Am I Gonna Make It, Doc?

Well son, there’s good news and bad news… 

2021 XF. Image: autonxt

It has been a busy week at Gaydon, with Jaguar Land Rover’s PR machine being cranked into renewed operation following a brief hiatus. The news this week is what one might best describe as mixed. But since most news items these days are of the most demoralising variety, let us first direct our attention to the positives.

Having last month announced a thorough, much needed and broadly well-received refresh to the F-Pace, JLR’s troubled Jaguar satellite followed up this week by revealing a similar bout of changes to the underperforming XF midline saloon range. Sharing its much-improved cabin design with the leaping cat’s crossover offering, the revised XF finally receives the luxury car interior denied it at launch.

2021 XF cabin. (c) Autocar

The XF’s exterior has also been freshened, albeit in the most subtle manner, with revisions to grille design, head and tail lamp graphics. New style wheel designs and revised bumpers complete the visual alterations, lending the car a more polished mien. In a further move, one more redolent of the ‘Egan era’, several thousand quid has also been lopped off the base price.

There have also been revisions to model offerings, with the familiar array of four-cylinder Ingenium petrol, diesel and mild-hybrid derivatives, although unlike the F-Pace, no six cylinder versions. The changes, which are also incorporated in the shapely Sportbrake estate (now Europe-only), sees model derivations pared back from 64 to 28 possible permutations.

Best resolved of the XF range. Image: motor1

So far so good perhaps, but in a similar manner to that of an over-stretched front-line medic delivering bad news, the JLR press department announced first that the compact XE would receive further revisions to drivetrains, technology and specifications, along with an even more generous price cut, but in the under-reported small print*, added that Jaguar’s smallest saloon is to be withdrawn completely from the North American market for the 2021 model year – the carmaker rather predictably citing poor sales and the ongoing rise of the crossover CUV.

While neither saloon has come anywhere close to sales expectations since their respective announcements, JLR’s American dealers have concluded that the XE in particular is no longer worth the trouble, or cost. There is, as you might expect, a numbing consistency to this announcement – cleaving faithfully to the History Repeating© Charter. After all, the late and much-loved X-Type began its death march in broadly similar fashion.

In spite of a fairly comprehensive (if less creatively successful) facelift last summer, the XE has remained a steadfast occupant of the lower regions of the sales charts, whether here in Europe or across the ocean in the North Americas. Introduced into the US market in 2016, the XE’s most successful year in the home of the brave was 2017, when 9278 were delivered. Last year, a paltry 3551 found homes, while so far this year, the numbers are, well let’s just call them derisory and leave it at that.

Despite being in receipt of warm accolades from the UK press, the XE hit the ground limping in 2015. Hobbled by a list of demerits longer than its excellent road manners could make up for, the compact Jaguar saloon played a perennial fourth or fifth fiddle to the sector-defining Germans. Five years on, the game looks like being up.

The English patient. Get ’em while they’re still sentient. 2020 Jaguar XE. (c)

Because without a US presence, the XE’s business case looks gossamer thin. Selling primarily now in its home market (in similarly modest numbers) and in China (LWB only, one imagines), what case for its continued existence has to not only be highly conditional, but likely to be short-lived.

JLR is reportedly in the process of re-evaluating the direction for the Jaguar brand and this week’s announcement seems to offer a broad hint as to the likely direction of travel. The word from Gaydon is that there is neither the funds, the enthusiasm, nor the business case to replace both XE and XF models, with the idea being floated of creating a single, electrified saloon to sit below next year’s, now further delayed electric XJ flagship.

Matters were not looking great beforehand, but in the new, C-19-ravaged landscape the entire industry now finds itself, the entire Jaguar offering as currently constituted appears unsustainable. Finding a fresh direction for the brand is going to be one of the tougher issues facing the JLR board as it navigates the coming five years and beyond – particularly given the previous incumbent’s failed growth strategy for the nameplate.

Whether one can be contrived in any meaningful form remains a question which perhaps only newly appointed CEO, Thierry Bolloré can answer. Aficionados of the once great marque must fervently hope that he has one. Meanwhile, I might gently suggest you enjoy the reconstituted XE while you still can. We undoubtedly won’t see its like again.

‘Tell it to me straight, doc! Will I pull though?’

‘Yeah, sure kid, you’re gonna be just fine…’

Sales data:

*The weekly Cropley was conspicuous in its failure to report upon this matter at the time of going to press.

Author: Eóin Doyle

Co-Founder. Editor. Content Provider.

55 thoughts on “Am I Gonna Make It, Doc?”

  1. Much, much nicer interior apart, what they have done with the XF looks like something just short of waving the white flag – reduced range options, with no sixes and a pride cut. Shame really, because it now looks a decent saloon that we know drives very nicely.

    The XE story is even worse and an all-round tragedy for the marque – a decent car, but somewhat anti-zeitgeist in its timing to market and lacking in inspiration – they played it too safe and ordinary.

    Jaguar seems to be slipping further back as being the poor relation in the JLR group. Only the i-Pace stands out, but I can’t see that is can be doing better than break-even.

  2. SV – did you really mean a “pride cut”. It sums up the situation at Jaguar pretty well!

    1. Well, I meant price-cut, but in so doing, I do think people will see it as a the eating of a bit of humble pie, so ‘pride-cut’ might not be so far of the mark either.

    2. Long time appreciative reader. In the past 7 years living in America I have owned consecutively a BMW 3 series, Cadillac ATS, Lexus IS, Alfa Guilia, Jaguar XE and now a Kia Stinger (all bought second hand, usually 2 years old, except the Stinger). The Jag spent the shortest time with me. I didn’t mind a number of much criticized features (strange door design, pointless gear selector, no rear room, dull interior, bad ICE) in fact quite liked some of them and thought it was/is a handsome car.
      But because despite being the most powerful (340hp) of all this gang, it was the least interesting to drive. Coarse engine, lumpy ride, poor seats, never felt nimble or fun, always felt bigger than it was. And the least memorable of any of them. I know the general view is that the chassis is its best part, but not my experience. A great badge, not a great car though.
      Sorry for the modern car review, probably not what most readers come to this site for…

    3. Hi Justin and thanks for your comment, which is very welcome. May I ask how was the Giulia? I think it’s rather sadly overlooked, so it’s rare to be able to get an owner’s review.

    4. Justin, this is incredible. Your purchasing history is like an extended, sequential group test. I echo the request for more comment on these cars.

      The XE, Giulia and ATS are tragic triplets – all expensively engineered, bespoke compact sports sedans, attempting to right the many wrongs of their respective houses, and there is much to admire with all three. But all came too late to market.

      What was in the water at that time, I wonder, to make the boards of these companies finally do ‘the right thing’ and stop basing their products on inferior platforms? And why did they all misread the market so badly?

    5. A Stinger! Excellent! Now, what’s that like – it would definitely be on my radar as a left-field choice in this class.

  3. I must say I really feel sorry for Jaguar’s plight. It’s not because of a lack of effort or investment on the company’s part, but taking on the German premium trio was always going to be a big ask. The problem seems stem from three issues: the aluminium architecture is expensive and its necessary greater bulk limits interior space. The Ingenium engines are (or, at least, were) not good enough. The interiors were dreary and lacked the perceived (and actual) quality expected.

    As to the styling, the XE is rather bland, but I still prefer it to the fussy and overwrought 3 Series and A4. The current XF is handsome, especially in estate form pictured above, but it eschewed the distinctiveness of its ‘four-door coupé’ predecessor for a wholly conventional six-light design.

    To finish on a positive note, the F-Pace is, to my eyes, the best looking SUV of its size and the recent facelift has improved it further. I’m particularly pleased that JLR has eliminated the awkward shutline across the front end and extended the bonnet to meet the grille. That debunks the theory that the former ‘nosecone’ front end was necessary to meet pedestrian safety regulations. Here are a couple of before and after comparative photos:

    1. I would have thought the old arrangement was to make facelifting easier (no need to change sheetmetal) and/or reduce accident repair cost.

      To me the current cars look too similar to the first XF, and aren’t a strong enough alternative to the German 3.

    2. I would have bought an XE precisely because its unagitated looks were a welcome contrast to the ugly and fussy designs from Munich, Stuttgart and now even Ingolstadt.
      But its interior was impractical and made from nasty materials and the build quality simply wasn’t good enough for these prices.

  4. Daniel, you are right, the revised F Pace isn’t much different, but that new bonnet shut line makes it look more, ahem, ‘premium’. (What I actually mean here is that it suggests a better engineered car, helping to justify the price point). The cabin of this and the XF also look to be much improved.

    I like Ian Callum as a designer but quite often the details seemed a bit off. These revisions rectify some of the most glaring mistakes.

    Here’s something I don’t understand, though – if volumes are low, why not try and maximise the value of each sale? Why are the new XE and XF not available with the straight six engines? And why are the cars not available with the plug in petrol hybrid power train that has been trailed for the Evoque / Disco Sport? JLR spends a lot of money on R&D but seems unable to reap the maximum return from this investment.

    1. Jacomo, it’s as if there’s some chassis/under-bonnet reason why the full panoply of motive powers can’t be fitted. It is, as you say, a huge handicap in a car with far better looks than its German “rivals”.

    2. Hi Jacomo, you’re right and you could include another example of what appears to be an incoherent engine line-up. The F-Type lost its 3.0 litre supercharged V6 engine in the facelift and the choice is now between a 2.0 litre turbo four or a 5.0 litre supercharged V8. The power difference between them (300 vs 450PS) may be less than the difference their capacities, but it just looks wrong to many potential buyers. There wasn’t a lot wrong with the old engine, which pulled like a train, even in its standard 345PS form. I didn’t gel with my F-Type, but had no complaints about the way it drove.

    3. It looks very much as if the AJ300 straight sixes and the D7a platform are not compatible, which seem an unfortunate omission. They can accommodate the AJ133 (although only the Velar does) as might be expected given the AJ126 V6’s unusual morphology.

      JLR having a straight six and not using it in a Jaguar saloon is one hell of a “pride cut”. Two-litre fours to do everything may be ok for Volvo, but they had a very different journey to their present standing. The AJ300 even has an 83mm bore, a significance probably lost on most – it’s the same as the 1948 3442cc XK6, made (on and off) until 1986.

      Probably irrelevant to all of this is the rather marvellous news that JLR are going to continue AJ133 production at Wolverhampton following the closure of Ford’s Bridgend facility. This from Autocropley:

      “Jaguar will take over production of the ‘AJ’ supercharged petrol V8 in Wolverhampton after Ford shuts its Bridgend plant next month, Autocar can confirm.

      The future of the engine – which is used in everything from the Jaguar F-Type to the Range Rover (and set to be used in the new Land-Rover Deafener) – had been uncertain since last summer, when Ford announced the closure of the facility where it has been built since 1996.

      It has now emerged that Jaguar will transfer the production equipment, and possibly some of the workforce, from Wales to the West Midlands in a ‘lift and shift’ operation.

      A statement from the firm read: “Manufacture of the Jaguar-designed V8 petrol engines previously made at Bridgend will move to the Jaguar Engine Manufacturing Centre, with further detail to be confirmed at a later date.”

      Ford says production at Bridgend is now focused on work for “third parties” (Jaguar), with assembly of the Ford Sigma and Dragon engines already having been wound down. Bridgend is understood to have been building the AJ at a higher rate than required in order to build up buffer supplies while the production line is moved.

      Sources suggest the AJ, now in its third generation, will continue in production for three to five years. The timing is likely to coincide with the introduction of EU7, an inevitably more stringent next step of European Union emissions regulations. At that point, Jaguar is expected to adopt BMW’s V8 as part of a wide-reaching powertrain deal, as demand for this engine type dwindles in Europe but stays buoyant in the US and the Middle East.

      Strong demand for the current V8 in those markets is a key motivator for Jaguar taking over its production and continuing to build it.”

      If the V8 stays in production even until 2023 it could be the second longest-lived Jaguar engine ever. It all could come down to dreary politics. If there’s regime change in the USA the Democrats could crack down hard on emissions and corporate average fuel efficiency and CO2. If so, the use of V8s for passenger cars could be confined to the Middle East, various African states, and Russia/EAEU – the sort of territories where they’re unlikely to adopt the latest European/USA/ Japanese emissions and fuel efficiency standards any time soon, if ever.

      It looks like Jaguar are putting off the BMW supply deal off as long as possible. 2026 could be the next Range Rover model cycle. Of course all of this assumes that JLR, or even BMW, still exists by then.

    4. I did wonder about that, Robertas, but had no information to back up my hunches. If so, it’s a poor product planning omission, given that both XE and XF were conceived to receive the Ingenium engine family. Of course it will all become somewhat academic before long, but the idea of an in-line six configured Jaguar saloon is a highly romantic one, even if the reality is likely to fall somewhat short of platonic ideals.

      I sense that X760 was rushed into production somewhat.

  5. From a design perspective, I’d choose this any day over the A6, 5 Series or C-Class:

    That’s probably because I tend to favour clean simple designs with minimal ornamentation. I’ve taken a look at the Jaguar Approved Used website and you can buy a 2016 current generation XF with 33k miles in dark grey metallic and Portfolio spec for £17k. That’s a lot of car for new supermini money.

    1. I tend to agree on the design (although I don’t like the heavy-handed rear lamp treatment) vs. the competitors you mention – but that’s not saying that much, and it just looks nice but ordinary. Somehow, there is now just a bit of a fusty aura around the XF (and XE) … like the ‘dead men walking’ term often used in politics.

    2. The XF isn’t a bad-looking car, but it’s quite bland. For many other marques, such an approach would work out alright, but Jaguar’s raison d’être is flamboyant elegance. With a Jaguar, appearance historically mattered more than in any other brand’s case. But JLR management was hellbent on creating ‘fleet sales-compatible’ products, so the middle-of-the-road flair of XE & XF Mk2 is neither coincidence nor accident.

    3. I would respectfully suggest that the current XF only appears bland because our perceptions have been shifted dramatically by the recent trend towards ever more “expressive” and “emotional” designs. For example, would you have described this model as bland a decade ago when it was in production?

      On the other hand, maybe I’m just a bit bland? 😊

    4. Daniel, your comment as regards ‘our’ collective perception of expressive car design, while broadly accurate, falters somewhat when the subject turns to Jaguar. As a marque where design has been so intrinsically woven into its very being, the current XF/XE models’ well-crafted banality are the very antithesis of what Jaguar once stood for. I have little doubt that Jaguar’s designers had far better ideas as to how the XE might appear, (in a similar manner to the ‘much-loved’ X-type) but JLR management wanted a ‘corporate’ style (for both models) and the decision was that the outgoing XF theme (itself a transitory design which was only ever going to be a stepping stone in design intent terms) became the leitmotif for a multi-billion pound programme. It is known that an alternative five-door fastback proposal was considered, but it was felt that it wouldn’t be accepted in the US or China. In the end, did it really matter? We’re all geniuses in hindsight, I know, but while Dr. Ralph Speth has been rightly lauded for a great many things, his decision making when it came to the leaping cat was not one of them.

    5. To my eyes the older version of the Audi looks even better because it is even more reduced – rubbing strips aside, which are strictly logical because they’re only on the doors.

      The trio A4 B6, A6 C5 and A8 D2 are the best looking Audis of them all because there’s nearly nothing you could take away.

    6. A lot of good points made here. There have been a lot of handsome Audis, but the only ones that I’ve really liked have been the box-flared RS4/RS6’s and the A5, both coupe and liftback.

      Perhaps the Mk2 would have been better with a modern version of the XJ waistline bump? A 5-door fastback would be good too, presumably it would allow Jaguar to compete against the 3 or 5 series while undercutting the Gran Coupe versions.

  6. Does a mere sales rep need a Jag? indeed, are there still many travelling salesmen left?
    The chairman needs a Jag, for signing the final contract on the dotted line.

  7. XF looks improved as does interior. But without the badge it is unrecognisable as a Jag. MB, BMW, Audi are all recognisable minus badges. Jag DNA charms need to be reinstated to avoid characterless blandness, and recreate that desire to aspire to ownership – as was the case.

  8. Yes, my extended personal deep dive into the small (by US standards) second hand executive sedan market segment, fueled by AADD (automotive attention deficit disorder) and pleasures of depreciation.

    Guilia was a delight to drive, felt light and quick, sharp steering, balanced chassis, powerful (US models have 280hp which is more than enough for me) and the good ZF auto. It only got better when driven really hard, loved the big alloy flappy paddles (which I had previously dismissed as a gimmick) and used them frequently, possibly because the shifter was horrible cheap plastic toy. Also perfectly reliable. Interior had some cheap and juvenile elements but I think they have addressed those things in the updated version, but it did generally feel insubstantial. I never much liked the styling (give me an Alfa 90, or a 159 wagon), nor the font of the dials, and the range of seats are either too flat or too aggressive, but they are all personal views. Pity they don’t sound like Italian cars anymore, that would have given it some personality because it actually didn’t have a lot.

    I would guess that the Guilia and XE were both plausible offerings at their time of initiation, the move to SUVs in the past few years does seem to be greater than most people predicted. The Stinger is a ‘statement’ by an emerging brand, they are probably losing a bucket on each. The oddest was the ATS, a fantastic tight chassis…but is that really Cadillac’s market? Hardly surprising it didn’t sell.

    1. Wit a trip to the Alps in my calendar (time for some paragliding) I had the winter tyres fitted to my car today. The car before me in the same fitting booth was a satin black Giulia QV which sounded hair raisingly wonderful but was so awfully boy-racerish in its looks that this was enough to put me off.

    2. Thanks for sharing your experiences, Justin. It’s disappointing to hear that the Giulia, although a great drive, was lacking in personality, particularly of the Italian variety.

      Great to find a fellow admirer of the Alfa 90:

      There aren’t many of us around, although DTW is where you’ll find many people with eclectic tastes in things automotive!

      Dave, paragliding in the alps? You lucky bu**er! Have a great time.

    3. Er, yes, it is, Richard, but I’m sure that’s not the question you are asking.

    4. The only reason I might have to be dismayed by enthusiasm for the Alfa Romeo 90 is that it trumps my vocal championing of the Lancia Trevi. The 90 is the George Lazenby of Alfas although Lazenby is well-known for being the one-film Bond. The 90 is far more obscure. I am not able to guess this myself: if you polled 1000 readers of car web-blogs would the Trevi or 90 be the least recognised car?

    5. The Alfa Romeo 90 might very well deserve an entry in my unpublished book on saloon cars 1960-1980something.
      Maybe it deserves to be the ultimate chapter as it is the final ghost from the 1970s with its de Dion axle and Alfetta roots.

    6. If I had to guess, I would say that the 90 is more obscure than the Trevi. The Lancia has more distinctive looks and, having a unique name rather than a number, is easier to recall.

      To be honest, when I read your question, I double-checked that I hadn’t got my Alfa model numbers mixed up. It doesn’t help that Alfa, at least before the advent of the three-digit numbers beginning with a ‘1’, seemed to use a Tombola to choose model numbers, so apparently random and lacking in logic were they.

      In any event, Richard, I shouldn’t worry: the last AGM of the Alfa 90 Global Fan Club was, allegedly, held in a phone booth

    7. The Alfa 33, the successor to the Alfasud, was given the name as a reminder of the Tipo 33. The number 33 was the production code of the (racing) vehicle.

      The Alfa 75 was named as a reminder of the company’s 75th anniversary

      The Alfa 90 was supposed to be the Alfa Romeo of the 90s, hence its name – it didn’t work, despite the name, the vehicle never saw the 90s.

      The development for the Alfa 164 began before the takeover by Fiat, and then got the project name “Alberto” (“Al” for Alfa “ber” for Berlina “to” for Torino) and the development number 164 – the nomenclature of the development codes became changed after the takeover by Fiat.

      With the later vehicles 145, 146, 155, 156, 159 and 166 Alfa Romeo tried somehow to build a nomenclature on the established number 164 – the “4” and “5” below the “6”. Then 166 as the successor to the 164 and the 156 as the successor to the 155.
      In retrospect, we know it didn’t really work either …

      The Alfetta, the successor to the Berlina 1750 and 2000, got the name as a reminiscence of the Grand Prix racing car Tipo 158, called Alfetta – one of the longest successful racing vehicles in history.
      What they both have in common is the transaxle layout. Hence the choice of name. The name “Alfetta” means “little Alfa” and the Alfetta was the top model at the time. Nobody cares, the company history was in the name, that was good enough…

    8. There´s an edition of Car magazine that I have my eye on which deals with the launch of the 90 – I think it´s a first drive story and has the headline “At last an Alfa to be proud of”.
      The rear lamp treatment is very agreeable indeed. What a curious car. From the side it has a wheelbase that is a bit too short.
      I had a look at the brochure from the Dutch market and was reminded the car has its own briefcase. Quick: which 1980s limousine had space for a briefcase in the passenger compartment?

    9. Hi Fred. That really is weapons grade geekery on Alfa numbering! Well done. Your complimentary DTW anorak is in the post, in a fetching shade of beige, naturally.

  9. When are we going to move on from every car having the same front bumper design, with the possibly Formula 1-inspired 45° fins? Boring!

    1. Don’t forget the Alfa 90’s moveable front spoiler, John. It was the future, once!

    2. The days of less obtrusive front bumpers are gone forever, thanks to pedestrian protection regulations. Cars need shovel-like bumper structures as low down and as far forward as possible to lift pedestrians off their feet in case of an accident. Designers seemingly have no idea how these large structures could look other than gaping holes and silly fins.

    3. And now we get fake inlets until we drop.
      And if the salespeople are wondering why I don’t buy their products, that would be one of the reasons…

    4. One reason could be that black plastic doesn’t stone-chip like vertical painted plastic

    1. The answer is probably in the perplexing popularity of perfidious CUVs and other non-cars. Are you referring to the Volvo V60? I missed that news.

    2. I cannot find it now but it seems like I read the new V60, maybe V90, would have the estate version axed in the US next year.

  10. To follow the road taken, I‘ll chime in to say I absolutely adore the Novanta (a.k.a. Alfa 90). The styling is sublime, in a very late 70s/early 80 Bertone-y way. I mean: just look at the detailing of the D-pillar. Magnificent!

    1. Your enthusiasm is a delight to behold. I like the car precisely because it´s not all that good in a charming kind of way. The D-pillar is baffling. I believe Gandini did it at Bertone. If you are interested a serviceable one can be had to 2500 euros and then the prices rise steeply. I´d most want a ratty one as I´d hate to spoil a nice one. For the record, my other current imagining is a Maserati Karif. Gavin Green gave it the thumbs up. It must be a little bit rarer than the 90 though not by much!
      The 90 is the one car I know today I have only seen once in my whole life. For a short while there was one parked on Upper Mount St in Dublin. I passed on the way in and out of central Dublin in 1988-1992. And that´s it. I´ve never seen another. Oh, and the Talbot Tagora. I´ve only seen one of them too.

    2. Pulling together two themes currently under discussion, the Alfa 90 and interior fabrics, isn’t this rather nice:

      Note the removable briefcase under the dashboard on the passenger side and the bonkers instrumentation.

    3. One has to wonder if BMW’s design leadership looked to Bertone’s treatment of the Novanta‘s C-pillar’s trailing edge (next to the door aperture) when they were considering the possible permutations for the now definitive and ‘exquisitely executed‘ van Hoydoonk kink, which, as we all know, has become one of the Bavarian carmaker’s newest (and therefore most iconic) stylistic leitmotifs. If so they clearly find copy and paste beyond their capabilities as well, lending the more sensitive viewer to ask themselves, ‘if you can’t manage that matey, exactly what use are you?’

    4. “iconic”?

      Eóin, I’m sure that must be a typo and you meant “ironic”.

    5. As a life long Alfa devotee I’m also one who would have taken a 90 over a 75 any time if the 90 hadn’t been set up to please people who would not buy an Alfa in the first place. Excessively long gearing and the awful instrumentation of the Mk1 V6 versions kept me off buying one when they were still available.
      Imagine a 90 with twin circular headlamps and a proper scudetto slightly cutting into the front bumper, 156-style and without the awful US-style rear lights and a number plate properly aligned with the lights and something like the Audi C5 arrangement for fog and rear lights.
      Even in their darkes times Alfa used pleasing materials for the seats of their cars and the seats themselves were excellent, not counting the ergonomics of the seating position.

  11. The Alfa 90 also had an interesting roof capsule thing where the electric windows were to be found. I like its square edge look (the big Volvo 780 was another smart Bertone design from the era), it had great seats, was a compact size, and two speedos (in case one stopped working?) in the digital dash. I had a friend with one, it drove very well, even the gearbox that people complain about seemed OK. And so much more elegant than the 75. Nice to see it getting a modicum of affection here.

    1. It will gain a modicum more affection in due course, Justin.

  12. Reports that 10% tariffs will apply on cars where 70% content is neither EU- nor UK-sourced reminded me of the comment on the Europe-only XF estate, from where I went to this:

    Is something going terribly wrong in Jaguar? They propose to tool up for a non-EV car, when total xf sales so far in 2020 (1678) are a quarter of 2018 (6960)?
    Will this be one of the rarest British estates never to be sold in UK? 

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