2014 Jaguar XJR

Jaguar In Its Purest Form

Jaguar has spent a lot of time, money and engineering effort refocusing itself for the modern world. In 2006, the current XK replaced the former XK8 and introduced a new aluminum-intensive chassis architecture to Jaguar's portfolio, and two years later, the XF whipped up a similar overhaul to its classical styling department.

The next major revision came in 2009, with the introduction of the achingly attractive and completely new XJ sedan, and this step struck us as the biggest improvement yet; not only was Jaguar's flagship built atop a cutting-edge platform, it boasted a newfound sense of style that pointed toward the future while still echoing the brand's storied past. This trend has continued most recently with the two-door F-Type that we've already grown quite fond of.

While we have been suitably impressed with the direction Jaguar has been taking over these last few years, there's been one large, gaping hole big enough for a Leaper to jump through: a true flagship performance sedan. That omission gets a massive plug for 2014 with the relaunch of the XJR nameplate. We spent a day in the reborn XJR in and around the picturesque locales of Seattle, WA, with the goal of finding out if Jaguar's newfound mojo would extend to the most powerful version of its biggest sedan.

Bystanders will know by the burble of its exhaust that something wicked lives underhood.

The first thing you notice upon walking up to the 2014 Jaguar XKR is that it's beautiful. Unlike the equally new XFR-S that we also sampled that day, the XKR is mostly devoid of boy-racer add-ons and look-at-me color palettes. All XJ sedans benefit from the slinky duds that bowed in '09, and the XJR, like only the most provocative little black dresses can, offers just subtle hints at what lies beneath.
There's a front chin splitter, an understated rear spoiler, tasteful side sill extensions and a pair of functional heat extractors in the hood. Besides the red and green R badging, that's all that identifies the XJR as something more than other XJ offerings. Until you start it up, that is, at which point bystanders will know by the burble of the exhaust that something wicked lives underhood.

Open the door and step inside, and you'll be greeted by a gorgeous interior that meshes with the car's outward appearance very well. The lovely engine note you heard so loud and clear from outside is much milder inside, but it's still present with a low, baritone note that lacks the high-pitched popping of the similarly powerful XFR-S. This, we're told, is completely by design. Both the XFR-S and XJR are fitted with identical engines, with 550 horsepower and 502 pound-feet of torque apiece. They differ only in exhaust systems; each car was tuned in a sound studio to appeal to appropriate audiences, and while the howl of the XFR-S is sure to turn the heads of onlookers, we'd be quite happy with the contented purr of the XJR in the real world.

We'd be happy to shuttle backseat passengers around, just as long as we get the driver's seat to ourselves.

Exhaust note aside, the interior of the 2014 XJR is a splendid place in which to watch the miles whiz past. A new bespoke set of semi-aniline leather surfaces optionally grace the cabin, as do trim veneers in piano black or carbon fiber. Contrasting stitching adds an aggressive touch, as do optional Ivory, London Tan or Red Zone inserts on the front and rear seats. The XJR can be ordered in either standard- or long-wheelbase permutations, and the car we drove was the latter. In its extended guise, there's plenty rear seat room, which is good, because tall passengers will have to hunch due to a distinct lack of headroom. The rear-seat tray tables are deleted in R guise, which is probably fine since the car's aggressive tuning means nothing would stay on a flat table very long anyway.

We'd be happy to shuttle backseat passengers around, just as long as we get the driver's seat to ourselves. Here, the leather is soft, the 18-way power adjustable seats allow us to find a comfortable perch and the digital gauge cluster ahead is in clear view. For whatever reason, Jaguar has chosen to mimic regular dials with its electronic unit, which we suppose is fine, but more than a bit unimaginative. At least the readouts are easy to see, and we like that the two main dials are outlined in red when the car is switched to Dynamic Mode. As with all other Jaguar models, the centrally mounted infotainment screen is large, bright and well integrated. But that's just about all it has going for it. Inputting data into the system isn't very pleasant and the system's overall speed is sluggish. To surmise: Bring your smartphone along for the ride.

The big XJR is actually lighter than the smaller XFR-S due to the more advanced aluminum underpinnings.

The XJR boasts suspension bits that are 30-percent stiffer than other XJ models, but that doesn't mean the ride is too firm. Far from it, we think, as the XJR is a calm, cool and composed cat on normal roadways. Even when presented with bigger bumps and winter-spec potholes, the 20-inch Farallon alloy wheels and unique Pirelli tires (265/35 up front and 295/30 at the rear) stay far from jolting as they follow the imperfections of the road. This is at least in part due to the high-tech electronic shocks that continually adjust damping to keep roll, pitch and squat in check.

With 550 galloping Clydesdales on tap, power is always in abundance. The run to 60 takes a claimed 4.4 seconds and the top speed is limited to 174 miles per hour. Perhaps most impressive is the big cat's passing power – Jaguar quotes a 50-75 time of a scant 2.46 seconds, and we believe it. If sporty dynamics are your game, twist Jag's rotary shift knob into S mode, which holds gears longer and keeps the ZF-sourced eight-speed transmission from shifting into overdrive when driving aggressively; hit the button for Dynamic Mode and everything tightens up – shifts feel quicker and firmer, the suspension takes a rougher edge and the electronic rear differential and stability control allow for a bit of wheel slip. It's all rather fun, and nothing goes so far as to make the XJR feel anything but composed. It's worth noting that the big XJR is actually lighter than the smaller XFR-S due to the more advanced aluminum underpinnings, which makes the sedan feel light on its feet.

It's pretty, it's fast, it's comfortable and it's fun to drive.

Steering feel is quite good, with the hydraulic rack benefiting from the same valving used on the XFR-S and F-Type. We found that the long wheelbase aided stability when driving fast instead of making it ponderous. Braking is similarly solid, with good initial feel and no noticeable fade. Credit goes to the 380mm x 36mm internally ventilated rotors up front, clamped by twin 42mm pistons, and single 45mm piston mounted against 376mm x 26mm rotors out back.

So, it's pretty, it's fast, it's comfortable and it's fun to drive. That means it's also rather expensive, as you'd expect from vehicles playing in this segment of the market. Base price for the standard-wheelbase XJR is $116,000. Our long-wheelbase Ultimate Black Metallic tester begins at $119,000 and comes with everything we'd want or need. Pricey options like the $2,000 carbon fiber engine cover and $1,700 illumination pack (lighted interior vents and treadplates) seem superfluous to us, but perhaps the $2,300 adaptive cruise control is worth it for some buyers. And while we think the carbon fiber interior trim is cool, we're not sure it's worth $1,575.

As far as competitors go, a top-shelf BMW 7 Series may be more dynamically focused; a Mercedes S63 AMG may have more spine-bludgeoning torque; an Audi S8 may be more technologically advanced, but, in a Goldilocks sort of conclusion, none of the German offerings exude class the way Jag's latest XJR does, and none of them are near as head-turningly sinuous. More than any other car it's produced in the last several years, this new Jaguar XJR is a perfect blend of beauty, luxury and performance, in that order. And that's exactly what a flagship model from Jaguar should be. Not surprisingly, then, the 2014 XJR is the most proper example of the modern Jaguar we've yet had the privilege to drive.

Engine:SC 5.0L V8Power:550 HP / 502 LB-FTTransmission:8-Speed Auto0-60 Time:4.4 SecondsTop Speed:186 MPHDrivetrain:Rear-Wheel DriveCurb Weight:4,145 LBSSeating:2+3Cargo:15.2 CU-FTMPG:15 City / 23 HWYBase Price:$116,000As-Tested Price:$124,875Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2013 Jaguar XFR-S

Why Ask Questions When You Already Know The Answer?

"Is it fast?"

We get that question a lot. Several times a month, in fact, and it comes from every corner of our lives – friends, family, complete strangers and even colleagues from time to time. And it's an understandable query. After all, speed, either in a straight line or around a twisty bit of tarmac, is a universally accepted line of demarcation between the typical family sedan and something much more fun and therefore desirable.

Imagine our surprise, then, when we encountered a small group of casual passers-by while shooting photos of the striking French Racing Blue Jaguar XFR-S you see above, with the beautiful backdrop of Mount Rainier outside of Seattle, WA, and not a single question was asked. This, despite the fact that all eyes were as unilaterally drawn to the slinky blue sedan as they were to the beauty of the snow-capped peak off in the distance.

For several minutes, we moved the car around our chosen photo location, and nobody said a word. And then, finally, a middle-age man and his wife walked by. The man glanced over his shoulder at the Jag, then said to his wife, "Wow. That thing is fast."

That was when we understood. Nobody asks questions when the answer is so obviously staring them in the face. Of course it's fast. Just look at it. Wings, spoilers, carbon fiber in every nook and cranny, massive wheels and a burbling idle sending shockwaves through the dead air with every cycle of combustion.

Oh yes. It's fast. Very fast indeed.

If it's a given that the Jaguar XFR-S is fast, it's an equally inalienable truth that it is attractive. But we'll stop a few steps short of calling it pretty. All those aerodynamic elements, while clearly aggressive, do detract a bit from the classically beautiful shape of lesser XF models. Not that we're complaining; we'll gladly accept a bit of visual evidence of what lies beneath, at least when what lies beneath is worth flaunting. In the case of the XFR-S, those blisters, baubles and bolt-ons exist to let more cooling air in and reduce lift when driving at speed, which is good since this car is capable of hitting an electronically limited top speed of 186 miles per hour.

Every bit of the XFR-S aero package is necessary for performance.

In fact, Jaguar tells us that every bit of the XFR-S aero package is necessary for performance. There are lower sills with so-called 'aero-blades' that are said to slice through the air, and these join with the deeper front fascia, carbon fiber splitter and matching rear diffuser to reduce lift by 68 percent. Two rear spoiler options are available, one a relatively demure affair and one, as seen in our photos, that towers high above the decklid, comprehensively impedes rear visibility and empties the checking account by a not-insignificant $3,500. Choose wisely.

The 20-inch Varuna alloy wheels are half-an-inch wider up front and a full inch wider out back than those fitted to the XFR, and they are wrapped in specially developed Pirelli tires sized 265/35 at the front and 295/30 at the rear. These sticky rubber hoops are required to generate enough traction to allow the XFR-S to sprint from 0-60 in just 4.4 seconds. That's 0.3 seconds quicker than its XFR sibling and a full half-second quicker than the regular-grade XF Supercharged model.

Naturally, Jaguar has seen fit to refine the car's chassis and suspension, as well. Spring rates are 30-percent stiffer and the electronic adaptive damping of the shocks has been recalibrated, which basically means the car sacrifices some ride quality in the name of ultimate road-hugging grip and improved driver dynamics. Those shocks benefit from Jaguar's continuously variable Adaptive Dynamics technology. A computer system adjusts damper rates up to 500 times per second in order to control vertical movement of the car as well as roll and pitch when driven in anger.

The car sacrifices some ride quality in the name of ultimate road-hugging grip and improved driver dynamics.

Suspension geometry has been changed with new knuckles up front that increase camber and castor, and these join with a steering rack that is said to have valving borrowed from the sporty F-Type to make the car more responsive to steering inputs. A new subframe at the rear and stiffer bushings are said to increase stability. The electronic differential at the rear is also updated, and, along with a reprogramming of the Dynamic Stability Control's 'Trac DSC' setting, allows for a bit of tail-out antics while still keeping the car under control.

Jaguar hasn't made any changes to the brakes in the transition from XFR to XFR-S, claiming that the 380mm front and 376mm rear rotors, both internally ventilated, are plenty powerful and resistant to fade for even demanding use on the track. We drove a few XFR-S models, one of which exhibited a harsh pulsation on hard stops, though it didn't seem to be a warped rotor. It's possible the brakes had been damaged by being clamped tight for too long after a few hot laps at the track. Our own time at the racetrack revealed plenty of initial stopping power and zero fade, though the course we drove wasn't really a high-speed track that would be hard on brakes.

Jaguar has chosen to use the most powerful production motor it has ever created for sedan use.

One area on which the Jaguar team spared no expense is the powertrain. While we've never complained about a lack of power from the automaker's 5.0-liter supercharged V8, which spits out 510 horsepower in regular-grade guise, we're never ones to balk at an upgrade. In the XFR-S, Jaguar has chosen to use the most powerful production motor it has ever created for sedan use, and we're thankful for each and every one of the 550 horses and 502 pound-feet of torque living underhood.

For those averse to math, that output equals a jump of 40 horsepower over its less-powerful sibling, and Jaguar says the boost is made possible by the optimization of the engine's electronic brain along with revised air-intake and exhaust systems. Just as importantly, torque is raised by 41 lb-ft, and its peak is spread thick between 2,500 and 5,500 rpm. The added power starts making itself known around 3,000 rpm, and it continues building until 6,500, at which point we're ready for the next gear. Thankfully, Jaguar's eight-speed Quickshift transmission is up to the task of delivering rapid gear changes when kept in Sport Mode and when the driver has engaged Dynamic Mode from inside the cabin.

There are all manner of electronic nannies working furiously to make the transmission react to your desires, and they mostly work. We noted that hard driving automatically caused the car to stay in gear without needless upshifts that could upset the chassis, and, at least when kept in Dynamic Mode, downshifts occurred rapidly when called upon by a slight dip of the right loafer. We're not in love with Jaguar's implementation of start/stop tech – the engine shuts off quite noticeably at a stop and restarts with a corresponding jolt when the brake pedal is released. The brand's well-known rotary shift knob is alive and well, and it's paired with a set of paddles behind the steering wheel, which are sadly cast in somewhat flimsy plastic that's unbecoming of such an otherwise well-appointed interior.

Hard driving automatically caused the car to stay in gear without needless upshifts that could upset the chassis.

Front and center inside the cabin is a leather-wrapped steering wheel that perfectly frames the gauge cluster ahead. Two large, clear gauges dominate the view, with a small screen slotting in between that offers up useful information at a glance. To the right of the driver, a seven-inch screen exists to show you more useful information – navigation, audio and climate settings, etc – and to drive you completely nutters with sluggishness and an overall sense of distaste. While it has indeed been improved over past efforts from Jaguar, to say the infotainment package is inferior to that offered by Audi is like saying a Standard Domestic Shorthair isn't as imposing as... well, a Jaguar.

We don't have many specific complaints about the rest of the XFR-S interior, except to say that you realize it looks sorta dated as soon as you compare it to the gracious confines of Jaguar's own XJ sedan, which is positively gorgeous and enveloping in a way that somehow manages to look both modern and traditionally British. As befitting a car with such performance credentials, the wood you'd otherwise expect to find in a Jag-you-are has been replaced with things like Dark Linear Aluminum, piano black plastic or carbon fiber. It may look a bit dour when compared to the richness of other Jaguars, but it's still lovely while also being purposeful. The somewhat gimmicky rotating vents are still here, and we also think the carbon-patterned leather inserts on the seats and door panels are more kitsch than chic. Ergonomically, though, we have nothing negative to say.

The seats themselves are power adjustable in just about every way imaginable, and it's possible to morph them from well-bolstered to love-handle-pinchingly snug using the appropriate buttons and air bladders. In other words, you're likely to find a comfortable spot somewhere in there, but you may have to work at it for a few minutes. By and large, the cabin is attractive and comfortable, and nothing gets in the way of driving once you decide to forget about inputting navigation instructions and decide instead to go wherever the road takes you.

It howls like an American werewolf in Coventry.

Any perceived interior or infotainment demerits are quickly forgotten once the start button is pressed. This is the spot where we'd normally make a lame reference to the engine purring (like a jaguar, get it?), but that's just wouldn't be apt. No, this is an engine that bellows. In fact, though we may be crossing over to the canine side of this tired metaphor, it howls like an American werewolf in Coventry. Go ahead, rev it out a few times. What you'll hear is exactly what Jaguar engineers and God Himself intended, with a tuned note partly developed in a sound studio and partly developed by the exquisitely timed explosions of premium unleaded.

Once you get that out of your system (it will quickly return when you find yourselves in a tunnel with the windows down – ask us how we know... ), twist the car into gear and hit the gas.

Put simply, all the tweaks and refinements we've discussed up to this point serve to sharpen the XFR-S into a true high-performance super-sedan. We'd need to drive its competitive set (the BMW M5, Mercedes-Benz E63 AMG, Audi S6) back-to-back with Jag's heavyweight to get a true feeling for its performance creds, but our seat-of-the-pants feel tells us that the XFR-S sits back on its haunches and goes hunting with the best that Germany has to offer.

It's certainly not without flaw, but it's also not without character, beauty or speed.

Jag is still using a fully hydraulic setup in lieu of a more fashionable and fuel-saving electronic steering system here in the XFR-S. On the road, steering feel is excellent, with crisp response from the wheel. Braking is strong and linear, grip is plentiful from the extra-wide Pirelli rubber and the body is very well controlled, both in a straight line and when thrown hard into a tight corner. And, as you'd expect, power comes on strong right off idle and remains plentiful all the way to redline.

The 2013 Jaguar XFR-S is certainly not without flaw, but it's also not without character, beauty or speed. In fact, it's the fastest sedan Jaguar has ever created. It's pricey, too, with each example commanding at least $99,000 from buyers. That's a pretty penny, to be sure, and it's about $9,000 more dear than a base BMW M5 and about the same price as an M5 fitted with the Competition Package.

Perhaps, then, what you'll get with the Jaguar that you may not with one of its German peers is more time to drive. After all, you won't be answering many questions from your fellow motorists about how fast your car is. Because they'll know just by looking at it.

Engine:SC 5.0L V8Power:550 HP / 502 LB-FTTransmission:8-Speed Auto0-60 Time:4.4 SecondsTop Speed:186 MPHDrivetrain:Rear-Wheel DriveCurb Weight:4,380 LBSSeating:2+3Cargo:17.7 CU-FTMPG:15 City / 23 HWYBase Price:$99,000As-Tested Price:$104,075Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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Jaguar design boss admits X-Type was a mistake

History has a way of repeating itself, especially in the auto industry. When Jaguar was owned by Ford, the British brand attempted to field a competitor for the BMW 3 Series, called the X-Type. Based on the bones of a Ford Mondeo, it aped the styling of Jaguar's flagship model, the XJ, while borrowing liberally from the Ford parts bin. That was 2001.

Now, in 2013, Jaguar is planning a new 3 Series challenger based on the platform previewed by the C-X17 Concept, while Ford is attempting to take the latest Mondeo upmarket. The moves have both brands recognizing where, why, and how the X-Type failed. "It didn't look mature or powerful or anything. It was just a car," Jaguar's current head of advanced design, Julian Thomson, told PistonHeads. Basing the X-Type on a front-drive car while giving it styling that was meant for a rear-driver lead to proportions that "were plainly wrong," Thomson told PH. Ford's European head of quality, Gunnar Herrmann, added that the X-Type was "a fake Jaguar, because every piece I touch is Ford."

For what it's worth, the X-Type's successor in the segment will sport rear-drive, with plenty of input from Ian Callum. Thomson described the new model, which would challenge the 3 Series as having, "Big wheels right to the ends of the car, low bonnet, short overhangs, very low cabins." Sounds good to us.

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Jaguar C-X17 crossover concept revealed, hides new lightweight aluminum architecture [w/video]

JAGUAR ANNOUNCES ALL-NEW TECHNICALLY ADVANCED ALUMINUM ARCHITECTURE AND REVEALS C-X17 SPORTS CROSSOVER CONCEPT

AT-A-GLANCE

• Jaguar announces next-generation lightweight technologies in the form of an all-new advanced aluminum unibody architecture

• It is lightweight, extremely stiff and incorporates innovative technologies that reflect Jaguar's commitment to sustainability

• This advanced lightweight architecture will form the basis for a new range of future Jaguars; the first product will be a mid-size premium C/D segment sedan launching beginning in 2015, and in North America in 2016

• This will be the first aluminum unibody product in the segment and is positioned to be the most advanced, efficient and refined sports sedan in its class

• Power will be provided by a range of engines including the new family of high-output, fuel-efficient gasoline and diesel engines to be built at Jaguar Land Rover's new UK engine manufacturing facility

• These will enable Jaguar to offer a range of vehicles that include models with class-leading performance, including top speeds of over 300km/h (186mph), and emissions lower than 100g of CO2 per km

• Looking to the future, the C-X17 concept is a study to demonstrate the capabilities of the new advanced aluminum unibody architecture

• It blends the sleek design and sporting performance that are hallmarks of Jaguar, with the crossover benefits of an assured driving position and high levels of flexibility

• The C-X17 also showcases advanced interior technologies including Interactive Surface Console – a multi-screen infotainment network that links passengers with each other and the outside world through social media channels

SUMMARY

Jaguar's first ever sports crossover concept vehicle – the C-X17 – makes its debut at the 2013 Frankfurt Motor Show.

The C-X17 has been created as a design study to introduce Jaguar's all-new advanced aluminum unibody architecture on which an exciting range of future Jaguar vehicles will be built. This new philosophy underpins the entire innovative future of the Jaguar brand. A modular and scalable vehicle architecture, engineered and developed for Jaguar, the architecture is high-strength, lightweight, extremely stiff and incorporates innovative efficiency technologies. It enables flexible high-volume production while allowing creative design freedom and competitive interior packaging, and delivering the unique character, dynamics, performance and luxury that Jaguar is famous for. This will enable Jaguar to grow its product portfolio, targeting high-growth areas of the premium market.

As a sports crossover, the Jaguar C-X17 stretches the design possibilities of the segment by combining the character and driving experience of a sports car with increased presence, style and flexibility. The sports crossover concept represents the potential expansion of Jaguar's portfolio of body styles, with the associated enhancement of the brand's relevance and appeal to a wider global audience.

"The C-X17 sports crossover represents an exciting new direction for Jaguar. Its purpose is to highlight our all-new aluminum architecture. With this technical foundation, we will dramatically expand Jaguar's product offering, market potential and customer appeal. This new philosophy will bring technology from our top-of-the-range products into new growing premium segments, and when combined with our new ultra-efficient engines, we will set a global standard. Add to these rational values, the class-leading dynamics, and the beauty and purity of form that Jaguar is renowned for, and we have the formula for a monumental leap forward."
Adrian Hallmark, Global Brand Director, Jaguar

Jaguar's first product from the new architecture will be a new premium C/D segment sedan. Its global rollout will begin in 2015, and in North America in 2016, and it will be the first aluminum unibody product in the segment.

Power will be provided by engines with a wide range of capacities and output, all delivering inspirational performance and offering the latest innovations in fuel-efficient technologies without sacrificing drivability. These will include the high-output gasoline and diesel engines to be built at Jaguar Land Rover's new engine manufacturing facility in the UK, as well as the powerful V6 gasoline engine in the F-TYPE. These attributes will enable Jaguar to offer a wider variety of vehicles, with exhilarating performance, top speeds of over 300km/h (186mph), as well as emissions below 100g of CO2 per kilometer.

The C-X17 concept illustrates the diversity of vehicles that could be produced using the architecture. A four-seater sports crossover concept built on the aluminum-intensive architecture; it blends sleek lines, sporting design and luxurious sophistication with enhanced flexibility and an assured driving position. In its exciting proportions, purity of form and its beautiful lines – overseen by Director of Design Ian Callum – the C-X17 is every inch a Jaguar car.

The C-X17 could offer refined on-road dynamics and sedan car-like handling, thanks to its low height, optimized center of gravity, and use of cutting-edge dynamic technologies such as Torque Vectoring in which the car intelligently uses its brake system to balance the distribution of engine torque to the wheels during cornering, reducing understeer and maximizing grip.

"We designed the C-X17 from the ground up from a distinct set of principles, a deep sense of what makes a Jaguar: exciting proportions, clean lines, balance of form. Assertive and powerful, yet with a beautiful sensuality about it, the C-X17 is boldly, distinctively Jaguar."
Ian Callum, Design Director, Jaguar

At 4,718mm (185.7") long and 1,649mm (64.9") tall, its dimensions are clearly that of a crossover, yet in its design it shares strong family traits with Jaguar's current range. For instance, the grille is an evolution of the distinctive nose of the Jaguar XJ luxury sedan, while the sculptured haunch lines hint strongly of the award-winning design of the Jaguar F-TYPE sports car. A low-sitting stance and overall profile combine with 23-inch alloy wheels to give the C-X17 a sporting, aggressive presence, while the LED headlamps, J-shaped running lights and frosted-glass foglights set into the large front intakes add to the C-X17 vehicle's purposeful intent. The C-X17 is painted in a lustrous Cesium Blue finish, with gloss black brightwork surrounding the windows, while the split five-spoke alloys are Dark Atlas Graphite with gloss black finishers.

The interior of the C-X17 features four individual bucket seats, which are luxuriously appointed, yet designed for a sculpted, lightweight appearance. The car's unique roof features contoured vanes that provide a distinctive 'elliptical' panoramic view to the C-X17 vehicle's passengers, while retaining the roof's sleek appearance from the exterior. Two additional rear-mounted leisure seats incorporated in the cargo area floor swing out for recreational use. Accessories such as a flashlight and a camera are positioned in storage compartments in the cargo area.

The interior of the C-X17 marries premium, authentic materials and traditional craftsmanship with modern finishing techniques. It features a combination of Jet saddle Connolly leather and Orchid Connolly leather on the instrument panel, seats, armrests, doors, floor and in the cargo area, with stitching on the saddle leather creating a tactile feel. A subtle layered effect is created through the use of die-cut Houndstooth-pattern leather patches on the main leather panels. Ruthenium, milled aluminum and black brushed anodized metal finishes impart a darker tonal effect to the interior of the C-X17. The door finish is gloss black.

A center tunnel running the length of the car, from the instrument panel through to the rear passenger seats, incorporates the Interactive Surface Console – an interactive multi-passenger infotainment hub with a series of touchscreens under a continuous panel of transparent acrylic glass, which in conjunction with the secure in-car wi-fi network, enables the vehicle's passengers to connect and share experiences with each other and the outside world via social media. The premium in-car digital audio system in the C-X17 has been specially designed for the vehicle by British specialist audio firm Meridian, and the car's center console is configured for a Heads Up Display projector.

ALL-NEW ALUMINUM ARCHITECTURE: UNDERPINNING THE FUTURE

The all new Aluminum Architecture represents a completely new philosophy that underpins the innovative future of the Jaguar brand, enabling Jaguar to significantly grow its product portfolio, targeting high-growth areas of the premium market in global markets.

The first Jaguar vehicle to be delivered from the new architecture will be a new C/D segment premium sedan, which will be rolled-out globally from 2015 and in North America in 2016. The first aluminum unibody product in its segment, the new sedan will be produced at an all-new, ultra high-tech production facility in Solihull, creating new jobs and substantial opportunities for the supplier base.

The aluminum-intensive architecture will be modular and scalable, providing a high degree of flexibility and making it possible to produce a wider bandwidth of models and derivatives than ever before. It is lightweight, extremely stiff and incorporates innovative technologies which reflect Jaguar's commitment to sustainability, such as a new high-strength alloy made from almost 100% recycled raw material.

The architecture is being carefully developed to fully incorporate all the vehicle attributes established by Jaguar engineers, while its flexibility and scope will deliver an individual character for each one. Jaguar design and engineering teams collaborated closely on its development from the outset to ensure versatility of design combined with fully competitive interior packaging.

The flexibility that this architecture will provide, means Jaguar designers and engineers can apply the philosophy "anything we can imagine, we can create," to deliver a new portfolio of products less restricted by technical or manufacturing constraints. The new architecture will allow Jaguar to move into higher volume production, and deliver the unique character, breath-taking design, outstanding vehicle dynamics, performance and luxury that Jaguar is famous for. The flexibility of the new architecture will enable the manufacture of different products on the same production line at the same time. The highly efficient, state-of-the-art production process will allow rapid response to variations in market demand for individual models by balancing production volume accordingly.

Powertrains

Future Jaguar vehicles will be powered by engines with a wide range of capacities and output, all delivering inspirational performance and offering the latest innovations in fuel-efficient technologies, without sacrificing drivability or feel. The new sedan will be the first vehicle to be equipped with all-new four-cylinder diesel and gasoline engines, allowing Jaguar to break the 100g CO2/km barrier for the first time. These advanced, high-output engines will be built at Jaguar Land Rover's new engine production facility, currently under construction in Wolverhampton in the UK as part of a £500 million investment, which will be operational from 2015.

These vehicles are also designed to be powered by the powerful V6 gasoline engine seen in the Jaguar F-TYPE sports car, which, combined with the lightweight architecture, will bestow them with high specific power output as in the F-TYPE. Together, the family of engines will offer the best of both worlds and deliver all-encompassing capabilities: sporting performance and enhanced fuel efficiency and CO2 emissions.

C-X17 DYNAMICS: FLEET-FOOTED AND SURE-FOOTED

As a sports crossover, the C-X17 concept is positioned as a driver's car. It has an on-road bias, and its low height, optimized center of gravity and lightweight all-aluminum body endow it with superior, car-like driving dynamics and a level of agility that would make it quite at home on the fastest roads. The C-X17 also features cutting-edge dynamic technologies such as Torque Vectoring, a system which constantly monitors the vehicle's cornering dynamics and, when required, intelligently uses the brake system to rebalance the distribution of engine torque to the wheels, in order to reduce understeer and maximize grip.

With its 213mm (8.3") ground clearance and intelligent All-Wheel Drive, the C-X17 could also offer reassuring capability and enhanced grip on poor roads and in varying weather conditions. Jaguar's intelligent All-Wheel Drive system continuously monitors grip levels and driver inputs and uses feed-forward torque distribution to both pre-empt and react to wheel-slip, providing greater driver confidence and vehicle stability in low-grip conditions. In normal grip conditions, the system predominantly delivers drive to the rear wheels, providing the dynamic driving experience all Jaguar vehicles are renowned for.

EXTERIOR DESIGN: BEAUTY OF PROPORTION

With a crossover being a new journey for Jaguar, Director of Design Ian Callum and his team were clear that the C-X17 would not compromise on the time-honored values of Jaguar car design: purity of form, beauty of line and balance of proportion. Even as it subscribed to the practicalities expected of the crossover category, the C-X17 had to be stylish, sporty and exciting. It had to instantly stand out from the crowd, yet retain the sense of timeless sophistication that is typically Jaguar.

The C-X17 has dynamic yet perfectly balanced proportions, with the low profile and large wheels giving it a powerful, planted stance. In terms of form, it is sleek and fast, relying on pure lines rather than exaggeration or showmanship. The long hood's twin 'power bulges' and prominent grille impart a muscular look. The C-X17 headlamps hint at the sedan siblings while the grille is inspired by the XJ, resulting in a distinctive family look that is reassuringly familiar yet uniquely appealing. The grille features a hexagonal pattern, with small aluminum panels within its structure that can close to enhance the vehicle's aerodynamic properties.

The twin 'heartlines' on the C-X17 are clearly visible when viewed in profile. Two clean and simple design lines, with a subtle crease in the metal to catch the light, visually tie together the shoulder and haunch of the C-X17. The accentuated length of the windows adds to the vehicle's overall sense of sleekness.

The rear of the vehicle has a distinctive touch of sports car about it, with the haunch, taillights and detailing all bringing to mind the seductive Jaguar F-TYPE. The roofline of the C-X17 swoops quickly rearwards, culminating in a distinctive cantilevered spoiler over a steeply raked rear window that enhances the crossover's sporting, 'fast-even-at-standstill' appearance.

The exterior paint finish is a lustrous Cesium Blue, and the window liners are gloss black, with the only brightwork on the vehicle being the badging at each end, lending the car a darker, sportier look. The large 23-inch wheels, which enhance the solid stance of the C-X17, are a one-off design with five split spokes. They have a Dark Atlas graphite grey finish with gloss black finishers on the spokes.

INTERIOR DESIGN: CRAFTSMANSHIP AND TECHNOLOGY

"The C-X17's design is timeless, yet absolutely up-to-the-minute. Artisan treatment meets modern techniques in an innovative cabin full of luxurious touches and cutting-edge technical ideas."
Julian Thomson, Director of Advanced Design, Jaguar

The interior of the C-X17 blends high-end interactive technology with premium, traditionally crafted materials, resulting in a spacious, airy, luxurious and sophisticated cabin.

The C-X17 seats four passengers in individual bucket seats. The seating position is relatively low for a crossover, giving the occupants a feeling of sitting deep within the cabin. The seats are lightweight units with a sculpted free-standing appearance, visually enhancing the airiness of the cabin.

The spacious cargo area incorporates two leisure seats that swing up and out of the cargo area floor for use when the car is stopped and the rear hatch opened. Solidly constructed from milled aluminum and finished in Connolly saddle leather, these seats swing outwards on a beautifully engineered hinge to provide a practical seating area when the car is stationary. Accessories such as a flashlight and camera are positioned in leather holsters in storage compartments located in the cargo area.

Panoramic sculpted roof

The sense of openness inside the cabin is heightened by the unique panoramic roof on the C-X17. The designers of the C-X17 have constructed the interior of the roof from a series of sculpted vanes running from front to rear, closely arranged in parallel and integrated into the header and cant rails. They are contoured on the lower side to generate extra headroom, and shaped to create a ring of space that enables a whole-roof view of the sky above, giving the occupants a sense of openness. The topside of the vanes follows the smooth profile of the glass roof, maintaining the sleek exterior lines of the C-X17.

Premium two-tone leather trim

The interior of the C-X17 is a juxtaposition of premium traditional materials and modern finishing techniques. Designers drew inspiration from a variety of sources, from extruded aluminum lampshades and lattice-framed stools to premium leather shoes, jackets and handbags, which favored strong color contrasts.

Accordingly, the seats, instrument panel, floors, doors and cargo area are finished in an overlapping combination of Jet saddle leather and Orchid leather panels. Renowned British leather specialist Connolly, the benchmark name in premium automotive cabin craftsmanship, created the bespoke leather panels especially for the C-X17. The 3mm-thick saddle leather, which features bands of stitching to increase the passenger's tactile experience of these surfaces, is die-cut in a Houndstooth pattern inspired by traditional tailoring materials, lending the interior of the car a classy yet contemporary feel.

The interior door finish is gloss black, while for the interior metal finishes, ruthenium (a member of the platinum family) is used instead of brightwork, creating a darker, more tonal effect that suits the subtle, premium feel of the cabin.

Multi-passenger interactivity

The C-X17 takes interactivity to a new level with the unique Interactive Surface Console that runs the length of the car's center tunnel, from the center console of the dashboard through to the rear seats. Made up of a series of interconnecting touch screens encased in transparent acrylic glass, the Interactive Surface Console connects those in the rear cabin with the driver and front seat passengers via a secure in-car Wi-Fi network.

The Interactive Surface Console allows the vehicle occupants to upload pictures, video and sound files from their mobile devices and share them with their fellow passengers, as well as other social media channels. Using the touchscreens and an intuitive user interface, information can be 'flicked' forwards and rearwards between the front and the rear passengers. By enabling sharing, both in terms of technology and information, between the occupants of the C-X17, the Interactive Surface Console puts as much focus on the rear compartment as on the front and immerses all four passengers in a unified multisensory experience.

The C-X17 features a 12-loudspeaker system specifically developed for the vehicle by British ultra-premium audio experts Meridian. Designed closely in conjunction with the development of the interior of the C-X17, the system draws on Meridian's award-winning digital sound processing technology. Trifield technology creates an all-enveloping sound field that makes each listener feel that the music is exclusively focused on him or her. With sub-woofer drive units in the rear center tunnel, dashboard-mounted tweeters, speakers in the A and B pillars, twin door speakers, rear speakers, and head-height speakers situated in the tops of the front seat head rests, this unique system enables every occupant of the C-X17 to enjoy optimum, authentic sound for an exceptional in-car audio experience.

The instrument panel in the C-X17 has a twin-dial configurable TFT console with provision for a Heads Up Display – a system which projects vital information onto the windscreen for the driver to process quickly, akin to the systems used in modern fighter aircraft.

The gearshift has a rotary dial, finished in ruthenium, which rises on activation and serves as the interface to toggle between driving modes such as Road, Sport or All-Road. Milled aluminum vents on the console, seats and doors mirror the pattern of the grille mesh.

C-X17 TECHNICAL SPECIFICATIONS

Dimensions (mm)
Length 4718
Wheelbase 2905
Height 1649
Width 1959
Ground clearance 213

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