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Thread: Jaguar XK180 Concept

  1. #1
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    Sep 2004

    Jaguar XK180 Concept

    Jaguar XK180 Concept #1:
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  2. #2
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    Sep 2004
    Jaguar XK180 Concept #2:
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  3. #3
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    Mar 2005
    What's with the badge on the car in the 2nd pic? It doesn't really look like a Jaguar badge to me... And from what year is it?
    "The best thing about this is that you know that it has to come from a country where drugs is legal"

    Top Gear on the Vandenbrink Carver One

  4. #4
    Join Date
    Sep 2004
    Quote Originally Posted by jorismo
    What's with the badge on the car in the 2nd pic? It doesn't really look like a Jaguar badge to me... And from what year is it?
    Dont know about the badge, but the car is from 1998 (its in the files name)...

  5. #5
    Join Date
    Aug 2004
    East Sussex, England
    Nah - that is a Jaguar badge, its just their red heritage type one.

    It looks identical to the Jaguar part of this badge:

    This car makes me weak at the knees it's so beautiful.

  6. #6
    Join Date
    Mar 2005
    Quote Originally Posted by :Exige:
    Nah - that is a Jaguar badge, its just their red heritage type one.
    Thanks for the info... and you too McLaren
    "The best thing about this is that you know that it has to come from a country where drugs is legal"

    Top Gear on the Vandenbrink Carver One

  7. #7
    Join Date
    Dec 2003
    nr Edinburgh, Whisky-soaked Scotland

    Jaguar today unveils a new vision of the classic Roadster. Fifty years after
    the Coventry-based company launched the XK engine and the XK120
    sportscar, the XK180 concept car has been created to showcase the skills and
    talents of Jaguar stylists, craftsmen and engineers.

    Inspired by the great Jaguar roadsters of the fifties and sixties, the Jaguar
    XK180 was hand-built in the company's Special Vehicle Operations (SVO)
    workshops at Browns Lane in Coventry. Although not intended for
    production, the concept car is based on a shortened version of the
    supercharged XKR convertible, which was introduced earlier this year. The
    all-new bodywork, hand-made in aluminium, follows a styling theme that
    combines influences from past Jaguars with completely modern styling. The
    AJ-V8 power unit is modified to produce 450 horsepower and the brakes,
    wheels and suspension are upgraded to match the engine's performance.

    The Jaguar XK 180 is the first major project from the newly re-established
    Special Vehicle Operations Department. Originally formed after the Daimler
    Limousine ceased production in the early nineties, the department is staffed
    with craftsmen skilled in every aspect of vehicle manufacture and expert in
    producing bespoke vehicles for individual customers.

    "The XK180 graphically illustrates the skills we have available in SVO,"
    said Nick Scheele, Jaguar's Chairman and Chief Executive. "In the future we
    will be using these skills to produce components and systems for those
    customers around the world who want to enhance aspects of their vehicle's
    performance. Whilst the great majority of our customers are completely
    satisfied with the specification and performance of their cars, a number of
    customers have asked for a more individual approach. SVO will, in future be
    able to satisfy this demand from our customers."

    The concept car features a system of fingertip gear-selection by controls
    mounted on the steering-wheel, developed by Jaguar specially for this
    project. The detailed attention paid to the car's mechanical specification
    underscores Jaguar's philosophy that concept cars should not be just static
    showpieces but fully engineered vehicles. Many of the engineering features
    incorporated into XK180 have been road and track tested on a fully
    instrumented engineering prototype.

    Some thirteen and a half inches (345mm) shorter overall than the XKR, the
    XK180 was styled in the Jaguar Styling Department under the eye of the
    company's director of styling Geoff Lawson. The lines of the car are the
    work of Keith Helfet, a senior designer at Jaguar and best known for his
    work on the XJ 220. Helfet's brief was to celebrate the fiftieth anniversary of
    the introduction of the XK series and he drew Influences from a range of
    XK-powered machines, notably the D-Type. The result combines echoes of
    past racing Jaguars, in the shape of its rounded nose and the headrests behind
    the seats, and such unique Forms as the 'double-bubble' windscreen.

    Whilst the XK180 may be reminiscent of the D-Type in shape, this heritage
    is combined with modern technologies. The sculptured rear end styling
    incorporates a unique rear light cluster specially developed by Valeo for
    XK180. Twenty four light emitting diodes (LEDs) provide the light source
    for the rear lamps, direction indicators and stop-lights.

    Jaguar sports cars have always offered luxurious driver and passenger
    accommodation in addition to outstanding performance but in the Fifties and
    Sixties the range always included a 'Roadster' model which put performance
    before luxury.

    "By combining style with an enhanced engineering specification we were
    creating a car which was the spiritual successor to the classic Jaguar
    roadsters," said Geoff Lawson.

    The roadster spirit is evident in the cockpit of the XK180. It uses high-
    performance components - in the shape of racing seats with full safety-
    harnesses -and then adds a touch of Jaguar luxury by trimming the seats in
    the finest Connolly leather. There is tradition too, with a dashboard in
    engine-turned aluminium carrying switches that echo the style of the great
    Jaguar Le Mans winners of the Fifties.

    The aluminium body panels were all formed by hand and assembled at
    Abbey Panels of Coventry. Abbey Panels Ltd. is an old-established Coventry
    company with long associations with Jaguar. Among many other projects,
    Abbey Panels have collaborated with Jaguar on the construction of the Le
    Mans-winning C and D-Types, the legendary XJ13 prototype and the XJ220.

    From Abbey Panels the aluminium body was shipped across Coventry to
    Jaguar's Special Vehicles Operations Department (SVO) at Browns Lane.
    Here. Mike Massey, Manager, SVO, Gary Albrighton, Principal Engineer
    and XK180 Project Manager and their team shortened the wheelbase of the
    XKR platform by five inches (125mm) to
    accept the new body style.

    Development of the XK180's engine was carried out at Jaguars Engineering
    Centre at Whitley, Coventry. The engine was modified by increasing the
    supercharger speed by 10 percent and this, together with modifications to the
    intercooler, induction and exhaust systems, raised the maximum power of the
    4.0-litre unit from 370 bhp in standard form to 450 bhp.

    The standard five-speed automatic transmission of the XKR and the 'J-Gate'
    have been modified to incorporate a sequential gear selector system
    controlled by push buttons on the steering-wheel. This enables the driver to
    change gears without taking a hand from the wheel and the selected gear is
    indicated by a fascia mounted gauge.

    The XK180 suspension is based on that of the XKR, with racing-style
    aluminium shock absorbers incorporated in the coil spring/damper units. The
    suspension was developed within SVO with assistance from ride and
    handling experts at the Whitley Engineering Centre. The Brembo braking
    system, with aluminium four pot callipers, features 355 mm x 32 mm cross
    drilled ventilated front discs and 315mm x 28mm cross drilled ventilated rear
    discs. The unique-styled, two-piece aluminium wheels are the largest ever
    fitted to a Jaguar. The wheel rims are twenty inches in diameter, and are nine
    inches wide at the front and ten inches wide at the rear. They are fitted with
    super-low-profile Pirelli tyres - 255/35 ZR2O Pzero Direzionale at the front
    and 285/30 ZR2O Pzero Asimmetrico at the rear.

    As he left for Paris and the unveiling of XK180, Nick Scheele, Jaguar's
    Chairman and Chief Executive, pointed out that the work of creating the new
    concept car had come at a time when the company's engineers had a
    particularly heavy workload. "Jaguar is currently committed to the most
    intensive new product programme the company has ever undertaken," he
    said. "In October, we will launch the S-Type, an entirely new sports saloon
    that will double our production and sales. In 2001, another new Jaguar saloon
    - the X400 - will make its debut.

    "These two major programmes, together with ongoing work aimed at
    continually improving our existing models, mean the company's engineering
    resources are working at full stretch. But Jaguar would not be Jaguar if the
    men and women who develop the cars of tomorrow could not find the time
    and enthusiasm to create an exciting special project to celebrate this
    landmark anniversary in our history. They did it fifty years ago when they
    designed and built the XK 120 record-breakers. They did it with the XK-SS
    road-going version of the D-Type and with the lightweight E Type. The
    XK180 is proof that this creative spirit is still an essential part of Jaguar."

    FOR FURTHER INFORMATION: Communications and Public: Affairs
    01203 203321
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    Last edited by Matra et Alpine; 04-10-2006 at 07:17 AM.
    "A woman without curves is like a road without bends, you might get to your destination quicker but the ride is boring as hell'

  8. #8
    Join Date
    Dec 2003
    nr Edinburgh, Whisky-soaked Scotland
    JAGUAR XK180

    On the morning of Monday May 30th 1949, a twin-engined DC3 aircraft
    lumbered off the runway at London Airport. On board were Jaguar's founder,
    William Lyons later to become Sir William, for his services to exporting -
    and a group of motoring journalists. They were on their way to Jabbeke, in
    Belgium, to observe the proof that the '120' designation of the new XK 120
    was genuinely based on the car's maximum speed in miles per hour. By
    dinnertime they were back in London, and the following day's papers carried
    stories of how they had seen works test driver Ron Sutton cover the flying
    mile at a speed of 126.448 mph.

    This speed though was set with the car's normal windscreen, hood and
    sidescreens in place. Jaguar's engineers knew that with a little adjustment, the
    car would go even faster. So they removed the weather protection and
    replaced it with a small curved screen in front of the driver. Sutton set off
    again and this time set a speed of 132.596 mph - before driving past the
    assembled journalists in top gear at just 10 mph!

    The XK 120's record-breaking runs at Jabbeke were early proof that it is in
    the blood of Jaguar engineers to take their best and make it better. It is a
    philosophy that was to lead to wins in the world's toughest endurance race at
    Le Mans, world championships and some very exciting cars.

    The XK 120 was conceived as an exhibition-piece, to draw attention to
    Jaguar's new 'XK' six-cylinder engine at the first post-war London motor
    show. The two-seater was designed to gain publicity for the new engine because the saloon car for
    which it was intended was not yet ready for production. Jaguar needed to
    make its mark at the show and a hand-built sports car that would showcase
    the new engine was the best way to do it. The XK 120 was created and
    caused a sensation - such a sensation that Jaguar was forced to reengineer the
    aluminium-bodied special in steel, so it could be produced in the numbers
    required to satisfy the world's demand.

    By 1950, the XK 120 was being produced in sufficient quantities for a team
    of privately-owned cars to compete in the Le Mans 24-hour race, where two
    of them finished twelfth and fifteenth. Like many customer cars, the Le Mans
    120s were prepared at the jaguar factory and once again their performance
    encouraged the engineers to do better. The result was the XK 120C. The 'C'
    stood for 'Competition', and almost as soon as the new car made its first
    appearance, at Le Mans in 1951, it became known as the C-Type.

    Developed around the XK engine, the C-Type was evidence of the way in
    which the science of aerodynamics was beginning to influence racing car
    design. Its shape was the work of Malcolm Sayer, who had come to Jaguar
    after working for the Bristol Aeroplane Company. and it combined efficiency
    and elegance in a blend which made it one of the best-looking cars of its

    The C-Type was to win at Le Mans and go on to win the French classic again
    in 1953. In between, it achieved success across the world in the hands of both
    the Jaguar factory team and private owners and throughout its life it was to
    benefit from continuous improvement by the company's engineers. Perhaps
    the most important of those developments was the application of disc brakes,
    which were first used in the successful outing at Le Mans in 1953.

    While the C-Type led the tracks, the XK 120 was spreading Jaguar's fame
    and beating sales records in markets across the world. The engineers were
    happy for their sales colleagues, but they wanted speed records too. In 1953,
    a Spanish Pegaso had gone to the Jabbeke straight - which was in fact part of
    the normal motorway between Brussels and the Belgian coast - and set a new record of over 150
    mph. The men of jaguar were stung into action and in October of that year
    they returned to the scene of their 1949 triumph.

    They came with an XK 120 that had a specially-prepared engine and a body
    smoothed and streamlined to help it cut through the air as efficiently as
    possible. The headlamps were rounded, and the parking lamps were removed
    from their place on top of the front wings. The bumpers were removed, a
    metal cover hid the passenger seat, and in place of the racing screen of the
    1949 car was an enclosed bubble canopy, similar to that of a fighter plane.
    Test driver Norman Dewis drove the car to a speed of 172.412 mph, proving
    to anyone who might have been tempted to question the fact that Jaguar had
    the fastest production sports car in the world. Once again, the engineers of
    Coventry had decisively made their point.

    Back in the racing department in Coventry, the engineers were working on
    something to follow the C-Type. Once again a combination of Sayer's
    aerodynamics and the XK engine created a classic, the D-Type. The D-
    Type's first appearance was at Le Mans in 1954, when it was beaten by just
    2.5 miles - out of a total distance of 2,523.5 miles. Second place in its first
    race was pretty good, but this was just the start of the D-Type's racing career.

    In the following three years it was to score a hat-trick of victories at Le Mans
    and amass uncountable wins in the hands of private owners.

    Building racing cars for sale was not unusual in the Fifties but in 1956 Jaguar
    created a stir when it introduced a version of its race-winning D-Type which
    was adapted for road use and totally 'street-legal'. This was the XKSS, a D-
    Type with a full-width windscreen protecting both the driver and a
    passenger, who would be in the fortunate position of enjoying at second hand
    all the speed and performance of the most potent sports car of its day.

    The XKSS had doors, fixed sidescreens and a hood, which when folded was
    protected by a neat cover. There was even provision for carrying luggage -
    although it came not in the form of a boot, but of a small rack mounted
    behind the cockpit! Sadly, the XKSS was to have the shortest production run
    of any Jaguar. It was announced on January 20th 1957, but on February l2th
    much of the Browns Lane plant was gutted by fire. All the production tools
    for the car were destroyed, and the 16 cars that had been built were the only
    XKSSs ever made.

    Although the D-Type's final victory at Le Mans came in 1957, the factory
    participation in racing ceased at the end of the 1956 season. The reason was
    simple; Jaguar was - and still is - a company that worked with a small team
    of highly-skilled and tightly-focused engineers. Sir William Lyons wanted to
    translate the track success of the C and D-Types into a road car, and the
    company needed to devote all its engineering efforts to that end.

    The result came in 1961, when the world was stunned by the arrival of the E-

    Created as a direct descendant of its racing forebears, the E-Type was
    developed through a third, less well-known generation after the C and D-
    Types, a car known as 'E2A'. E2A was another example of the Jaguar
    engineering principle of taking the best and making it better - except that in
    this case, 'the best' still only existed as a prototype. The prototype was that of
    the E-Type, known internally at Jaguar as ElA. Since 1957, E1A had been
    carrying out a rigorous programme of testing in preparation for the launch of
    the new road car in 1961.

    One of the most exciting aspects of the E-Type was its radical new
    independent rear suspension, and in 1960 it was decided to test this new
    development on Jaguar's toughest test track - the 24 Hours of Le Mans. The
    problem was that Jaguar was not officially involved in racing and the E-Type
    did not officially exist, so the car had to be entered by an old and trusted
    customer, the American Briggs Cunningham.

    Driven by Walt Hansgen and Dan Gurney, the car failed to finish, but it was
    the engine - a 'small' version, of 3 litre capacity rather than the 3.4 litres
    which was the XK's ideal 'fighting weight' - which gave up the ghost. The
    two aspects of the design which E2A was mainly designed to prove, the rear
    suspension and the aerodynamic shape, performed perfectly, with the car
    running close to 190 mph on the long Mulsanne straight.

    By March 1961 the E-Type itself was a reality. The combination of Malcolm
    Sayers shape and Sir William Lyons' eye for detail was an immediate
    triumph, and by April 1961, the car was already being raced by customers
    with help and encouragement but without direct involvement - from the
    Jaguar factory.

    But once again, the engineers and designers wanted to see how far they could
    go with the production car as a base. The result was a number of so-called
    'lightweight E-Types' developed at the jaguar factory so that they could be
    raced by a small group of faithful customers.

    The last of a dozen of these cars has just been sold for almost 5900,000 in
    America. Laid-up in a California garage since 1964, it is now being returned
    to Britain to undergo restoration. When that process is completed, the car will
    race once more.

    The Lightweight E-Type was the final expression of the Jaguar engineers'
    creativity on the base of the XK engine, although the power unit remained an
    integral part of Jaguar production until the late Eighties.

    Now, fifty years after the first appearance of the aluminium-bodied XK 120,
    the company's designers and engineers have made their own tribute to
    Jaguar's heritage in the shape of XK180. It is a Jaguar that combines
    technology and performance for the new millennium with half' a century of
    pride in the letters 'XK'.

    FOR FURTHER INFORMATION: Communications and Public Affairs
    01203 203321
    "A woman without curves is like a road without bends, you might get to your destination quicker but the ride is boring as hell'

  9. #9
    Join Date
    Dec 2003
    nr Edinburgh, Whisky-soaked Scotland

    Jaguar's XK180 concept car progressed from an idea to a running reality in a
    little over ten months. Skilled craftsmen from the company's Special Vehicle
    Operations Department, working closely with a small group of stylists and engineers
    who could be spared from Jaguar's intensive new model development
    programmes, had just forty two weeks to complete the concept car in time for
    the Paris Motor Show. Time and resources may have been limited, but
    energy, enthusiasm and pride were available in abundance, and the XK 180 roadster
    can take its place alongside such illustrious forebears as the XK 120
    record-breakers, the D-Type and the XJ220.

    From the outset however, it was also Jaguar's intention that XK180 should
    not be a mere static exhibit but that it should be capable of being driven and
    should perform like a real Jaguar.

    First thoughts about the new car were influenced by the XK 120 that
    established new speed records on a stretch of motorway at Jabbeke in
    Belgium in 1949. Its performance dispelled once and for all any doubts about
    whether the XK 120 could achieve the 120 miles an hour its name implied
    and it was the basis on which every succeeding XK-engined performance car
    was created. The second influence was the Jaguar D-Type, whose superb
    styling cloaked Le Mans-winning performance in aerodynamic good looks.

    Working on the characteristics of these two historic Jaguars, it was decided
    that the new concept car should be derived from the XKR, the supercharged
    sports car the company was preparing to launch in the spring of 1998. The
    two men who would be responsible for conceiving and building it, Principal
    Designer Keith Helfet and Gary Albrighton, the Principal Engineer of
    Jaguar's Special Vehicle Operations (SVO) department, discussed the project
    with Chief Stylist Geoff Lawson and SVO Manager Mike Massey. The
    conclusion that was reached was that a shortened version of the XKR with a
    more powerful engine would be a fitting basis on which to start.

    Work began in SVO on the practicalities of shortening an XKR underframe,
    while Keith Helfet - the stylist behind the shape of the Jaguar XK220 -
    sketched possible styling ideas on paper and on the computers that today play
    such an important part in the styling process.

    "We want a Jaguar, not a compromise," he and Albrighton reported back to
    their bosses. They agreed and work started immediately with the Paris Motor
    Show in late September as the deadline.

    That date was just ten months away.

    Within eight weeks, an XKR platform had been modified by SVO, with five
    inches cut out of its cockpit and provision for shorter front and rear body
    sections incorporated. While this was going on, Keith Helfet was working in
    the styling department on first designing the new body and then converting
    that design into a full-scale clay model.

    From the beginning, it had been decided that the new car would have an
    aluminium body, which would be both efficient in manufacturing terms and
    true to the XK heritage. The original XK 120 had an aluminium body
    because it was intended as a limited production car and it was being built
    against a tight schedule. Replace the 1948 London Show with the 1998 Paris
    Show and the circumstances were the same.

    During February and March, the full-size clay model was taking shape at
    Loades Design, a sister company of Abbey Panels, the old-established
    Coventry company whose collaboration with Jaguar goes back many years.
    In addition to many other projects. Abbey Panels built the bodies for the C-
    Type and 0-Type Jaguars and the company had also worked on the legendary
    mid-engined XJl3 prototype and on the XJ220. There was therefore an
    instinctive understanding of what was required in the construction of very
    special Jaguars.

    By April the clay model design had been approved. During the following
    weeks Keith Helfet supervised the detailed modifications to the clay model,
    which would be used to create the tooling aids and moulds from which the
    aluminium panels would be formed. For a production car, the clay would
    have been digitised in order to create tools, but such was the rush on this
    project there was no time - and no need to use such modern 'time-saving'
    methods for a one-off vehicle.

    As the preparations for creating the body continued, SVO was creating an
    actual 'cut and shut' XKR to act as a test 'mule' for the shorter, more
    powerful, concept car. Since it had to be capable of being driven to the levels
    its modifications would make possible, the engineers wanted to evaluate the
    proposed chassis and engine changes in real world conditions. The 'mule' was
    a purposeful evolution of a standard XKR, equipped with a full racing safety-
    cage that spoke volumes about its performance and purpose.

    By the end of May the tooling aids were ready, and the task of shaping the
    concept car's body could begin. Working from formers and shapes created on
    the basis of the clay styling model, Abbey Panels' craftsmen began to form
    every panel of the new car. They worked entirely by traditional methods,
    rolling and shaping the components using nothing more than skilled
    application of hand and eye.

    The body began to take shape in early May, and by mid-June it was ready for
    painting. As in any concept car, colour plays an important part in the overall
    design, and Keith Helfet's choice looked back to one of his favourite Jaguars.
    the D-Type. Helfet selected a paint that combines echoes of the metallic blue
    of the Ecurie Ecosse D-Type which won at Le Mans in 1957 with undertones
    of green and gold. It is a colour which would have been impossible to
    achieve in the days of the XK 120, and is one of the most obvious signs of
    Nineties technology in the new car.

    By now the mule was racking up the miles necessary to test and fine-tune the
    engine and chassis modifications. All these modifications had been carried
    out by engineers at Jaguar's Technical Centre at Whitley, and they were
    designed to add power and performance which would match the car's image
    and heritage. Engine modifications increased the 370 horsepower available in
    the production XKR to an even more impressive 450, while racing
    suspension with adjustable dampers and larger brakes, wheels and tyres
    ensured the extra power was well controlled.

    Using the handling circuit and the high-speed track at MIRA, the engineers
    began to fine-tune the modifications in order to come up with a specification
    the SVO workshop could follow when the time came to start building the car.

    Meanwhile, Helfet and his colleagues began to work on the cockpit design,
    styled, like the exterior, with a retro-influenced cloak over modern
    technology. Ergonomics were important, as were looks, but Helfet's design
    policy was also heavily influenced by tactile sensations. "I wanted everything
    you touch in the cockpit to be metal or leather," he explains. "It formed all
    my ideas about the instrument-panel, where I wanted the switchgear to have
    a look and - just as important - a feel of past Jaguar sports and racing cars."

    It took four weeks to design the interior and another two weeks to create the
    moulds that would be used to form the necessary panels. It was now July, and
    the Paris launch date was less than three months away. But everything was
    coming together according to schedule, and final assembly of the car was
    under way under a cloak of secrecy in the SVO workshop.

    The workshop's previous function was the manufacture of the elegant
    Daimler limousine. The bespoke nature of that operation meant that almost
    every job was different, with many of the limousine customers requiring
    individual touches to what was an already-luxurious specification. This work
    has led to a small workforce with a unique combination of skills. and all of
    them came into play as the new car took shape.

    While the body-men assembled the aluminium panels, the chassis specialists
    were building up the special components Whitley had specified to achieve
    the required handling. The specially-prepared AJ-V8 engine was installed by
    workers who had started at Jaguar when the six-cylinder XK power unit was
    Jaguar's mainstream engine, while trimmers who had shaped the leather to
    cushion royalty and statesmen set to work on the racing seats and harnesses
    made necessary by the new car's performance.

    In the electrical department, work began on adapting switches with the style
    of the Fifties and Sixties to operate with Nineties technology. It was not an
    easy task, for even such an action as turning on the headlamps of one of
    today's Jaguars involves more electronics than were to be found in a
    complete XK 120.

    Working with outside specialists who supplied such components as the
    wheels and the uniquely-shaped windscreen. SVO worked throughout July,
    August and the early part of September. By the middle of the month the car
    was ready to be photographed, and in the following week all the tiny detail
    jobs were completed before it was carefully (loaded for transport to Paris.

    Jaguar's concept car was ready - XK 180 was a reality.


    FOR FURTHER INFORMATION: Communications and Public affairs
    01203 203321
    "A woman without curves is like a road without bends, you might get to your destination quicker but the ride is boring as hell'

  10. #10
    Join Date
    Apr 2003
    Porto - Portugal
    Not building this car, was probably one of Jaguars biggest mistakes (who am I to say this anyway?). Some styling cues are present in the beautiful XK8, but the proportions of this car make it very special.
    I love the Top Gear episode in wich Needell does some great slides with it. The sound is fantastic.
    Money can't buy you friends, but you do get a better class of enemy.

  11. #11
    Join Date
    Jan 2005
    Ayr, Scotland
    ^^very strange , as soon as i seen the F-Type thread, i googled that video and watched it, crap quality though .

    I have it on Tiff's "Fast And Furious 2" video too.

  12. #12
    Join Date
    Nov 2004
    I love this car have model in british racing green really nice

    Last year me Dad was at a confrence at royal aviation society or somin like that, he met the director of some group again cant remeber exactly, aparently the guy owns one of these its highly possible seeingas hes earning big bucks.

    The best part is aparently he loves driving it down to the le Mans every few years, so at least its not being wasted in a garage.

    And i agree Jaguar Should have released it but it was probably ford that said no because it would have taken sales away from
    Aston <artin because it would have been in the same category, they gave that excuse before with other cars.

    Its a shame, love tha car
    TVR, Heres to Peter wheeler and his last creationg of the Scamander.

    Coventry seriously sucks....

  13. #13
    Join Date
    Apr 2003
    Porto - Portugal
    Quote Originally Posted by matek
    he met the director of some group again cant remeber exactly, aparently the guy owns one of these its highly possible seeingas hes earning big bucks.

    Highly impossible, as this is a one-off, belonging to Jaguar.

    I don't believe this is a car that could compete with Aston models. It's a completely different concept of car.
    Money can't buy you friends, but you do get a better class of enemy.

  14. #14
    Join Date
    Apr 2003
    They made a left hand and a right hand driven version. Both completely running, apparent one Journal crashed one at some point....

    I saw one in 2004 at Bruntingthrope Proving Ground during the Formula Student weekend. The main track(airport strip and some corners added on, we are on the side near the Karting track) was rented out by Jag to do some testing or something. They were having XKR, XJR, and S type R blasting down the track all weekend, and they had this thing running too......sweet sweet car....
    University of Toronto Formula SAE Alumni 2003-2007
    Formula Student Championship 2003, 2005, 2006

  15. #15
    Join Date
    Nov 2004
    People have baught Ferrari concepts for the right price also Ital design have sold some of there concepts so why wouldnt Jaguar sell theres???

    And how is it in a different league???

    I'd rather have one of these than an Aston.
    TVR, Heres to Peter wheeler and his last creationg of the Scamander.

    Coventry seriously sucks....

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