Jaguar Land Rover has been on a roll since separating from Ford in 2008. New models, new engines, new technology and new plants have more than doubled the automaker’s global sales to 583,312 last year.
But now the next — and far more difficult — challenge awaits: growing annual global volume to 1 million vehicles, a goal of JLR’s hard-charging German CEO, BMW-trained Ralf Speth.
Here’s a way JLR could do it quickly and more affordably than bringing back a dead and damaged brand such as Rover: Buy Vauxhall from PSA Group.
With the addition of the Range Rover Velar and the fifth-generation Land Rover Discovery, as well as filling out the Jaguar lineup with the XE compact sedan and F-Pace crossover, JLR’s volume should easily top 600,000 vehicles in 2017 — barring any dramatic economic disruptions.
More derivatives from existing platforms are on the way but will likely add only incremental sales and won’t propel JLR to 1 million light vehicles a year.
Adding Vauxhall to JLR’s corporate garage makes sense for JLR and for PSA. The real prize in the GM deal was Opel, which alone accounts for about 1 million vehicles a year. Vauxhall, consisting of rebadged Opels and sold only in the U.K., is excess baggage for PSA.
Vauxhall, which has its own dealer network and plant in Ellesmere Port, has seen its volume hold steady at around 250,000 vehicles per year in the U.K.
Vauxhall under JLR could expand into segments and markets that are not appropriate for Jaguar- nor Land Rover-badged vehicles.
Also, JLR engineers have been quietly working in India on Tata Motors’ core entry-level vehicles to make them more competitive in that tough market, so JLR engineers are gaining experience working on nonluxury vehicles.
I can envision JLR creating for Vauxhall a Subaru-like lineup of subcompact and compact all-wheel-drive sedans, hatchbacks, wagons and small SUVs powered by three- and four-cylinder Ingenium engines.
BMW is the company JLR has emulated most since the split with Ford. In fact, many of JLR’s top managers come from BMW, so it is no surprise that JLR is beginning to look a lot like a sort of British BMW.
But even BMW has a hedge against economic turmoil with Mini. That is a role that Vauxhall could play at Jaguar Land Rover.
Not being aware of Jaguar’s naming strategy means that one could be easily fooled into thinking that the E-Pace is an all-electric model.
However, this slot is reserved for the I-Pace, with the new E-Pace to be placed right below the F-Pace in the brand’s crossover lineup, after the British luxury automaker developed a taste for SUVs and is using Land Rover’s know-how in the field.
This prototype was captured on camera by Carscoops reader Misja S. who told us, “I took these pics today in Tessenderlo (Belgium). I guess it’s the new Jaguar E-Pace.”
The smallest crossover in Jaguar’s lineup is better proportioned than its larger sibling with a more steeply raked rear windscreen, but it will adopt some of the F-Pace’s lines along with the familiar grille at the front.
Inside, expect the latest InControl Touch Pro infotainment system from the F-Pace while benefiting from improved interior quality, which will help it go against the BMW X1, Mercedes-Benz GLA and Audi Q3.
Based on the same underpinnings as the Land Rover Discovery Sport and Range Rover Evoque, with which it was spied testing together, the Jaguar E-Pace will use a raft of 2.0-litre four-cylinder petrol and diesel Ingenium engines, producing as much as 240 horses, while a hybrid powertrain could join the family later on.
Jaguar is expected to pull the cover off the new E-Pace this summer.
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Jaguar’s remarkable XJ220 is the latest classic car to receive the record-breaking treatment at the Silverstone Classic.
It’s 25 years since the dramatically-styled, mid-engined, two-seater supercar was first introduced, quickly becoming not only Jaguar’s fastest ever production car (an accolade it still holds today) but also the fastest production car in the world when clocked at a – then peerless – 212.3 mph.
Jaguar produced just 271 XJ220s between 1992 and 1994 in conjunction with its competition partner Tom Walkinshaw Racing – each one priced at a not inconsiderable £470,000. Such is their rarity that, until this summer’s planned gathering at the Silverstone Classic (28-30 July), never have more than a handful ever been seen together.
Now, working closely with renowned XJ220 specialist Don Law Racing, the organisers of the annual Classic are aiming to bring together more than 50 examples for an astonishing display and circuit parade at the end of July.
“We are inviting all XJ220 owners from right round the world to join us for what will be a really special celebration of an often overlooked supercar,” said Law. “We will be bringing along some special models including the Martini car and the MIRA crash test car, and we are also hoping to have one of the factory Le Mans cars here. The largest public gathering of XJ220s in the UK to-date is 20 – our aim for this summer’s Classic is to at least double that.”
The Jaguar XJ220 showcase will take place on the Saturday of the event, with a parade lap involving some specially invited guests who have close associations with the car’s design, development and on-track success.
“The Classic now has quite a reputation for staging these record-breaking parades but, even by our own very high standards, this promises to be something very, very special,” stated Nick Wigley, CEO of event organiser, Goose Live Events. “It all really started back in 2011 with the remarkable cavalcade of 767 E-types, which still holds an official Guinness World Record for a parade of Jaguars. Since then, we’ve seen massive numbers of Aston Martins, Porsche 911s, Ferrari F40s, Ford Mustangs and even grand prix cars all take to the track – and this year, we will add never-before-seen numbers of XJ220s to that incredible roster.”
Although originally conceived to feature a V12 engine plus four-wheel-drive, to meet emissions legislation and performance targets, the showroom XJ220 model arrived with a 3.5-litre twin-turbocharged V6 developing 542bhp, delivered to the rear transaxle via a five-speed manual gearbox.
A racing version – called the XJ220-C – was introduced in 1993 to compete in the increasingly important GT class within international sportscar races. Later that year, one of these factory-entered cars driven by David Brabham, David Coulthard and John Nielsen won the GT category at Le Mans only to be controversially excluded by the French organisers.
“When I first saw the XJ220, I must admit I thought it was a sexy-looking beast, but as soon as we started testing it transpired to be difficult to drive,” Brabham recalls. “In fact, by the time we got to Le Mans pre-qualifying, it was pretty scary and tail-happy – not to mention slow.
“A much bigger rear wing was fitted for the race, all of a sudden bringing the car to life – but even then, the week was far from straightforward. Despite a variety of dramas, we fought back against all odds to win our class.
“To represent Jaguar at Le Mans was already something very cool, and to be up on the podium after the race was amazing, with a sea of fans down in the pit-lane below. My brother was one of the overall race winners with Peugeot, so it was a particularly special moment for the Brabham family, celebrating a double victory.
“And then, of course, we got disqualified…”
All those wanting to experience this not-to-be-missed XJ220 celebration can still take advantage of Early Bird tickets, which offer discounts of up to 18 per cent if purchased before the end of March.
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It isn’t official yet, but this artists impression of what the GT4 F-Type might look like is mighty exciting.
The F-Type is an ideal racing candidate with its super-stiff lightweight aluminium body and all of that Jaguar V8 power.
Jaguar also has a long record of building sports racing cars for customers from the XK120, to C-Type, D-Type, Lightweight E-Type etc right through until the start of the Group 44 and TWR eras.
It could also be a toe-in-the-water exercise which eventually leads Jaguar officially back to its spiritual racing home – Le Mans!!!
That is something to really contemplate.
Jaguar Land Rover has reportedly filed for a number of trademarks that could point to the names of interesting future models.
Some of those trademarks include past names, such as ‘XJS’, recalling the company’s flagship coupe from 1976-1996. Others include C-XE, iXE, diXE, XEdi, XEi, CXF, CXJ, P-Type and T-type.
It’s worth remembering that carmakers file for trademarks all the time, most of which never see the light of day, but we could guess those names include proposals for an XE coupe to take on the BMW 4 Series and C-Class coupe, electric XE to match Tesla’s Model 3, hybrid and diesel plug-in hybrid models, two-door XF to rival E-Class coupe, two-door XJ to rival S-Class coupe and potentially a larger SUV, and F-Type successor.
Land Rover trademarks include Landy, Range Rover Classic, Sawtooth, Stormer and Landmark. This could suggest a rebranding for the current Range Rover, a compact SUV to sit below Discovery Sport, or perhaps another sports model that dusts off the Stormer moniker from 2004 Range Stormer concept.
Ian’s forebears were crofters on the hills behind Loch Tay. Early members of the family, the McCallum’s eventually launched themselves into the whisky business producing D & J McCallum’s Perfection Scotch Whisky.
1951 was his key year as he managed to buy an early Jaguar XK120 and took it to Edinburgh to be serviced by Merchiston Motors run by ex-grand prix driver David Murray. The service director was Wilkie Wilkinson . At the end of the season David Murray had the idea of forming a team of Scottish drivers to race nationally and possibly internationally. Ian was the cornerstone of the idea as his superb driving had been noticed by no less a person than Stirling Moss who tipped off Jaguar competitions manager Lofty England. Initially David Murray had a Jaguar XK120 and he would join Ian but his wife disapproved so he sold it to the son of a local Haulier, Bill Dobson who was also keen to race. David now had two drivers for his Ecurie Ecosse team and needed a third as Esso had offered a substantial cheque if the team ran three identical cars in racing. The third man was to be Sir James Scott Douglas a Scot living in London who also had a Jaguar.
The 1952 season saw Ecurie Ecosse arriving on the scene and winning races. Not only that, but Ian Stewart was chosen to race a factory C type Jaguar at Le Mans that year. Sadly that was the year Jaguar used a low-nose, long-tail version of the C type and the cars retired due to overheating. As a factory driver Ian was offered the chance to buy one of the customer C types that were being built and he bought chassis 06 and ran it in the Jersey Road Race having run in the engine on the drive from Coventry to the ferry to Jersey. He won first time out and had his greatest win in the car at Charterhall when in his drum-braked C type he beat Stirling Moss driving one of the new C types with disc brakes. He was again selected for the Jaguar team for the 1953 Le Mans 24 Hours and finished 4th overall sharing with Peter Whitehead. By now he had been joined in Ecurie Ecosse by Ninian Sanderson and Jimmy Stewart and they were a formidable combination and one of the most successful privately entered sports car teams in period.
An invitation to race in Argentina in 1954, was taken up and Ian was to share one of the ex-factory C types with disc brakes in the race with Jimmy Stewart. It so happened that Ian’s father was in Argentina buying cattle for his pedigree stock in Scotland and was not interested in seeing his son race. He took a cargo boat back to Britain.
In the race Ian came up to lap the Porsche Spyder of Jaroslav Juhan who, in turn, was trying to overtake an even slower car. As Stewart arrived at the corner Juhan moved over and rather than hit the Porsche Ian tried to avoid Juhan and hit a wall breaking his collar bone in the accident. He was taken to hospital, but unfortunately news of this was passed on by radio to Ian’s father on board ship and by mistake was told that Ian had been killed. Needless to say he was relieved to find that Ian was not only alive, but arrived back home. At this stage Ian was given the ultimatum, give up motor racing and take over the family business or face the consequences.
As he was the only son he felt his responsibility rested with the family business and he retired from racing and never actually raced again.
Credit: Graham Gauld
More in our coming edition
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It runs! We get a shot in Jaguar’s stunning electric ‘super-SUV’ concept Before Jaguar packed its I-Pace concept up for Geneva, they allowed a select group of hacks to have a go in a running prototype of this amazing looking machine –arguably the most important new Jaguar for half a century.
The real I-Pace will go on sale sometime in 2018. “We’re about halfway through the development work of the production car,” says Dave Shaw, Jaguar’s vehicle engineering manager. “We’re on time and on track to deliver against our original promises.”
The I-Pace’s headline figures make impressive reading: 395bhp, 516lb ft of electric power and torque, 0-62mph in about four seconds, and more than 300 miles of range from a 90kWh lithium-ion drive battery than can be charged to 80 per cent of maximum capacity in 90 minutes.
The car we’re driving today only has one electric motor rather than the one per axle it will get when it goes into production, and it’s limited to 50mph. But there’s no feeling of being short-changed by the look of this vibrantly painted prototype. In common parlance, it’s gobsmacking.
It’s insured for £2 million, so we’re asked to remove our shoes and sit on a polystyrene pad so as not to mark the leather. The door is heavy – “whatever you do, don’t slam it” – and the handle is fiddly. By SUV standards, the driving position is low and the centre console is high, but the cabin feels both light and airy and snug at the same time. The curving dashboard encircle has an LCD instrument screen straight ahead and two infotainment screens – one big, one small – in that cantilevered centre stack.
The car’s early prototype status means that only one of the screens is working, but even that is only displaying flashing lines of computer code. Still, you get the sense that the system will do the job when it’s productionised. Perhaps inspired by some of the German competition, the I-Pace makes more of an event out of its ventilation controls, which resemble oversized watch bezels.
Their decorative impact is ramped up by the relative sparseness of the rest of the cabin in terms of switchgear and fittings. Having said that, there’s a fair bit of chrome about on the steering wheel and column stalks. That could be an indicator of more effort being made on perceived quality. Forward vision is excellent thanks to the low dash.
The feeling is of sitting very close to the front wheels. We’re not allowed in the back, but Jaguar tells us that the cab-forward layout frees up luxury-saloon amounts of rear passenger space plus a 530-litre boot. Like most EVs, the I-Pace only needs a light nudge of accelerator to set off at a decent lick. Its urban acceleration puts you in mind of a one-tonne supermini’s easy flexibility. We’re not told how much the car weighs, but you’d expect it to be a lot less than a Tesla Model X.
With the second motor fitted, 0-60mph in four seconds is entirely believable, if not a bit of an undersell. Concept cars always ride like supermarket trolleys, and this one is no exception.
Even with more sorted suspension it would probably struggle on its 23-inch alloy ‘show wheels’. The feel of the steering and brakes indicates that the tuning teams haven’t got to this stage of the car’s development yet, but given that it uses the same driver-pleasing double-wishbone and integral link suspension setup as the XE, XF and F-Pace, expectations for the finished car are high.
Restore your XJ220’s dynamic performance and sure-footed confidence with these new ultra high-performance tyres specially-developed by Jaguar Classic and Pirelli.
Manufactured to our bespoke specification, these Pirelli P ZEROTM Asimmetrico tyres are uniquely J-Rated and are the only XJ220 tyre fitment approved by Jaguar.
TESTED AND TUNED
Our team of experienced engineers has worked closely with Pirelli’s tyre developers to tune this high-performance tyre through extensive track testing at the renowned IDIADA Proving Ground in Spain.
Designed to provide an excellent all-round replacement tyre that closely replicates the XJ220’s original ride and handling characteristics, the J-Rated P ZEROTM Asimmetrico complies with all current tyre regulations and delivers excellent wear characteristics.
The result is a more capable car that epitomises XJ220’s balance and poise, along with high-speed stability that is rarely seen, even on today’s supercars.
- – Asymmetric tread pattern with three pattern zones to deliver the best possible balance between road holding, durability and resistance to aquaplaning
- – Manufactured using Pirelli’s latest compounds and technologies including internal damping for shock resistance, noise reduction, precise control and increased comfort
- – Available in sizes 255/45ZR17 (98Y) FRONT 345/35ZR18 (109Y) REAR (Summer tyres, as per original size, load and speed specification)
- – Price per set £4,950 plus VAT
Available to order now by e-mailing firstname.lastname@example.org or calling Jaguar Classic on +44 (0)2 476 566 016
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Just revealed on senatus.net, we learn the sale time of the I-Pace.
The newly-launched Jaguar I-PACE, derived off its successful F-PACE model, is the British Marque’s first all-electric car, performance SUV, and family car all rolled into one.
Available from the second half of 2018, Jaguar’s first electric vehicle will deliver 700Nm instant torque, 400PS and 0‑100km/h in around 4 seconds. Utilizing next generation technology and future‑facing design, the I-PACE is set to deliver a zero vehicle emissions driving experience.