Goodbye X150! (2006-2014)

Why you will be missed… 

jaguar-xk8-5022639869956169885

  • Because you were a first glimmer of hope for any creditable Jaguar enthusiast after a great many, very dark years.
  • Because your crisp, Ian Callum style lines – albeit still fairly conservatively executed – were nothing short of a relief after years and years of doughy blobs.
  • Because you always were a decent drive.
  • Because you were the first Jaguar in ages that was more appealing than what the German competition had to offer.
  • Because a competent facelift kept you from appearing like some undignified pensioner (one lesson you learned from your grandfather, the E-type, who was kept on life support far too long).
  • Because you still are more appealing than any modern Mercedes SL.
  • Because your high performance derivatives served so well as testbeds for the F-type.
  • Because you hereby prove that you won’t outstay your welcome.
  • Because you were the car that gave me hope that all was not lost for Jaguar when I saw you for the first time in the aluminium, at the 2005 IAA.

7 thoughts on “Goodbye X150! (2006-2014)”

  1. All too often, when a well-loved car bows out, there is little time or indeed necessity for the tearful farewell since the freshly-minted replacement generally follows before the corpse gets chilly. Here however, the XK will not (for the time being at least) be replaced. Yes, it lives on – in parts of the structure of the recent F-Type, but certainly for some years yet, the suave, elegant and restrained Jaguar Grand Turismo is no more – a matter of some considerable regret in my view. However, I think it’s best the X150 takes its leave while we can still admire it.

  2. I’m actually grateful X150 bows out before being booed off stage. There really isn’t much of a justification for keeping it in production, even if sales figures weren’t as meagre as they are. All things considered, I believe this car’s model life can be described as a happy one, despite never having gained the status of an object of boundless desirability.
    One only needs to compare its life-cycle with the most recent Mercedes SLs’: when the R230 was retired, it had already had to endure one particularly undignified facelift. And its successor can already be described as the most impactless, unimpressive SL of all time, which further highlights the decreasing significance of the GT sector as a whole.
    In contrast, the X150 was taken good care of until the bitter end, even taking the less than discreet visual addenda of some its special editions.

    I for one certainly wouldn’t feel embarrassed being seen behind the wheel of even the most ‘basic’ ’13 XK coupé or convertible (as long as no-one has been daft enough to put a leaper onto its bonnet, that is). Which isn’t something I’d say about the current SL or Aston Martin Vanquish, for that matter.

  3. I’m clearly less upset than you guys about the disappearance of this car. It proved to be a bit of a dead-end, and I think the introduction of the F Type is admission by Jaguar that it was a “between-2-stools” car, i.e. poorly positioned in the market – not GT enough and not Sports-car enough either. I thought the nose area never worked well, with the headlamp cluster looking like a cheap production engineering compromise – it’s predecessor was much nice from this perspective. I’ll bet that Jag would have lost money on every car, had the R&D costs not been (probably) written off as part of the sale by Ford to Tata.

  4. Well, I certainly wouldn’t claim it’s an Earth-shattering automotive masterpiece to be revered by generations of motorists to come, but to me the X150 stands for the beginning of a new dawn for Jaguar. The XF may be more significant in terms of sales and the X351 XJ in terms of panache (arguably…), but this was the first production car to bear Ian Callum’s signature after all those false hopes in the comely shapes of pretty concept vehicles. Would I take a used X150 over an older Aston DB9? Clearly not – the Aston’s a masterpiece, the Jaguar just a decent piece of styling. But decent styling was akin to an epiphany in the aftermath of the Lawson years (I’m sorry, I profoundly disdain the X100 XK), and within that contemporary context I can admittedly become misty-eyed.

    Financially it certainly wasn’t exactly a cash cow, but its being based on the X350 XJ should’ve helped with the initial development costs, as did its serving as the basis for the F-type.

    Regarding the two stools between which the X150 found itself I feel obliged to once again mention the lack of significance/sales success of the most recent Mercedes SL. I attribute this to a combination of changing markets (“no raised ride height? Get off me back!”) and a sub-par product – both, at least in parts, also applying to the X150.

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  6. Do you count the preceding X100 as one of the “doughy blobs” in your second bullet point? I prefer the pronounced hips of the X100 coupe to the X150, and appreciate its attempts to maintain the E-type lineage.

    1. The X100 is, to me at least, the second best Lawson-era Jaguar, after the X300 – or the second least offensive one, depending on one’s own definition. It hasn’t escaped from the same chamber of horrors as X200/400/350, but I’m no big fan (particularly of the early cars – the facelift, during which it lost its awful protecting strip, made it more palatable to me). I have problems with its mellow surfaces, which aren’t broken by sharp, clean details, unlike Bill Lyons’ efforts. It’s on-tiptoes stance also isn’t quite ideal. It’s not a terribly design, it just appears a bit lazily done.

      But to each his own, Andy. The X100 isn’t one of those cars that’s making me angry and hardly the most prominent blot on Jaguar’s history – I’m just not really into it.

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