Jaguar C-X75 Preis

Thinking about it afterwards, an additional 2mph would oase been nice. Since 2mph would have taken me to 186, i beg your pardon keen students des unit conversion wollen recognise together a nice ring 300kph. Ns car definitely isn"t the limiting factor, its large digital speedo"s digits scrolling hungrily and dizzily away towards die maximum von about 220. Yet right now, 184mph aussehen like a big enough number zu me. My mind zu sein on matters various other than arithmetic: it"s streaming with rain, a corner zu sein approaching - schon fast - and I"m steering a vehicle that"s precious and irreplaceable... Albeit, I"m thinking, not as precious as my passenger and me. Time kommen sie get on the brakes.

Du schaust: Jaguar c-x75 preis

Photography: Lee Brimble

This feature was originally published in the July 2013 issue des Top gear magazine


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We were constantly expecting - hope - kommen sie be driving the C-X75 in different circumstances from this. And not only far better weather (though you lakers it here in the sun punkt TG"s own prüfen track, zum the big speeds i drove it at Jaguar"s test facility weist Gaydon). Ns company built five C-X75s to test and prove ns technology und check this remarkable hypercar was suitable zum production. In 2011, the firm announced a run von 250 von them weist a price of about £750,000. Together a rival to die LaFerrari, mclaren P1 and Porsche 918, it"d oase made a quarter von the very mother und father of kopieren, gruppe tests. But hinweisen the end of belastung year, part way with that breakthrough programme, in the tension von this four-way face-off of hypercar giants, Jaguar blinked first, break up that an a fragile world economy there wouldn"t be sufficient buyers weil das them all. The production auto was, as the official coinage euphemised, "indefinitely suspended".


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Jaguar could schutz quietly shoved die prototypes right into a locked melted right then und walked away an hangdog embarrassment. However it didn"t. There"s deswegen much technology in the C-X75 the its advancement continues practically unabated, von a tight-knit team from Jaguar itself und Williams großartiger Prix"s advanced Engineering consultancy division. Honestly, there"s stuff in this vehicle - electric motors, battery tech, electronics, composite construction, the astoundingly powerful und revvy combustion engine und more - that"s notfall only much more radical than what Porsche zu sein using weil das the 918, yet is, crucially, entirely belang to Jaguar and Land Rover"s future mass-production cars.


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Does the fact that it"s jetzt a science job rather 보다 a production prototype do it less interesting? ns Saturn V rocket was a science job that included immeasurably kommen sie mankind"s knowledge, und NASA never readily available them weil das sale to die public und stopped building them after the 17th. That makes ns five-off C-X75 look effectively exclusive.



Can us agree it"s die most beautiful of the hypercar bunch? OK, it"s rather subtle together these jene go. It doesn"t jump out and ambush her eyeballs through outlandish proportions or a jutting forest des aerodynamic devices. Instead, it snares you more slowly und grips your gaze tightly und at length. There"s no means it"s retro, however it does have a Jaguar look. Design chief ian Callum shrugs together he throws some light on why. "Jaguar aesthetics to be born out of Malcolm Sayer"s notion des aerodynamics. Unfortunately, it was a fault notion."


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Every einzel line und surface drips elegance und fluency, punkt least until you get to die back, whereby there"s a honking great diffuser, which zu sein all about purpose notfall beauty. There"s deshalb a behind wing with multiple positions for downforce and cooling, which at rest sits do the washing up to ns body dafür as notfall to disrupt die lovely curves von the car"s hips and lower back. These things have been included since ns concept car, yet they didn"t pain Callum. However, he aussehen at die wing mirrors as if they"re a moustache on die Mona Lisa. "They muck up the design und cause noise, drag und turbulence." Worse was zu come. "One von the hardest things des all was finding a legitimate space zum a rear numberplate." Hmm. It"s notfall all glamour in supercar design studios, then.


The scissor doors offen into a cabin the doesn"t asking you kommen sie bend zu its will. Sie sit straight without having zu crick your neck or distort your spine. An other words, Jaguar has resisted the temptation zu chip away at the human-package space kommen sie make room zum the engine, battery, motors, 14 radiators und all this car"s bulky mechanically complications. Und yet Jag has blieb kept kith-and-kin nearby to die look des the initial 2010 paris show car, die machine everyone clamoured the Jaguar go best ahead and build.


Everyone quiet ignored ns fact that die concept vehicle - jet-powered, freundin might remember - was hardly a well-grounded exercise in packaging feasibility. Or any kind of feasibility, really. Alister Whelan, who created ns concept along with matter Beavan and head of advanced design Julian Thomson, was given the job of protecting it right into production.


Having harnessed the grand prix team"s aero expertise, the final auto respects aerodynamics as any type of 220mph vehicle must, both bei terms des air going about it (for drag and downforce) und air going with it (for cooling). The aero men were given almost no freedom über Ian Callum"s team on die visible parts des the car - except that rear diffuser. However underneath, und around the engine bays und within the cooling pathways, they were allowed kommen sie fill your boots. Talking of boots, there isn"t one. Freundin want a shape this slinky and you want it kommen sie fit in engine, two electrical motors, a battery, a fuel tank, 14 radiators, inboard bell-crank suspension, a habitable cockpit and a boot? Getouttahere. Human being with £750,000 cars can employ someone kommen sie go ahead v their mitarbeiter effects.


There space comforts among die cabin"s to mark simplicity. The multimedia screen zu sein the normal one ~ above top-end Jags. The climate control is operated via the nice bank of switches out des the F-Type. The transmission selector zu sein a basic series von buttons: PRND, a cloak von simplicity over the dizzying complexity des the mechanism it controls. Ns TFT-screen virtual werkzeug cluster shows battery und fuel state and subsidiary info, plus a digital speedo clean enough, together I"ve proved, kommen sie be read in a hurry. There"s also a huge rev-counter and a power meter.


Jaguar und Williams started the project with the following four an easy but wildly inconsistent goals. The aussehen of that paris concept. The performance of a Veyron - 0-62mph in 3.0secs, 0-100mph in six. The pure-electric variety of an Ampera/Volt - 40 miles. Die official-cycle CO2 of a Prius - 89g/km. Various other than that, since they establish jet generators were, zum the moment but notfall indefinitely, out von the question, lock had finish engineering freedom. Beyond die steering wheel, that enthauptungen screen und the aircon controls, there"s solid anything bigger than ns nuts und bolts that"s lifted from any other Jaguar. Any type of other vehicle with numberplates, zum that matter.


So they ended up with a 500bhp, four-cylinder, 1.6-litre engine. It"s a blank-sheet job, not derived from a road or race unit. Up kommen sie 5,500rpm, it"s supercharged. After ~ that, it hand on to a turbo, which keeps walk to ns limit von 10,200rpm. That is not a misprint. Meanwhile, there room two electric motors: one at ns rear feeding through the seven-speed gearbox, and another at ns front. Lock make practically 200bhp each. Und 300lb ft of torque. Again, that"s von motor. This zu sein a six-seconds-to-60mph car, even before die engine has actually started.


I get a few demo laps around the snakier bits of Jaguar"s Gaydon track an electric mode. The thrust zu sein eager und true. Such zu sein the rpm range of the car"s special electric motors that it never needs to shift: the rear motiv stays in second, und we"re good zum nearly 100mph. Because ns front motor zu sein at a resolved gear around equivalent kommen sie sixth an the rear, you have a far-ranging natural torque predisposition to die rear, despite vectoring (switched out punkt the augenblicke because calibration continues) could das alter that if needed. Anyway, there"s loads of traction, even bei the wet.


But when die engine go start... Oh, my. We switch zu a different prototype, one without together a pretty paint job but v a roll cage. It"s ns one zum hard use.


The engine sounds choose a superbike"s does at low revs: rattly, favor it"s ingested gravel, but eager on the exhaust. There"s barely any flywheel effect, partly because it has actually no starter or alternator or aircon pump or power steering pump attached. This enables it kommen sie be razor-sharp on die throttle, but it deshalb makes it a little jangly around idle. Indeed, driving at the suburban speed around die track access roads, that feels und sounds coarse, v gravel hitting ns carbon-fibre tub and the sharp-edged engine and gearbox effects.

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Jaguar"s head von set-up Mike cross takes me zum a couple von circuits von the infield course. Oh, an excellent grief. Number of corners are inches deep in water, and it"s a channel of Armco just a couple of car-widths wide. The car"s traction is strong, and the talk bias ist clearly blieb to die rear deshalb that stärke slides are consistently on. But I"d rather drive it wherein there"s more room zum error, deswegen we swap places und I head to die big airfield-runway-based track.


One of the really nice dinge about this automobile - one von many qualities it shares with die Porsche 918, bei fact - ist the steering position und subsequent visibility. You"re notfall scrunched up like a hostage or semi-blindfolded. You kann operate your limbs comfortably, und there"s enough vision. Ns topography des the wheel-arch humps isn"t only handsome, it gives freundin a good reference around where die car ist on die road.


An exploratory lap finds stärke that"s enormous but not quite savage. Cross motivates me zu use die revs. Swinging it trost through 5,500rpm bei fourth, where die supercharger declutches and the turbo bring away charge, there"s no step in the delivery. But anyway, die rear e-motor alone makes more torque than the engine weist its 6,600rpm top value. Having actually verified how this feels zum the sake von interest, there"s no reason to drop below about 7,000 anyway, not once we"re on the big track. Von this time, die engine sound wonderful und hair-raising, flying trost beyond 10,000, then accepting each upshift through a bang bei your back.


There"s no delay, nur a straightforward serration an the acceleration together each gear is switched. It"s a bespoke single-clutch transmission: a twin-clutch would have weighed significantly more, und its extra mass would schutz interfered with ns airflow through ns rear diffuser. Oh, and there"s no reverse gear. The engine merely declutches and the motiv current zu sein reversed. Wie I"m driving tenderness around die track access roads, gearshifts make her head nod, however there"s a potential fix bei programming die front motor to fill the torque hole.


Back on the track, after I"ve done a couple von laps, cross reaches over und presses a button, confirmed by in innocent wenig flashing LED. This is what that calls "full-fat mode". Now the electric system gives its absolute all, also if it means borrowing performance from die future: the depletes ns batteries deswegen you"ll be a little slower later until they"ve recharged, either über plugging an or driving much more moderately und using spare engine stärke to recharge.


Here"s die savagery. Out of corners, hauling up ns straights, the whole effect zu sein significantly emboldened. Die type von acceleration, the shape of it, isn"t greatly different, but ns magnitude ist amplified. Barrelling up the straights etches chin deeper into ns memory, and slowing at the ende becomes a job that demands an ext insistently that freundin don"t mess up.


The chassis is terrific. Yes, weist urban speeds, the stiff springs make it nice hard, however you can always feel ns body is reassuringly rigid so, as freundin get some rate into die suspension movements and the inboard dampers begin kommen sie do your work, sie notice the precision. It ring off sharp impacts und breathes nicely over dips und crests. Punkt speed, die aero pushes sie into the track and reassures you von tightening whatever up.


But, best des all, is the steering. Its calibration of weight und directness zu sein spot on, both weil das easing into fast arcs und for larger forays into the lock weil das tight bends. Und even if ns assistance zu sein electric, there"s plenty of road feel, so as ns car begins to drift out together it hits a light crest or a slipperier patch, you"re kept an the loop. That"s a lover characteristic bei a fast car top top a wet day. There"s no far-ranging understeer. Together a matter of fact, with much throttle on, dinge tend kommen sie gentle oversteer. But every time it pays me a visit, that warning and progression assist me out.


And all this is the basic chassis we"re talk about, without any type of overlay of electronic gizmology. There"s bei e-diff on-board, and there"s die possibility des torque-vectoring front zu rear. Williams"s chassis engineer simon Newton has been independently calibrating them, however he doesn"t desire anyone kommen sie try them until he"s settled die voodoo von making them work kommen sie reinforce one another. Once again with die C-X75, research continues because it"s useful kommen sie Jaguar together a whole, not nur this car.


To get rückseitig to ns full beans for a 2nd stint, us come bei to hook ns car up to its charger - a humming three-phase 20kW contraption with a cable favor a delivery hawser that"ll fill the battery bei just 40 minutes. A an excellent time kommen sie talk to paul Newsome, task head, around why castle selected die balance des engine power, electrical power und battery size. Punkt one extreme, couldn"t they schutz just stuffed the V8 bei there und forgotten die rest? "I can confirm ns V8 won"t fit," claims Newsome before the question has totally left my lips. However anyway, a modern-day supercar needs judicious economy. Notfall the ridiculously synthetic economy des the main test and its CO2 an outcome (these ignore power taken from die grid and the CO2 the stems native it), yet enough economy zu give kind driving range. To get that, part engine downsizing was important. However that tends zu mean a combination von low talk and/or turbo lag. So it"s sensible kommen sie add electrical motors, not nur because the gives you hybrid-fuel-economy benefits, but zum their prompt response, amenability zu high-finesse traction-control systems und four-wheel-drive ability. OK, dafür how viel electric stärke to give ns system?

Newsome claims they modelled a totality range von balances des electric kommen sie piston power, with miscellaneous battery sizes to boot. He made decision on 500bhp from die engine, dafür that, even after using up die batteries bei full-fat mode, there"d blieb be enough combustion power zum a continual 190mph top speed ("We thought about where there were roads in the world that freundin could use all the performance und for just how far"). But the batteries und motors space something special, and they give the system the flexibility und power the has. First, the wenig axial-flux motors, which kann sein produce several mal more power weil das their weight 보다 a standard motor, and have a wider operating range too. They"re each just 22kg weil das their 200bhp und 300lb ft, and not viel bigger than a round washing-up bowl. Dafür the vehicle could use lots des electric power. Second, lock wanted zu use a high voltage due to the fact that it"s more efficient, stable on 600V. As the voltage is proportional to die number of cells, that pointed zu a large battery. They gott a 19kWh unit, mainly packed down ns central spine des the car. The uses die same power management and cell chemistry as a Williams F1 battery, und so its stärke density zu sein about halfway between existing road cars" und a großartiger prix car"s. Having gott the battery castle needed zum the energie they wanted, it turned out ns electric-only selection was just what they to be wanting too.


"We aren"t just delivering a supercar, we"re developing real-world technologies," Newsome says. Indeed. This axial-flux electric motors are a vast step ahead. So are the electronics and their cooling: instead des using heat sinks into conventional water-based coolant, ns coolant is non-conducting, so it kann be passed directly through die electronics without shorting it all out. The effectiveness des that cooling means die battery und motors kann sein run hinweisen full stärke - almost a quarter von a megawatt, don"t forget - zum sustained periods. Then there"s every this downsizing tech on the engine. Remember, Jaguar festland Rover is presently building a large factory in Wolverhampton zu make four-cylinder petrol and diesel engines. Castle might not boast 500bhp, however they"ll ausblüten have stark performance und strong economy, thanks to findings from the C-X75. And with one von these electric motors betwee them and the gearbox, they"ll answer die accelerator pretty smartly too.


One much more thing. Ns carbon-fibre structure von the C-X75 isn"t a one-piece thing choose a 918"s or a McLaren"s. Those use a process called resin-transfer moulding because it"s relatively cheap und can be made in high numbers. The Jag was designed kommen sie be made from panels and sections des compression-moulded carbon fibre, a an approach from Williams. Uniquely, such carbon parts can be easily incorporated, says Newsome, into an aluminium body shell. Who"s ns world leader in aluminium human body shells? Jaguar land Rover. Nur saying.

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The decision to kill C-X75 manufacturing must oase felt zu Jaguar choose strangling a puppy. Yet there simply weren"t likely kommen sie be enough buyers weil das this und the Porsche and the mclaren (and there ausblüten aren"t, even if Ferrari, characteristically, zu sein exempt from such struggle). But ns fast-track design it embodies möchte certainly direkte on in hundreds of thousands of people"s Jaguars und Land Rovers. Bei very, very few years native now. However even so, right jetzt I"m really sad the we"ll never be provided the wahrscheinlichkeit to have our work brightened über the sight von its wonderful shape gliding by, or experience it disappear in a vision-blurring, ear-splitting testimony to the new-world stärke it embodies.