Being the quintessential British stalwart car, the Jaguar XJ serves as a poignant illustration of what constituted ‘the good life’ through the ages.
Germany has the Golf and S-class, Britain’s got the Jaguar XJ. A car that has been part of the automotive landscape for decades, all the while being adapted (to differing levels to success) to changes in tastes and demographic.
Jaguar’s XJ6 saloon was a landmark car. Its marketing did it justice.
Collecting brochures is, in the grander scheme of things, a rather sad pastime. One goes to great lengths to get one’s hands onto something that was supposed to have, at best, a short-term effect and be forgotten immediately afterwards.
Alfa Romeo have revealed the standard edition Stelvio soft-roader CUV raised hatch product.
Based purely on a careful glance of the publicity photos, the car radiates much less of a displeasing character than the full-on range-toppers that have been shown so far.
Much the same applies to the Alfa Romeo Giulia which, in its top-spec, looks slightly grotesque. In its standard form it’s nice enough. Turning to other brands, the AMG versions of Mercedes cars all overcook it. I would wager that if the AMG running gear was transferred to the body-shell of a base model the vehicle would even perform slightly better.
It goes well, is comfortable and has a pleasing interior. But alas, one thing somewhat spoils this car.
There are three ways a used car can be a bit rubbish. We usually see them (1) edging into decrepitude and (2) we can see them as bad as their maker intended. In this little item we see Category 3…
Customisation. I assume that this is a customer-led effort: a Jaguar X-type with a two-tone paint job. ‘Angry of Brown’s Lane’ will write in to say it the car is obviously a special edition to mark the 20th anniversary of Jaguar’s decision to move back to metric measurements again**. Continue reading “Something Rotten In Denmark: Two-Tone X-Type”
While the mainstream UK motoring press likes to pretend it tells it like it is, they often don´t.
The 1995 Nissan QX served as a butt of jokes at Car magazine who reminded us ironically that “it exists“. Autocar took a more charitable view, summing it up as a superbly built revelation on the road. Apart from this this, the QX is quite forgotten. Not by me for whom these kinds of neglected cars are some kind of mild obsession. I suppose it’s the fact the press told us not to bother that makes me want to know what it is that we must ignore. Continue reading “Everything You Know Is Wrong”
Long, thin lights make interesting reflections on car bodies. A malfunctioning restaurant sign made this Volvo panel especially fascinating.
These reflections show the contours of the front wing of a Volvo S60 from a sign. It had two strips running horizontally, one of which turned on and off at intervals. Image one shows the wing with one light illuminated. The second shows it with both strips illuminated. Continue reading “Highlights of Last Night”
To mark the 30th anniversary of XJ40’s launch, we speak exclusively to former Jaguar Engineering Director, Jim Randle.
If the XJ40-series’ legacy represents a series of lasts, then chief amongst them is that it remains arguably the final mainstream British series production car to embody the single-minded vision of one man. Because if a car could embody the personality and mentality of its creator, then XJ40 is Jim Randle, whose stamp is all over its conceptual and engineering design. Recently we spoke exclusively with the father of the ’40 to re-evaluate the last purebred Jaguar saloon. Continue reading “Thirty Times ’40 – Jim Randle Interview Part One”
Ford’s takeover of Jaguar lacked credibility, and the XK needed to change perceptions. Fortunately, it did – just.
The 1996 XK8 came at a crucial time for Jaguar, having been through the torrid post-Ford takeover period when Browns Lane was haemorrhaging around $2m a day. The luxury car maker desperately needed something to generate some excitement, following the launch of the X300 saloon two years previously; a car that while popular with traditional Jaguar customers, hardly signified a company looking confidently towards the future. Continue reading “Year of the Cat – 1996 Jaguar XK8”
Ford’s retro adventure with Jaguar met its maker with the advent of the 2003 X350-series.
Had Sir William Lyons been working in the current era, it’s very likely he’d have continued to plough his own stylistic furrow. Many have speculated on how Jaguar’s founder would have evolved the ‘Lyons line’, but in his wake, all we have is a subsequent body of work that amounts to studied guesswork on the part of the old master’s successors. The quality of Jaguar’s stylistic output in recent decades can best be described as patchy; certainly few would argue that anything produced in recent decades matches that of Lyons at his apex.
The license plate indicates it is an import from the UK, first registered there and brought to the ROI at a later date. One way of looking at these cars is to see them as a poorer-man’s Rolls-Royce. Or as a hyper-Brougham version of an already very Brougham car. I don’t think these cars thrive in Ireland due to the rain but the huge tyres and supple suspension are ideal. I think anyone considering a luxury car for use in Ireland ought to insist on the highest sidewalls possible but generally people shoe their cars as if they lived in Frankfurt.
Today, Jaguar’s Heritage collection is in safer hands but in the closing months of 2011 the future looked a good deal more uncertain. We take a look back at Jaguar’s former museum prior to its demolition.
You can tell a good deal about the ethos of a car company by how it views its past. Enzo Ferrari was notorious for his callous attitude to last season’s race car; many simply destroyed, since in his view the only good car was the next one. Such views were not uncommon amidst the grand marques, resulting in vast sums being spent buying back significant cars once they realised exactly what a well curated museum would do for their image. So while it remains fairly unlikely that Ssangyong has seen fit to lay up a pristine Rexton for posterity, anyone with an image to project and a heritage to exploit either already has or really ought to. Continue reading “History Falls”
Perplexing this: the market for very costly cars has been booming and Aston Martin have only racked up losses.
Automotive News report that ” a pre-tax loss of £127.9 million ($172.03 million) in 2015, the fifth consecutive year the company has failed to make a profit, as the number of cars it sold fell and as it invests in expansion”. It seems everyone likes Aston Martin but not enough people want to buy them. Hasn’t it always been like this? Continue reading “Costly Cars, Big Losses”
I’m sorry if this comes across as being repetitive, but like a man with a sore tooth, I seem incapable of leaving this subject alone. Anyway, I think it’s been well established that repetition is very much the leitmotif when it comes to the subject of Jaguar. Certainly Ian Callum’s statement last month that the luxury car maker had no plans to introduce estate variants elicited a certain amount of hand-wringing round these parts, not because they have traditionally formed part of the marque’s so called DNA, but more that by ruling out additional body styles, Jaguar is to all intents and purposes hobbling itself. Continue reading “Ghost of X-Types Past”
…as they like to say in the world of automotive print journalism.
We covered a lot of ground in our theme of the month, Japan, and the response from our clique of readers has been heartening. Most of what I read this month from our readers and contributors was new to me, as was the material I waded through when researching my own items.
Volvo are re-emerging from the Northern wilderness and look set to upset the automotive establishment by offering something increasingly novel: a genuine alternative.
Recently I was asked to cite which manufacturer impressed most over the past twelve months and I didn’t hesitate. It had to be Volvo. Having been a brand that previously earned my respect but little else, the sole remaining Swedish marque appears to be in the process of reinventing itself as perhaps the most viable alternative to the hegemony of the luxury car establishment, with a style and appeal that stands coolly apart from the self-aggrandizement of the mainstream prestige marques and their acolytes. Continue reading “Volvo: Scandinavian Without the Drama”
Recently I promised to write more about my visit to the Sommer’s Automobile Museum in Nærum, outside Copenhagen. Today I’ll introduce the museum and the first car that drew my fascinated gaze.
You can read more about the museum’s history here. My brief overview is that the collection dates back to the 50s but was gathered together under one roof in 1980. Since then it has moved to a dedicated building near Ole Sommer’s former dealership. The Sommer collection is made up of a mix of Swedish, Italian and British cars, reflecting Sommer’s commercial activities as well as personal interests. The Italian section includes Lancias, Maseratis and Alfa Romeos. Continue reading “Sommer’s Automobile Museum Part 1”
It’s been confirmed the next Opel Senator will be a crossover – as indeed it appears will everything else. Are we approaching a tipping point?
When GM showed the Avenirconcept earlier this year, many viewed it as a sign Buick was serious about re-entering the full-sized luxury saloon market with something along more traditional lines. For enthusiasts here in Europe it prompted speculation as to the potential for a similarly proportioned model – a latter day Opel Senator if you will. Continue reading “Sign of the Cross”
Few car manufacturers are as closely associated with their styling director as Jaguar is.
Ian Callum, the current incumbent, is acting as both the premier brand ambassador, as well as in his main capacity of aesthetic pontiff. But even the prominent Scot will have to hand over reigns eventually. The question is: to whom? Car designers have turned into their respective brand’s figureheads over the past decade or so. Gone are the days of tie-wearing boffins who tinkering away their days in draughty studios, hardly ever to see the light of day, not to mention the limelight. Today, for better or worse, designers have become the speakers of their employers. Continue reading “Lyons, Sayer, Lawson, Callum… And Then?”
The Editor swoons as he considers this month’s theme
Aaah, Romance! A sunny day, a full tank of petrol, the roof down, a good companion, a fine picnic in the boot, a clear road …..Well, that may be some people’s idea of romance and the motor car, but how often does that happen? Yet, the car remains, for many people, a hugely romantic device. If not, why would so many of us spend so much money in such an indiscriminating way on something that, inevitably, will let us down in one way or another? Really, I need not explain the romantic pull of the car since, if it were not so, it is unlikely you would be visiting this site. Continue reading “Theme : Romance – Introduction”
In a revised piece from the earliest days of DTW we look at the UK’s first true economy car. But we make an even grander claim for it.
My French teacher at grammar school, Mr Roberts, had a small collection of Austin 7s from the 1920s, which he alternated using as transport to work – back then, that sort of car collection was practical, even on a teacher’s starter salary. I think that he considered me a bit of a prat (and history has certainly vindicated him on some levels) so, sensing this, I reciprocated with contempt for his collection of little, old and, at the time, very cheap cars. In hindsight, I might have had a more rewarding time discussing the niceties of the Ulster, Ruby, etc with him and he might have decided that I had some redeeming features. I deeply regret my glib teenage contempt, though it was entirely my loss. He was right, I was wrong. Continue reading “Theme : Economy – 7 Degrees of Separation”
You only get one chance to make a first impression, so how does ‘our’ XF fare?
Among the tenets of luxury car motoring is the notion that everything you touch and feel should feel expensive and well engineered; that the manufacturer has gone that extra bit further to make you feel more deserving, more special. Approaching the XF for the first time however, the first thing you grasp is the door handle, only to be greeted by a flimsy-feeling plastic arm that wouldn’t be out of place on a car many times cheaper. Continue reading “Nice Kitty? Jaguar XF 2.2 Premium Luxury”
Car advertising (like almost all advertising) commonly emphasises the new and the improved. There is not a single advert drawing attention to the subtle and not-so-subtle second lives of components intended for one car but which lived on in another…and another…and another…
Last week we discussed the afterlife of the Buick aluminium 215 engine. Such a re-use is not what I have in mind in terms of rooting around the parts bins. Rover had the decency to rework the engine –endlessly – to make it work so that by the time they had stopped fiddling in 2004 there was little a Buick engineer from 1957 might recognise other than the porosity problems and flagrant thirst. Continue reading “Theme: Secondhand – Rooting in the Parts Bins”
With each passing year the Jaguar XJ becomes less relevant. Why has the world fallen out of love with Jaguar’s big saloon? Driven To Write investigates.
As the world’s least influential Jaguar commentator, I’ve been pointing out Jaguar’s ‘Groundhog Day’ tendencies for some time now. Back in 2009, I drew comparison between the newly announced (X351-series) XJ and its distant forebear, the 1961 Mark Ten saloon; the nub of my argument being the new model could not be judged against any prior XJ model, but rather it should be viewed through the prism of its unloved sixties progenitor. Some five years on, it pains me to conclude the current XJ is cleaving to the Mark Ten template more faithfully than anticipated; easily as disheartening a commercial failure as Jaguar’s former flagship. Continue reading “Twilight of A Champion – The Decline of the Jaguar XJ”
We’ve identified the problem with the XF’s rear styling. Yes, all by ourselves.
Jaguar’s Series-2 XF was revealed this week and the dust has settled to some extent over its appearance; the consensus being it’s extremely cautious. What’s apparent is the bulk of stylistic contention lies aft and in particular, the tail-lamp treatment. While not as grating as those affixed to the junior level XE, they could be so much nicer. In fact, buried within the press pack, Jaguar have provided an image of just how nice they could have been. The difference is rather striking is it not? Continue reading “The XF – Abridged”
The F-Type is not the quintessential modern Jaguar. This is.
Upon release, Jaguar made lavish claims about the significance of the F-Type. How it would become the fulcrum of the entire Jaguar range. How successive models would reference its styling. This has proved wildly inaccurate because on the basis of the two most recent model launches, Jaguar’s pivot point is not in fact the F-Type. It’s the XF. Continue reading “Jaguar’s North Star Saloon”
Opinions are fragile things, aren´t they? Left alone and sheltered from the cold gusts of fact, they thrive but a few small bits of data can destroy them in an instant, like hail shredding the most tender of blossoms.
The ACEA (European Automobile Manufacturer´s Association) released data for car sales in 2014 recently. Automotive News made a bit of a meal of the matter of who would take next-to-top spot Would it be Renault, Opel or Ford who will take the number two position in the future? At the moment Ford holds this honour, with just under a million cars sold. GM, perhaps because one or two models are below par, sold a bit less again. But that part of the story, the cars-as-sports story, didn´t really interest me so much as the way the numbers reset my expectation. Continue reading “Lovely, lovely numbers”
Here is Peter Stevens on the concept car and here is his second article on the subject. I think we can say we covered the topic more thoroughly in October but it nice to see what a professional thinks.
It’s nice to see that Peter Stevens agrees with my analysis of the Ford Probe concept car: “Ford Motor Company’s European arm presented a concept vehicle, the Ford Probe III, at the Frankfurt show in 1981 for totally different reasons. Its new mid-size family car, the Sierra, was to be launched in 1982. It was a fairly avant-garde design that, within Ford, suddenly caused the senior management to Continue reading “Peter Stevens On Concept Cars”
DTW takes a look back at the motoring year and boils it down to a managable lump. It must be admitted a lot has happened in the US and Asian markets as well, but we´ll look mostly at European happenings.
DTW takes a look back at the motoring year and boils it down to a manageable lump. It must be admitted a lot has happened in the US and Asian markets as well, but we´ll look mostly at European happenings.
Off the top of my head, this year´s big news events were related to Fiat Chrysler Automotive´s ongoing struggle to revive their business. Part of this has involved spinning off Ferrari and the departure of Luca di Montezemolo. Honda is grappling with a serious problem with failing airbags, a story which is still unfolding. GM has had a cross-brand PR disaster with its ignition switch problem that has been linked to 13 deaths. That too is ongoing and is part of a long run of product failures in recent years. Both the Honda and GM stories show the hazards of using common parts in as many models as possible. We have been reporting on Saab/NEV´s death-rebirth story for a while now and the latest step along the path to stability for NEV is that Tata are now confirmed as a buyer for the former Saab assets. Lotus are still in the wilderness but Hillman´s planned resurgence is coming along if rumours from Chipping Campden are to believed (see page 45 for more – Simon).
Dial ‘F’ for Fortuitous: Sports models have kept Jaguar in business in the US market for decades, so what’s the matter with their saloons?
At Driven To Write, we are constantly at pains to point out the repetitive nature of Jaguar’s history, much of which has to do with the marque’s frequent lapses into commercial and financial abysses – often of its own making. Continue reading “F-Type To The Rescue”
Phase Three – 1981-1986: Not so Fast Mr. Egan. Was Jaguar really going to launch XJ40 as early as Autumn 1984?
With Jaguar heading for privatisation, internal BL politics once again reared their head. Sir Micheal Edwardes’ successor, Ray Horrocks was opposed to Jaguar’s independence, lobbying to prevent Egan successfully manoeuvring towards BLexit. With Rover at work on an executive saloon to be launched in 1986, Horrocks also moved to ensure there would be no encroachment into Rover’s market. Unsurprisingly, Jaguar’s Chairman had other ideas.
Taking the Sir William test with Jaguar’s superb 2003 R-D6 concept. Could it have been Coventry’s TT?
Most concept cars are created to invite a dialogue with the customer about the future, or at the very least, nudge them towards the one the manufacturer has already committed to. However, in the case of the concept cars prepared under the design leadership of Ian Callum, it was more like forensic research. With Jaguar’s styling atrophied under the weight of over twenty years of introspection, it was a case of asking; ‘what would Sir William Lyons have done?’Continue reading “Theme : Concepts – Jaguar’s Gamechanger”
Phase Three – 1981-1986: Trouble at ‘Mill. As John Egan begins extricating Jaguar from BL’s grasp, XJ40’s development programme hits some early setbacks.
As quality improved, Jaguar customers could appreciate the cars’ elegant lines and refined character anew, and sales rose sharply. Despite a continued sales depression in the US market, 21,632 cars were sold worldwide in 1982 – up from 15,640 the previous year. For Egan however, exit from the BL straitjacket became his primary focus. Amongst discussions held was the serious prospect of a tie-up with BMW. Continue reading “History Repeating: XJ40 Part 9”
The limping cat: In this third part Driven to Write asks why Jaguar continues to under-perform in its most crucial market?
Despite the improvements that took place under Ford ownership and enhanced resources provided by Tata, Jaguar continues to seriously under-perform globally. According to JLR, Jaguar sales rose 13% year-on-year, retailing 49,656 vehicles in the calendar year to date and 6,069 in the month of July alone*. However these figures belie several more troubling factors. Jaguar sales in the once vital American market keep falling. Continue reading “JLR: The Challenges Facing a Challenger Brand – Part 3”
Jaguar Land Rover’s commercial renaissance over the past five years has prompted a deluge of scepticism in some quarters, because on the surface of things at least, its rapid turnaround has stretched belief. When the Ford Motor Company sold the Jaguar and Land Rover brands to Indian industrial giant, Tata Group for £1.2bn in 2008, both businesses were loss makers – Jaguar in characteristically epic fashion. Continue reading “JLR – The Challenges Facing a Challenger Brand”
The spread we are looking at today dates from November 1977. In line with standard advertising practice it preys on the worries of consumers to make its case. Here is the text, neatly indicative of several prejudices of the day.
“Although man has come a long way since he invented the wheel, he hasn´t yet discovered a way of totally eliminating its deadliest enemy: the Gremlin. And the gremlin´s favourite hunting ground is brand new cars. That´s why at Leyland Cars we invented Supercover. With Supercover every new Leyland car is given a thorough 69-point check for lurking gremlins at the garage before it’s allowed to be sold. And should a gremlin turn up on the road, with Supercover, you´ve the AA´s 2,850 strong team of radio patrol men to call on for assistance. And if they can´t fix it in reasonable time, your car and your passengers are transported free to wherever you were going in the mainland UK. Superpower´s anti-gremlin protection lasts a full year with unlimited mileage and costs absolutely nothing. You can also extend Supercover´s full protection for a second year at low cost. Man has yet to invent the perfect car. But with Supercover, you can drive confident in the knowledge that you´re covered by the best back-up service offered by any of the world´s motor manufacturers.”Continue reading “Theme : Advertising – “Leyland Cars are not rubbish (except Jaguars)””
It was the year 2000 and according to the predictions from 1970 we´d have been traveling on hover-speeders and wearing metallic-nylon bodysuits. Somehow that didn´t pan out. For Rover, it was still 1959 though.
2000 Rover 45 2.0 V6
For your education and general knowledge, today´s item on advertising is an example of exploiting the customer’s worst instincts and distracting them from the selling point. This was done not only by the form of the ad as conceived, but simply by ensuring the message was concealed by the centre fold of the magazine. Rime eef, it reads. Continue reading “Theme : Advertising – Rover´s rime eef.”
Phase Two – 1975-1980: Knight Falls. The disastrous 1979 launch of Series III almost sinks Jaguar entirely, indirectly precipitating Bob Knight’s downfall.
1978 saw a brief reprieve in Jaguar’s fortunes. Under Sir Michael Edwardes, interference eased sufficiently to allow a consensus to emerge on XJ40’s style. Customer research backed the assertion that a strong family resemblance was required. The revitalised styling of the Series III also cast a mighty shadow, because its revisions combined to create a sleeker, more modern looking car. Continue reading “History Repeating: XJ40 Part 6”
Phase Two – 1976-1980: Speed of Darkness. As Bob Knight continues his search for an acceptable style, a new sheriff enters town.
Throughout 1976, what few resources available to 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 – for instance, having run tests on the effects of weight and drag reduction, engineers found that flush side glazing provided only a modest reduction in drag. Continue reading “History Repeating: XJ40 Part 5”
You can make 4-cylinder engines bigger but what about making a smaller 6?
We have considered two approaches to bridging the 2.0 to 2.5 litre capacity gap, the enlarged 4-cylinder engines, and the 5-cylinder concept. And while the first is relatively common and the second shall we say not unusual, there is one other method of adding power and prestige to a smaller engine. That route is the road less travelled, 2-litre V6s.
The first small capacity V6 I could think of turned out to be a 1.8 litre V6 used in the Mazda MX-3, a car whose appearance I never got to grips with. In this small feature “two” is the magic number, so the 1.5 litre V6s used in racing will also be overlooked – also because I am not at all interested in motor sport. I am allergic to Continue reading “Theme – Engines: The road less travelled”
Phase Two – 1976-1980: Fortress Jaguar. With engineering the last beacon of resistance, XJ40 becomes its talisman.
1975 saw the broken remains of Jaguar in lockdown. Bob Knight’s policy of civil disobedience stemmed the tide of assimilation to some extent, but BL’s operating committees remained undeterred. Like most of the industry, they believed the collapse of luxury car sales in the post-oil shock era would be permanent. The prevailing view was that Jaguar were producing dinosaurs. Continue reading “History Repeating: XJ40 Part 4”
For much of my motoring life, the hierarchy of car engines was clear, constant and relatively simple. The reciprocating internal combustion engine reigned supreme and the greater the number of cylinders, the more important it often was. The true enthusiast’s choice of fuel was petrol, with diesel an unfortunate option for the miser who had no ear for beauty and even less care for the health of their fellows. Continue reading “Theme : Engines – The Final Stroke?”
Phase One – 1972-1975: Jaguar Year Zero. The Autumn of 1974 marked a point when the sky fell in at Jaguar.
Sir Don Ryder’s report into BLMC’s collapse was published in April 1975 and its findings were greeted with horror at Browns Lane. Ryder recommended British Leyland should operate as a ‘single integrated car business’. As such, marque identities would be subsumed into centralised Leyland business units. Jaguar would cease to exist, with its plants now managed by separate Leyland Car divisions. The effects of rationalisation would go to ludicrous extremes, but with the UK government picking up the bill, there was little room for sentimentality. Continue reading “History Repeating: XJ40 Part 3”
Phase One – 1972-1975: A Question of Style. Jaguar knew how XJ40 should look, but BLMC management had other ideas.
In October 1973, the complete XJ40 styling prototype was presented to BLMC’s Donald Stokes and John Barber. The car’s styling had evolved noticeably within the intervening twelve months, but the XJ-S-inspired lineage remained clear. The major differences lay in the height and shape of the canopy, the daylight openings – which now featured a six-light treatment – and the addition of an XJ-S-inspired lineal shoulder line. Overall, it presented a cohesive mid-1970’s projection of Jaguar saloon style. Continue reading “History Repeating: XJ40 Part 2”