Phase Two – 1976-1980: As Bob Knight continues his search for an acceptable style, a new sheriff enters town.
Throughout 1976, the paltry resources available for XJ40 concentrated mostly upon the ongoing struggle to establish an acceptable style. During the spring, Bertone and Ital Design submitted revised proposals, which ended up mouldering under dust sheets.
Few avenues were left unexplored – having run tests on the effects of weight and drag reduction, engineers found that flush side glazing provided only a modest improvement. Wind tunnel tests did highlight one outstanding issue with the existing car however – its evocative headlight fairings contributed significantly to aerodynamic drag. In Lyons’ day, such considerations were secondary, but in this more austere era, they would have to go.
By the mid-’70s, the luxury market was becoming dominated by the stark interior aesthetic of Mercedes and BMW and the feeling was that XJ40 should echo this trend. Already acquainted with the bracing modernity of the new Rover SD-1’s interior, Jaguar’s designers were taken by the sci-fi appeal of digital instrumentation; Colin Holtum’s team perhaps also drawing upon cars like Aston Martin’s space-age Lagonda. Jim Randle was also a keen amateur pilot and spoke of being influenced by aircraft cockpits. So if XJ40’s exterior style remained a matter of contention, there appeared to be greater accord over its interior.
New recruits brought fresh thinking, with outline shapes beginning to appear more recognisably Jaguar, spurred by Bob Knight’s repeated insistence that the new car must display a strong family resemblance. However, this view didn’t necessarily gel with some of the more progressive members of Jaguar’s styling team. Experimental shop foreman, Bob Blake, later suggesting to historians that Knight wasn’t daring enough.
The constant warfare proved wearying. By 1977, with BL lurching into a crisis from which it would never recover, the level of styling reviews became farcical. LC40 (as it was now denoted) had mutated into something quite promising. Perhaps its most cohesive incarnation since 1973, but it had become little more than a thought experiment.
1977 was notable for the Royal Jubilee, grinding industrial unrest and riots on British streets. Crisis-torn British Leyland ground to a standstill with the Government threatening to end state funding unless the strikes ceased. Patience with its loss-making car maker was running desperately thin. Jaguar’s situation was no better. Sales had nosedived, build quality was lamentable, and the future looked grim.
However, Michael Edwardes’ appointment to the BL top job marked a watershed. The South African was tasked with either turning the car giant around or closing it. Edwardes highlighted the BL businesses with potential and enacted plans to shut the remainder. He also initiated a process that saw some autonomy returning to Browns Lane. Bob Knight’s worst fears were allayed and as a further endorsement of his efforts, he was awarded a CBE. Edwardes also invited him to apply for the position of Managing Director for a new ‘Specialist Cars’ division.
Having convinced Edwardes of the importance in Jaguar having its own MD, Knight put himself forward, believing he could then argue Jaguar’s cause at the highest level. Sir Michael believed in using psychometric tests for all senior appointees and Knight believed he wouldn’t pass unaided. Having discovered the nature of the test, he manipulated his answers until the life-long bachelor and procrastinator-in-chief emerged as a devoted husband quick decision-maker, and Jaguar’s new Managing Director.
1977 ended with an MD who was Jaguar to his fingertips, with manufacturing and service functions regained, but the years of conflict and neglect had taken a fearsome toll.
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