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    Jaguar C-X75 Prototype

    Another contender in the hybrid supercar category. I'm sure it won't have the performance of the other (LaFerrari, P1 and 918) but history is any indicator and this is this generations XJ220 then this car could be a valuable piece for some serious collector out there. Also the thing looks very good.  


    (from Jaguar Press Release) Jaguar C-X75 Hybrid Supercar

    • The Jaguar C-X75 is a state-of-the-art hybrid supercar with the efficiency of a low-emissions city car.
    • The C-X75 can hit 100mph from standstill in less than six seconds and has a top speed of 220mph.
    • It can emit less than 89g/km of CO2 and has a pure electric vehicle range of 60km.
    • Its 502bhp, 1.6-litre turbocharged and supercharged four-cylinder engine is one of the world's highest specific power output powerplants at 313bhp per litre.
    • The C-X75's two electric motors add a further 390bhp, for a combined output in excess of 850bhp.

    "The C-X75 programme represents the pinnacle of Jaguar's engineering and design expertise. It is arguably the world's fastest test-bed for the world's most advanced technologies, combining as it does a remarkable hybrid powertrain with awe-inspiring performance. Jaguar is always looking to shape the cars of tomorrow and with projects like C-X75 we are laying the foundations for the next generation of Jaguar innovations."

    Adrian Hallmark, Global Brand Director, Jaguar


    Following the highly successful introduction of the C-X75 supercar to the media for test evaluation in June 2013, Jaguar is releasing a behind-the-scenes film of the car's development:C-X75 - A hybrid supercar prototype without equal. Click here to view the film.

    The film features contributions from the car's lead programme engineersand reveals the challenges overcome in developing a vehicle with a 220mph top speed but that is also capable of producing less than 89g of CO2 per kilometre and can even run with zero emissions for up to 60km.

    When Jaguar unveiled the C-X75 concept in 2010, it was the beginning of a new chapter in innovation and technological advancement that would see the car evolve from a design study to a fully working prototype in just two years.

    In that incredibly short timespan, Jaguar and development partner Williams Advanced Engineering have created an all-wheel drive, plug-in parallel hybrid electric vehicle (PHEV) with the world's highest specific power engine and Jaguar's first carbon composite monocoque chassis.

    Although the decision was taken in 2012 that as a result of the global economic climate the C-X75 would not enter full production, it was clear that it was a powerful showcase for Jaguar's world-leading expertise in lightweight vehicle construction and the ideal test-bed for the company's innovative research into high-performance, low-emission powertrains.

    The great achievements in the development of C-X75 prototypes - including cutting-edge hybrid technologies, carbon composite materials and advanced design solutions pioneered in association with Williams Advanced Engineering - will be utilised in other areas of research and development, innovative future products and next-generation engineering for the Jaguar and Land Rover brands.

    Highest power and torque density

    The C-X75 has a combined power output in excess of 850bhp and 1000Nm of torque, thanks to its state-of-the-art, Formula 1-inspired, 1.6-litre dual-boosted (turbocharged and supercharged) four-cylinder powerplant which generates 502bhp at 10,000 rpm.

    It is allied to the highest torque and power density electric motors in production, which generate a further 390 horsepower. The battery pack in the C-X75 is the highest continuously rated power PHEV pack in the world, capable of delivering more than 300kW over the full state of the charge window.

    The C-X75 can sprint from 0-100mph in less than six seconds, thanks to its advanced 7-speed automated manual transmission that allows gearshifts in under 200 milliseconds. The very first C-X75 prototype exceeded 200mph in testing with ease, and the car has a theoretical maximum velocity of 220mph.

    The car's deployable aerofoil and underfloor aerodynamics create more than 200kg of downforce at 200mph, and active systems enhance its high-speed stability.

    Ultra low emissions and pure electric mode

    Thanks to the most extreme PHEV specification of any mobile battery in development, the C-X75 will also run for 60km in pure electric vehicle mode and its CO2 emissions fall below 89g/km.

    The C-X75 project allows Jaguar to stake an even stronger claim as the UK's most significant investor in innovative technology. The results of the C-X75 programme, in particular in advanced powertrain technologies and lightweight composites, demonstrate Jaguar's technical leadership at the very cutting-edge of automotive development and manufacturing.









    Re: Jaguar C-X75 Prototype

    it looks great! 502bhp from 1.6L=AWESOME! :)  do you have to throw the engine out every 10k km? :)


    2012 Cayenne TT, 2012 Audi A8L, still looking for a spirited vehicle...

    Re: Jaguar C-X75 Prototype

    dunno how much boost you have to run to get from a 1.6 +500 hp and running 10k rpm ? heart - this is like Peugeot would announce Sebastians PikesPeak car for a small production.... - look what happened to the XJ220....yes

    Re: Jaguar C-X75 Prototype

    Wow, I love the looks of it!

    I think it looks great and has some decent resemblance of the XJ220. kiss

    How big is this thing (major problem of the XJ220) and any information about the price?


    The secret of life is to admire without desiring.

    Re: Jaguar C-X75 Prototype

    This looks so much better than the McLaren angry

    Re: Jaguar C-X75 Prototype


    dunno how much boost you have to run to get from a 1.6 +500 hp and running 10k rpm ? heart - this is like Peugeot would announce Sebastians PikesPeak car for a small production.... - look what happened to the XJ220....yes

    Just wait for the new turbocharged F1 cars - if unrestriced, they could likely make 2,000hp from that displacement.  (I think they made around 1,200hp in Quali from 1.0L back in the early 90's).

    As for 10,000rpm limit.  Having a 400cc cylinder rev to 10k is probably easier (or no harder) than having a 633cc cylinder rev to 9k, as in the 991 GT3. 

    The forces are all about mass times velocity^2 (wider bore gives more mass and longer stroke gives more piston velocity for a given rpm).

    Also, the crankshaft for a Flat-6 is ~50% longer than for an I-4, which also is harder to control at high revs.


    73 Carrera RS 2.7 Carbon Fiber replica (1,890 lbs), 06 EVO9 with track mods. Former: 73 911S, Two 951S's, 996 C2, 993 C2, 98 Ferrari 550

    Re: Jaguar C-X75 Prototype

    grant - agree - but F1 at that time had a quali engine as they only lasted for the Quali - and as far as I understand every "normal" engine is designed for 250'000 km "lifetime" - which we all might not need anyway - but there are sportscars out there that surely can make a 100k hurdle with little to no repair - but I can hardly believe that with a engine running 10k rpm and high pressure. The 9ff 800 HP porsche engine I heard once they need every 20k (or less) a rebuild....which would even if money is no object still bother me.....yes

    Re: Jaguar C-X75 Prototype

    Jaguar C-X75 first drive video by Autocar...

    Jaguar C-X75 first drive review by Autocar -- Video Link

    Jaguar C-X75 first drive review by Autocar...

    Aborted million-pound Jaguar C-X75 expands the supercar’s brief, sacrificing almost nothing on speed or mind-blowing theatricality...
    (20 June 2013)
    What is it?
    The Jaguar C-X75 supercar. Which won’t be finished. And won’t be sold. And yet in 2013, the year of the supercar, it was all set to turn the triumvirate confluence of LaFerrari, McLaren P1 and Porsche 918 Spyder into the most awesome foursome that the car world has ever known.
    The Jaguar now looks destined to become the forgotten giant, after a decision taken by the company in December 2012 not to put the extended-range petrol-electric two-seater into production after all. 
    The irony is that it might have signalled much more than a million-pound Ferrari or McLaren: newfound ambition for a once world-beating British marque again willing to compete right at the top of the food chain. A marque once again looking to take a guiding hand in the development of the state of the automotive art. Something of a renaissance, in other words.
    More’s the pity. As things stand, Gaydon’s supercar experiment is over. Five working prototypes exist, and there are no plans to make more. Whispers persist that a few of them may be auctioned, but nothing’s confirmed. Strange circumstances for a first drive – but, in this case, we’ll take ‘em.
    In supercar terms, the C-X75 moved from apparently fanciful show car to fully operational validation prototype very quickly – and changed quite a lot on route.
    Those who last read about this car after its unveiling as a concept at the Paris motor show of 2010 will be wondering where its tiny jet turbine power generators have gone. Somewhere along the line, Jaguar concluded – just as Ferrari, McLaren and Porsche did – that the supercar isn’t quite ready to part with reciprocating pistons just yet.
    What was decided, in May 2011, was that the buzz surrounding the C-X75 concept car was too great to ignore. The car would go forwards, engineered in partnership with Williams Advanced Engineering.
    But, like the show car, it couldn’t be just another supercar. It had to be as fast as a Bugatti Veyron. It had to emit less carbon than a Toyota Prius - sub-90g/km, as things stood back then. It needed a zero-emissions range as good as a Chevrolet Volt. And it needed to look like the original show car.
    It wouldn’t be enough for this car to breach the bounds of possibility in just one direction – the familiar direction: speed. The C-X75 had to push the envelope in opposing directions simultaneously, on performance and fuel efficiency.
    What is it like?
    In place of the Bladon Jets omnivore turbines came a primary powerplant that would set Jaguar’s engineers a similar challenge on cooling, and allow it similar freedoms on packaging. Developed in-house by Jaguar, the C-X75’s 1.6-litre petrol four-pot is all-aluminium, and is like no small-capacity engine ever intended for the road.
    Fitted with both a supercharger and a turbocharger, it produces unbelievable power for its size: an astounding peak 502bhp at 10,000rpm. And because the C-X75 is a plug-in hybrid, that engine’s only half the story.
    Immediately behind the driver – who’s positioned almost perfectly between the front and rear axles – there’s a 19kWh lithium ion battery pack capable of supplying a continuous 300kW of power. 
    The car’s electric motors are Jaguar’s own. They’re the size of cake tins, there’s one for each axle, and they produce 194bhp and 295lb ft each. They also only weigh 20kg, making them more efficient, judged on output per kg, than any electric motor Jaguar could buy in.
    The one up front drives the wheels directly through reduction gearing; the one at the rear runs in parallel with the engine, sending power through a seven-speed automated manual gearbox to the rear wheels.
    And so, running at full chat, the C-X75 produces in excess of 850bhp, and has 738lb ft of torque. It’ll accelerate to 60mph in less than 3.0sec, to 100mph in less than 6.0sec, and go on way beyond 200mph.
    Scarcely believably, it also produces less than 89g/km on an NEDC emissions test, and drives for 40 miles on battery power alone. And it looks incredible – more like the rightful heir to Malcolm Sayer’s C- and D-types, and the elegant XJ13, than either the XJ220 or the XJR-15 ever seemed.
    You could fill textbooks explaining the innovative engineering in this car. The all-carbonfibre construction makes for torsional rigidity of 60,000Nm per degree – three times greater than a Lamborghini Murciélago.
    Every major mechanical and electrical component is positioned within the wheelbase, with the exception of the seven-speed gearbox – which goes in sideways to minimise the overhang behind the rear axle. 
    The thermal management systems are ridiculously complicated, as they’d have to be in order to make happy bedfellows of a large battery (which operates best at 31 degrees) and a 502bhp, 10,000rpm engine (which exhausts at up to 900 degrees). Both, by the way, are surrounded by a carbonfibre engine bay that, in places, would begin to unbake itself at 200 degrees or so.
    In the pouring rain at its Gaydon UK headquarters, Jaguar gave us limited opportunity to get familiar with its technical prodigy. Some passenger laps on the twisty inner handling circuit suggested the C-X75 has supremely manageable limit handling for a supercar. “We went to a lot of trouble to give the car Jaguar feel,” says driver and Williams chassis chief Simon Newton. And you know what he means. 
    The car does skids. “The normal power split in EV mode is 70 per cent biased for the rear wheels, and we limit power at the front wheels when cornering because it tends to bring on understeer. We’ve also worked out a few tricks with the E-Diff to add some throttle-steer, and – when it’s on – the ESP functions similarly to McLaren’s ‘brakesteer’ to keep the nose tucked in on corner entry."
    In electric mode, the performance level feels strong – if limited. Instant, torque-dominated: a bit like a turbo hot hatch but entirely without the lag. I can’t tell you what the electric motors sound like, because they’re drowned out by the C-X75’s sound synthesiser, which fills the cabin with an electronic noise somewhere between a whistle and a loud whine. It’s not unpleasant, and maybe it does make the electric mode feel more dramatic. You’d never mistake it for ‘real’ noise, though.
    My turn at the wheel. Engaging full-fat hybrid mode and moving off, that inline four suddenly announces itself. It’s all chattering gear-driven cams and bad-tempered low-rpm grumble to begin with, but the accelerator pedal’s tamely progressive thanks to that supercharger.
    Might as well flatten it then. We’re in third gear, on the high-speed circuit of Jaguar’s Gaydon HQ, where mile-long straights allow some close inspection of the C-X75’s outright speed – specifically, of the potency of that powertrain. At 3500rpm the barp of exhaust begins to emerge over all that chatter.
    At 6500rpm, the engine finally seems fully awake and starts to really howl. There’s no lump of mid-range torque, no breathless top-end – laudable flexibility, in fact. And there’s an incredible red zone where, at 8000rpm, the engine hits a show-stopping full stride. At which point you’ll forget all about the electric motors, carbonfibre and engineering genius, and find yourself totally caught up in a sense of pure mechanical interaction. Perhaps this Jaguar is an old-school supercar after all.
    After several full-power blasts, a picture emerges. Even in the rain, the C-X75 feels every bit as fast as they say it is – up to a point. Up to about 120mph, to be precise - to the top of fourth gear, until which point it could probably run with a Veyron. At least very close to one.
    But beyond 150mph, the C-X75 doesn’t surge onwards with quite the same urgency. It’s effortlessly fast but, in the highest range, doesn’t keep going like the very fastest in the world. It doesn’t need to be travelling well into three figures before it really opens up, like a Veyron.
    All I can put it down to is that the electric motors don’t seem to give their best at big speeds. And that 503bhp isn’t quite enough – however spectacularly it’s made – to make up the shortfall.
    Should I buy one?
    Well, you can't. But driving the car leaves you with the impression that the C-X75 project has probably ended up exactly where it should be, because would supercar owners understand that, to appreciate their new million-pound car, they have to stand back and see the bigger picture?
    Would they be able to understand that it may not quite be the ultimate machine in the most vivid sense, but that there’s more to it than sheer speed? How many Veyron owners know how much CO2 their car emits? Don’t they just want the fastest car in the world?
    Maybe. In order to create the supercar that does it all, perhaps Jaguar had to take the customer out of the equation. The company might have been braver. But equally, maybe it’s not such a bad thing that it wasn't.
    Because, while it may not quite be the fastest car in the world, the C-X75 is still a modern, daring kind of machine. A hypercar, really – if such a term were ever truly justified by a supercar that does more. 
    It acknowledges that, in the 21st century, there is no part of the car market untouched by the need for environmental responsibility – nor can there be. And, like the Porsche 918 Spyder, it proves there’s a genuine zero-emissions solution than can still produce absolutely first order speed and excitement.
    • 0-62mph less than 3.0sec
    • Top speed 220mph
    • Economy TBC
    • CO2 less than 89g/km 
    • Kerbweight 1700kg
    • Engine 4 cyls, 1600cc, twincharged petrol, plus 2 x 194bhp electric motors
    • Installation mid, longitudinal, four-wheel drive
    • Power 850bhp+ at 10,000rpm
    • Torque 738lb ft
    • Power to weight 500bhp/tonne
    • Specific output 313bhp/litre (IC engine)
    • Gearbox 7-spd robotised manual

    Jaguar C-X75 first drive review by Autocar -- Article Link

    Smiley SmileySmiley

    Re: Jaguar C-X75 Prototype

    Big mistake to abort such a car so late. Car seems nearly finished... mail


    The secret of life is to admire without desiring.

    Re: Jaguar C-X75 Prototype

    depending of what the price would have been - if close to P1 ,918 - their chances of selling would be probably small - for half the price I would agree !

    Re: Jaguar C-X75 Prototype

    I think also - big mistake to stop it. There always been people buying this and for the brand image being able to launch such super cars it would have been very required!

    Re: Jaguar C-X75 Prototype


    I think also - big mistake to stop it. There always been people buying this and for the brand image being able to launch such super cars it would have been very required!

    I think Jaguar wants to fit in right below Porsche and Aston Martin. They realized that they cannot compete with Porsche directly and Aston Martin is also quite established in the upper price range, which also covers Ferrari and Lamborghini or even McLaren to some point. So keeping most Jaguar models somewhere below the 100k price mark is a good idea. The new F-type is a very nice roadster for the money but it is not a real Porsche competitor (softer, less sporty ride, automatic, etc.). I think they are doing a good job not trying to go higher up in the hierarchy, the competition is way too strong.


    RC (Germany) - Rennteam Editor Porsche 991 Turbo S (Sept. 2013), Cayenne GTS (958), BMW X3 35d (2013)



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