interior space the wheelbase was increased, although the length of the car has gone up only by 15mm, which has been cleverly lost by distributing it more or less evenly in the front and rear overhangs.

The design starting-point was the XK8, but Taylor said Ian Callum wanted to “bring tension, athleticism, stance and proportion…the current car is quite soft – this car communicates more of a performance aesthetic.” But he acknowledged that both the XJ-S and XK8 convertibles had enjoyed healthy sales amongst Californian women and they had no intention of alienating that market, so there was also a need to avoid making the car too ‘macho’.

This sharpening process has been successful in my opinion, and it incorporates some subtle touches: for example there’s a discreet crease line which (in Taylor’s words) “grabs the front wheel and brings the line back to a point where the line blends out [under the door handle] where the driver’s head is. So naturally it’s a focal point…it sets up a feeling of natural balance between the front and rear wheels. And it coincides with the cabin’s taper – which is all about giving aerodynamic form to the car.” Another line runs under the door, intended to lower the car to the eye – the purpose of those chrome strips which some manufacturers and coachbuilders used to employ in the 50s and 60s for the same reason.

A distinctive feature is the tail-gate which recalls the E-type fixedhead’s arrangement, though primarily its adoption was driven not for this reason but because if the rear glass had been fixed it would not have left room for a trunk lid of adequate size. Unlike the E-type it is top (not side) hinged but lifts to reveal rubber strakes on the trunk floor, this an intentional tribute to the 1960’s sports car. Attached to the tail-gate (which Jaguar refer to as the ‘lift-back’) is a cover which is detachable if the full depth of the luggage area is required. Underneath the floor there’s room for a full-size spare wheel – something the US market demands.

Outside, the major E-type hall-mark is the Sayer nose, first seen on the XP/11 sports racing prototype of 1953 and adopted for the D-type. The new XK also has supplementary lamps which are buried either side of the air intake in what look very much like the air intakes which featured on the long-nose D-type of 1955. Importantly, in the view of Giles Taylor, the badge has returned to the air intake, mounted a la E-type on a central plated bar.

As the technical data will relate, the bonnet (hood) has pyrotechnics which raise it at the rear to soften pedestrian impact; the centre power bulge is a styling device but one which was considered essential. Taylor says that due to line of sight requirements there was little room for it and to accentuate it, the bonnet surface drops as it meets it.

A further E-type connection lies in the rear lamp unit which ends inboard in a round lens reminiscent of the ‘Series 1’ car’s reflector. Directly underneath this is the exhaust; a centre exit like the E-type’s was considered (and it featured on the ALC) but it wasn’t feasible for production.

Inside, the car is completely different from XK8 as the ‘Spitfire wing’ facia has been abandoned in favour of a more modern and less vertical design. Traditional-type tachometer and speedometer sit directly in front of the driver (though I thought the white on black graphics could have been a little bolder in the idiom of the Mk 2 and E-type), with modernity appearing in the guise of a high-definition vertical display screen between them. This supplements the main screen which lies at the center of the facia.

There’s plenty of up-to-the-minute technology in the new car as Jaguar’s release will reveal, but there have also been considerable efforts to hide it until needed. “There is no overt gadgetry that should really strike you”, says Taylor. “It’s all about interior ambience and experience… “

The highlight of my viewing was to witness the car being started up and being driven into, then round, the small outdoor viewing area. I was almost startled by the sound of the car: the exhaust note has an unfamiliar – but exciting – crackle or rasp to it, a much harder and more purposeful noise than the gentle burble emitted by even today’s XKR. I think this will become one of the car’s most distinctive hall-marks, and will be unmistakeable in the street just as an XK 120 with the Burgess competition silencer was in years past…

To summarise, I think Ian Callum, Giles Taylor and their team have got the new car just about right. It cannot and should not be too radical, yet it needed to be totally modern, and it is. No-one pretends it’s a new E-type, however, which leaves the door open for a traditional two-seater of stunning performance and looks to appear one day.

New Jaguar Sequential Shift 6-speed automatic transmission system incorporates steering wheel-mounted paddles for manual gear changes
Reaches 60mph from standstill in 5.9 seconds and completes quarter mile sprint in 14.4 seconds – less than half a second off the pace of the previous 400bhp supercharged model*
Top speed of 155mph (electronically limited)
On sale from early 2006, with prices announced at the beginning of the year.
Convertible model will also be available – details will be announced later this year

Equipment Included:
6" Extension with 2 - 6" extended rear doors
"Mohawk" vinyl top
Upgraded front & rear springs
Illuminated rear vanity mirrors
Tissue dispenser & trash chute on package tray
Flat floor in rear compartment & full size spare in trunk
5/8" Wool felt temperature control insulation in floor
Double radiant barrier insulation in roof
Rubber backed reversible overlay mats & 2 Foot rests
Rust inhibitor applied to underbody
Center mounted drink caddy
Complete technical manual w/schematics
Hardwood lap desk
Relaxor, pulsor heat seating system
Flat screen TV (roof mounted) & DVD on package shelf
Power glass moon roof

Equipment Included:
All Leather seating
70" Extension
2 Solenoid opening positions, interior door lock release handles
Insulation in roof, side panels, & floor
Rust inhibitor applied to underbody
Halo &storage area lighting
Hardwood picture frame consoles w/tambour doors
Insulated stainless steel self draining ice chests, crystal 7& champagne storage
Desk for work or drinks
High intensity reading lamps over front & rear seating areas
1 Mx3 high output A/C evaporator system
1 Mx3 heat & A/C system for maximum Spring & Fall comfort
Emergency reserve starting battery
Illuminated vanity mirrors & burn guard protector
Coat hooks, Ash trays, & 12 volt electrical port
13" Flat screen TV, w/separate electric divider shade & DVD in overhead console
AM/FM stereo w/single CD
Deep Cushioned de Elegance seating
Base & Clear coat exterior finish
Upgraded front & rear springs
Glass or Privacy power divider w/hardwood accent
2200 Power distribution system w/limited lifetime warranty
Overhead control console w/hardwood framing
Underseat storage drawer w/hardwood fascia
Illuminated "No Smoking" sign on divider w/hardwood framing
9" Pusher fan
Front chauffeur controls w/rear disable
Exit assist straps
Heavy duty commercial carpet w/jute backing
Hands free intercom
Vanity console w/tissue dispenser & trash chute on package shelf
Rubber backed reversible commercial carpet overlay mat
Complete technical manual w/schematics

Equipment Included:
100" Wheel base extension to include a right side 54" 5th door
Full vinyl top w/exterior coach lights
2 Piece rubber backed reversible heavy duty commercial carpet overlay mats
Base & Clear coat exterior finish
Heavy duty automotive suspension upgrade
Power divider w/glass or privacy partition
Vanity console w/tissue dispenser & trash chute on package shelf
Indirect halo & storage area lighting
Door mounted picture frame hardwood consoles & open wave console w/stainless steel accent
Insulated stainless steel self draining ice chests w/crystal & champagne storage
1 Mx3 rear high output A/C evaporator system
1 Mx3 A/C & heat system for maximum Spring & Fall comfort
1 Heavy duty condenser, 16" Pusher fan w/(2) Driers-Filters for maximum cooling
Dual alternator & Emergency reserve starting battery
Illuminated vanity mirrors & burn guard protector
1 Solenoid opening position, interior door lock release handle
OEM high intensity front, rear & side reading lamps
"L" seat configuration w/8 can beverage storage
AM/FM stereo w/single disc CD & electric antenna
Insulation in roof, side panels, & floor
Rust inhibitor applied to underbody
Computer balance drive line assembly
2200 Rheostat power distribution system
Hands free intercom
Under seat storage drawer w/hardwood fascia
Illuminated "No Smoking" sign
13" Flat screen TV w/separate electric in divider & DVD in overhead console
Front chauffeur controls w/rear disable
Overhead control console w/hardwood fascia
Exit assist straps
Heavy duty commercial carpet w/jute backing
Coat hooks, Ash trays, & 12 volt electrical port
Complete technical manual w/schematics
6 disc CD changer
Relaxor pulsor heat & massage system