The cars tend to be rock solid, and they last forever when
maintained properly. Jay Leno has one in his collection, and it recently came
off a fairly extensive restoration.
Leno's car is a 1971 Mercedes 280 SE 3.5 Coupe, and it's a
shining example of the wonder that is an old W111 Benz. On the coupe side
of this S-Class predecessor,
the largest engine made available arrived in the form of the 3.5-liter V-8. It
produces around 200 horsepower and sees the 280 SE 3.5 Coupe cruising fairly
effortlessly at highway speeds.
The W108 sedans from the same era could be had with larger
4.5-liter or even 6.3-liter V-8 engines, but the 3.5 was perfect for getting
the coupe down the road.
Jay's example looks flawless in silver. The doors close with
the expected yet still gratifying thunk that comes with Benz products of this
era. Paul Bracq penned the lines for the car, and it brought Mercedes away from
its older (yet still gorgeous) fintail era and into the future. Straight lines
were arranged into a package that was, and still is, quite pleasing to the eye.
The larger C126 SEC eventually replaced the W111. While that
is a great car in its own right, it's the older Bracq-designed cars that stand
out quite a bit more when placed side-by-side.
source: http://www.motorauthority.com/news/1111709_jay-leno-takes-a-classic-mercedes-benz-coupe-out-for-a-spin
by : Jeff Glucker
Jaws all over the world collectively dropped last summer
with the reveal of a
conceptshowcasing an early design for Aston Martin’s new Valkyrie hypercar being
developed in partnership with the Red Bull Racing Formula One team.
However, opposite to what’s usually the case in the auto
industry, the production version of the Valkyrie is shaping up to be an even
wilder car than the concept.
Aston Martin late on Tuesday revealed a near
production-ready example of the Valkyrie, and it’s got even more fins, air
channels and aerodynamically shaped surfaces than the concept. According to
Aston Martin, the design shown here is 95 percent complete. Some elements will
change as the design team, led by Red Bull’s expert aerodynamicist, Adrian
Newey, attempts to eke out as much downforce as possible.
Compared to the concept, new air channels designed to add to
the overall downforce of the car have been dug into the front wheel arches.
They also double as Aston Martin’s famous side strakes—a clear case of form
following function. The wheels also feature a flat surface designed to reduce
air turbulence. Aston Martin says this controversial design will be an
available feature, however.
The teardrop-shaped cabin’s upper surfaces and lower tub
contours remain the same as on the concept. They follow the envelope of space
available between the massive Venturi tunnels that run the length of the car
either side of the cabin’s floor. These help to generate most of the downforce,
allowing the upper surfaces to be devoid of additional aero elements and thus
retain their clean, almost sensual look.
The rear of the Valkyrie is where most of the changes have
occurred. The single exhaust exit of the concept has been replaced by a
twin-exit design while the trailing edge of the Venture tunnels now take on a
more curved appearance. This curved theme is carried over to the rear wing
which is now just a single arch. Also fitted to the car at both ends are the
production lights which are full LED units.
In case you’ve forgotten, the Valkyrie will be powered by
a mid-mounted
6.5-liter V-12 working in conjunction with a KERS-style hybrid system.
The V-12 alone is expected to produce 1,000 hp, making it the most powerful
naturally aspirated engine of any production car. An additional 130 hp is
expected to be added by the hybrid system’s electric motor. Both power sources
will drive the rear wheels only, via a 7-speed transmission of undisclosed
type.
Amazingly, we've heard that the power-to-weight ratio could
exceed 1:1, as measured in horsepower per kilogram. Assuming the 1,130-hp
output is accurate, the Valkyrie would tip the scales at sub-Mazda MX-5 Miata
levels! Weight-saving measures extend right to the Aston Martin badge which is
just 70 microns thick, or about 30 percent thinner than a human hair. The
aluminum piece, created using a special chemical etching process, is 99.4 per
cent lighter than the regular enamel badge used on Aston Martin cars.
In addition to being one of the lightest cars on the road,
the Valkyrie will also be one of the smallest. Despite this, Aston Martin
promises that the cabin, though tight, will be able to fit two 98 percentile
adults. Aston Martin Design Director Marek Reichman is well over 6.0 feet tall
and fits comfortably in the Valkyrie.
Access to the cabin is via small, Le Mans prototype-style
gullwing doors. To enter, you step onto the seat and then slide in and adopt a
reclined feet-up position just like in a modern F1 racer. A 4-point harness
comes as standard, while an optional 6-point harness will be offered for those
who intend to do more track driving. Oh, and the seats will be tailored for
each buyer.
To keep things as simple as possible, all switchgear is
located on the steering wheel, with all the vital signs shown on the main
display located on the wheel’s hub. The steering wheel is also detachable, both
to aid ingress and egress, and to serve as an additional security device.
Three additional screens feature on the dash. A screen at
the base of each of the A-pillars serve as side mirrors, with cameras on the
exterior replacing the conventional side mirrors in order to eliminate unwanted
aerodynamic disturbance. Similarly, since there’s no rear windshield, a
rearview mirror has also been replaced by a camera and screen.
Aston Martin will start testing prototypes later this year.
The company plans to build just 175 examples. Of these, 25 will be track-only
versions. A reveal will take place sometime during 2018 and the first
deliveries are scheduled for early 2019. By then, Mercedes-AMG will have launched
its own hypercar.
With the launch of its 2019 A8 in Barcelona on July 11, Audi
is marketing itself as the first company to sell a Level 3 self-driving car.
The technology isn't legal yet in many markets, but Audi
says the new A8 will have the hardware and firmware it needs to wrest control
of the car from the driver on a semi-permanent basis.
At the touch of an Audi AI button, the A8 will give audible
and visual signals that it's in piloted-driving mode. The car will be able to
accelerate, steer, and brake on its own, without requiring the driver to take
back control on regular brief intervals (a situation that describes Level 2,
seen today on the Tesla Model S and Mercedes E-Class and a few other cars).
Once the system's engaged, Audi says the driver will be able
to take their hands off the wheel and perform other tasks, depending on local
laws. While the driver checks email or watches YouTube, the car will play
abstract video in the gauge cluster.
When it can no longer ensure safe operation–driving
conditions, higher speeds–the car will signal the driver that they have 10
seconds to take back control.
While the hardware will be baked into every new A8 from the
time it goes on sale in the U.S. in spring 2018, a constellation of agencies in
the U.S. will need to change laws and rules before they sign off on it. (A bill
under discussion would override all those laws and create a single national
standard for legalizing self-driving cars.)
Here's how the A8 moves the self-driving car needle to Level
3 semi-autonomy.
The A8 has electric power steering that can be controlled by
the car's computing brain. In the new A8, it also interfaces with an active
suspension that's not a requirement for self-driving cars, but networks with
their complex interface to make semi-autonomous driving smoother and safer.
Audi essentially builds a sensory system for the A8 that
lets it "see" and decide how to react to obstacles. At the front, an
infrared camera handles night-time driving, while a monocular camera at the top
of the windshield delivers an overall image of the road ahead. Four 360-degree
cameras mount on the front, rear, and under the sideview mirrors; their data
compiles into a surround-view image of the car and its environment.
The A8 also has ultrasonic and radar sensors at its
perimeter that contribute data used to describe images. A long-range radar sits
on the front of the car, while four mid-range radar sensors emit signals and gather
information at the corners. An array of 12 ultrasonic sensors mounted around
the car's perimeter handle close-range information.
A new, single laser scanner mounts to the front of the car. Its combination of
laser and mirrors sweeps through a 145-degree field of view within a couple of
milliseconds to register obstacles up to 262 feet away. The scanner can read
information even in bright sunlight, fog, and rain. In combination with the
other sensors, the A8's piloted-driving hardware can create deeply detailed
images of the car's surroundings.
The information from all those data capturing devices gets
blended together, and examined for accuracy. Then it's shared with a
cloud-based learning field, combined with data from other cars, then
re-consumed by the A8 as it drives itself. The system relies on the redundancy
of all the information it gathers, so it can pilot the car when one stream or
more of data is missing. The redundancy isn't based on strict formulas. If
extreme wet and cold creates a thick layer of ice in front of the car's laser
scanner, it may not have enough information to proceed; if fog impedes
camera-based information but the road surface is good, the car may be able to
soldier on.
Audi says this first iteration of Level 3 driving is very
much based around commuting tasks, reined in by geofencing to situations where
it's appropriate and safe. When the system is engaged, the car determines
whether it's in an area where it can drive under 37 mph, on a multi-lane road
divided by a physical barrier. If it doesn't see those situations, it will not
engage; if it's already engaged, it will revert control to the driver. Audi
says its biggest hurdles are in detecting cross-traffic, pedestrians, and
bicycles–and these initial limits dramatically reduce those circumstances.
Level 3 driving in the Audi A8 requires a driver, not just a
passenger chilling in the backseat. A camera checks to make sure the driver
hasn't fallen asleep. If they do, the system warns the driver. If they haven't
woken up, the car brings itself to a stop.
There is a use case when no driver is needed. The A8 will
offer a parking and garage system independent of the piloted-driving setup. The
parking assistant will allow the car to negotiate its way into spaces and
garages even without a driver present. The process is governed by a smartphone
app, but it can also be initiated by the driver inside the car.
Some help with self-driving regulations and road quality
The A8 may be able to handle the complex task of driving,
but it can't handle the patchwork of legislation and road conditions. That will
take extensive lobbying, already underway in Washington, D.C., and other
national capitals.
It's more than a self-driving issue. Audi is wrestling with
the legality of delivering over-the-air updates to the car, with communicating the
different levels of hardware sold in different editions of a single car, and
how to stage regular upgrades in self-driving technology to an existing model
line. Never mind the legal prospects of liability, and what drivers will be
allowed to do in self-driving modes: Audi will have to work with legislators
and dealers just to figure out how it can unlock new features.
It's fair to say automakers will also need some help
on road quality before self-driving cars can prosper in markets
outside California, Nevada, and other locations with stretches of roads
carefully groomed for self-driving car demonstrations.
Early Range Rovers have managed to stay stately looking no
matter where automotive design trends go. Over in England, you can find really old
ones with just two doors that are especially cool. And if you look hard enough,
you just might find one with royal blood.
This glossy-olive OG Range Rover belongs to a customer of
Phil Holland, who restores and revives these vehicles at his shop Twenty-Ten
Engineering. When Petrolicious spoke to him, he’d recently
wrapped up an “18 month-to-two-year” revitalization job on the 4x4 that was
ordered after its owner realized the vehice once belonged to the royal family.
I’m convinced everyone in England is obsessed with having
some relationship to the royals, can anyone over there corroborate that theory?
Anyway, in spite of that, or maybe because of it, this Range
Rover’s owner and Mr. Holland were understandably skeptical when someone told
them “oh yeah, I think that used to belong to the Queen.”
But after getting in touch with Land
Rover’s historic office, it was discovered that, yes, the vehicle was
delivered straight from the factory to the Royal Household when it was new.
“It’s a proper, original Royal car,” Holland told Petrolicious.
“There’s still a bit of an investigation going on to try and work out exactly
who drove it and owned it. But they didn’t have a huge amount of cars so it’s
probably been touched by some of the better known Royals I expect.”
Confirming the Rover’s pedigree put a massive multiplier on
its value, so the owner went ahead and authorized the comprehensive restoration
you see in this lovely video.
God save the Queen, right? And this time, it seems like the
Queen saved a Range Rover.
May 31, 2016 will be a day I relive in my head forever.
It's the day a part of me died inside as I listed my 1991
BMW E34 M5 for sale on Bring A Trailer (BaT). The buyer could see I was in
agony over the ordeal of selling my prized collector car, and he
understood. He made me a promise: If or when he parted with the car, I'd have
the right of first refusal.
Recently, I was at a party celebrating my sister's
engagement when I received a text message that nearly made me drop my phone:
"Hey, I'm going to move the M5 on. Phenomenal car, but I need the garage
space for projects. Want to check with you for interest before I list."
I showed my wife the text and she said, "Just buy the
stupid thing. I'm sick of hearing about it. Buy it."
Opportunity just called, and I had to made a choice whether
to answer the phone.
Life happens
It's been about a year since that black M5 rolled out of my
driveway for the last time as I told myself not to cry.
My life has changed a lot in that time. We moved across the
country to Minnesota, bought a house, one kid's now in pre-school part-time,
and we are once again living close to family.
I'm living a completely different life now than I was when I
owned the M5 and lived in Portland, Oregon.
Now back in the Midwest, I've put large emphasis on spending
weekends with my wife and kids. Whether that is going up north to the family
cabin to fish with dad and build sand castles with the kids or going to the
Minnesota State Fair or the local splash pad, it's all about making memories
with the family
.
Everyone tells you that your kids will grow quickly, and
before you know it they'll be young adults. How right they are. It feels like
just yesterday that we had our first born and I was terrified I was going to do
something wrong and break her.
Someday, sooner than later, hanging out on the beach or
watching dad water ski won't be considered fun.
I'm sure that day will be here long before I'm ready.
There's another
Prioritizing family while I'm not working or volunteering
has led me to neglect the toy I still do have: the blue-on-blue 1990 Nissan 300ZX my father and I share.
It was my uncle's car before he passed, and now my father and I are its
caretakers. To us, it's priceless.
The sad part is, it's now July and it's still sitting in the
garage, covered, tires overfilled with air to avoid flat spotting, hooked to a
trickle charger from its winter slumber.
I haven't touched it since the snow melted. It's a sad
reality, but there's only so much time. Like everything in life, it comes down
to choices.
Let it go
The current owner graciously gave me a few days to think it
over. He put about 7,000 miles on the car since I last saw it, and most of them
were highway miles. The maintenance is up to date, and nothing major has been
done to the ol' girl.
I've been twisted over selling this car since the day I
listed it for sale. Just ask my wife, she'll roll her eyes and tell you all
about it.
The reality is I'm in a different place in life than when I
bought that car, and I'm certainly not in the right place to buy it and
actually drive it.
While the want is real, I'm rational enough to recognize it
would be one expensive ITB-equipped trophy in my garage next to the Z, which is
in itself an expensive trophy.
I thanked the current owner for being a man of his word, but
passed on buying my E34 M5 back.
Hopefully, someday my son or daughter won't read this and
scream at me.
Jaguar has revealed its latest Special Vehicle Operations
project: the 2018
XE SV Project 8. As a follow up to the 2017 Jaguar F-Type Project 7, the XE
SV Project 8 represents the most powerful roadgoing Jaguar to date.
SVO massaged the brand's familiar 5.0-liter supercharged V-8
engine to produce 592 horsepower and 516 pound-feet of torque, and with such an
incremental power increase came a rethought design for Jaguar's compact sedan.
Jaguar has released a handful of videos to highlight the process that has gone
into making the XE SV Project 8 a truly special car. Much of the design remains
the same—the car is still instantly recognizable as a Jaguar and an XE—but
minor revisions had to occur to accommodate the XE SV Project 8's hardcore
intentions.
Ian Callum, Design Director, and Wayne Burgess, SVO
Studio Director, both explain the subtle details hiding behind the Project 8.
Not only did Jaguar's skunkworks want the XE SV Project 8 to look extreme, it
wanted the car to be physically extreme. Wider wheels and tires meant the body
had to be built out accordingly. Therefore, the packaging is unique to the XE
SV Project 8. The whole front end of the car has moved forward along with
the headlights.
Then, designers had to fit the necessary aerodynamic bits
with the design to ensure air flowed through and around the car as engineers
desired. It may not sound like a lot, but there are dozens of intricate,
integral details throughout the Project 8. It's clear this was a labor of love
from Jaguar and its Special Vehicle Operations team. Check out the accompanying
videos to dive deeper into what makes the Project 8 purr.
The latest version of Mercedes-Benz’s voice activation
system, known as Linguatronic, will for the first time allow you to control
more than just the infotainment system.
In addition to controlling regular infotainment functions
such as the navigation or communications, Linguatronic will let you control
climate and comfort settings. The system has also been updated to better
understand natural speaking.
Starting with the E-Class range, the latest version of
Linguatronic will let you adjust the air conditioner temperature, blower
strength, seat heating and rear window demister. You can also use Linguatronic
to call up a wide range of information, such as the date the car’s next service
is due, the current speed limit, the vehicle's range or the current date.
A number of comfort settings can also be controlled. For
example, the driver can simply say “massage me” to activate the in-seat
massagers. Mercedes says Linguatronic has hundreds of alternatives in more than
a dozen languages for voice commands, resulting in a high likelihood the driver
will hit the right phrase at the first attempt.
Another new feature of Linguatronic is the ability to
further speed up choosing the right voice command. This function allows the
driver to interrupt the system's voice response to halt the current dialog and
move on to the next dialog step sooner. This makes voice control faster and
more efficient.
Finally, Mercedes has tweaked the Linguatronic system so
that its voice responses are more human-like. The system avoids repeating the
same voice responses, instead varying its responses between three or four
possible options.
Audi’s redesigned A8 will be
formally introduced on July 11 at an event in Barcelona, Spain, but fans of
“Spider-Man: Homecoming” who attended the movie’s world premiere in Hollywood
on Wednesday night got to see it up close.
It was still camouflaged, albeit only with a body-hugging
wrap. You’ll notice that the typical swirl pattern Audi uses to hide the design
of its upcoming cars has been replaced with a pattern incorporating spider
webs.
Why was the redesigned A8 at the “Spider-Man: Homecoming”
premiere? The car has a starring
role in the new movie which also features Tom Holland playing the role
of Peter Parker/Spider-Man and Robert Downey Jr. reprising his role as Tony
Stark/Iron Man.
Viewers of “Spider-Man: Homecoming” get to see parts of the
redesigned A8’s front and side sections. In addition, they get to see the
new Audi AI Traffic Jam
Pilot self-driving feature in action. At one point, Peter Parker is
given a ride in the car. After approaching a traffic jam, the driver switches
on the new traffic jam feature which allows him to safely let go off the
steering wheel while the car is still moving.
The redesigned A8 is due to reach showrooms in 2018, as a
2019 model. Shortly after launch, we should see the arrival of a sporty S8 variant.
Koenigsegg’s
One:1 took the performance car world by storm in 2013 when it debuted
with a power-to-weight ratio of 1:1, using the units of horsepower and
kilograms.
If a new report proves accurate, the Valkyrie being developed by Aston
Martin in partnership with the Red Bull Racing Formula One team may just set
the bar higher—considerably higher—when it debuts in 2018.
Road & Track,
citing a source familiar with the project, reports that the Valkyrie will have
around 1,130 horsepower but weigh only 1,030 kilograms. That means the car will
have a power-to-weight ratio of almost 1.1:1. That’s 1.1 horsepower for every
2.2 pounds of weight.
The power will be generated by a 6.5-liter V-12 working in
concert with an electric motor. The V-12 alone is expected to produce 1,000 hp,
making it the most powerful naturally aspirated engine of any production car.
The remaining 130 hp will be added by the electric motor. Both power sources
will drive the rear wheels only.
The design is quite different to Mercedes-AMG’s
hypercar which will use an F1-spec 1.6-liter turbocharged V-6 mated to
an electric motor at the rear axle and two electric motors at the front axle
for propulsion.
To get the Valkyrie's weight down to sub-Mazda MX-5 Miata
levels, Aston Martin is stripping the car of almost all amenities while
constructing it almost entirely of carbon fiber. Apparently the weight-saving
measures even extend to the Aston Martin badge, said to be just a micron thick.
The car will also swap out standard side mirrors for rear-facing cameras.
The final bit of information revealed by Road &
Track’s source is that Aston Martin may end up debuting the Valkyrie at the
2018 24 Hours of Le Mans. The plan isn’t to show it on the sidelines of the
race, however. Rather, Aston Martin wants it to take part in the opening lap!
At first glance, it may not seem like there is much room for
growth above the long-wheelbase
Range Rover, especially in Autobiography trim,
but Land Rover is open to such a halo model to take on the Bentley
Bentayga, Automotive
News Europe reports. Land Rover chief of design
Gerry McGovern indicated that an ultra-luxury model could be built to be
positioned above the plushest Range Rover model.
"Why not? We've realized that the Range Rover has
got this big expanse across its price range, so it's not a very big step to get
into Bentayga country," McGovern told Automotive News Europe.
"I would argue you could have two Range Rovers exactly the same size, but
if they had two personalities then they would both have equal appeal but to
different customers," McGovern said.
The motivation for a model positioned above the Range Rover
may well be the sales success of the Bentley Bentayga. As Automotive News
Europe notes: The new SUV is already accounting for about 50 percent of all new
Bentley sales, recording north of 5,000 units out of a total of 11,023 sold
last year, despite going on sale only during the second half of the year in
most markets, including North America. Priced at around $230,000, the Bentayga
is recording brisk sales at a time when large and pricey SUVs are back in
vogue. The Bentayga will soon be joined by the Rolls-Royce
Cullinan SUV, which Rolls-Royce is taking
great pains to avoid calling an SUV.
McGovern argues that unlike Bentley, Range Rover has the pedigree to pull off
such a ultra-luxury model, referring to Bentley being new to SUVs. But he did
not elaborate what such a model could offer that the current Range Rover does
not.
A handful of coachbuilders and armorers, like Carat
Duchatelet, have offered stretched and retrimmed versions of Range Rovers for
years, some offering first-class seating before the debut of the factory
long-wheelbase Rangie in Autobiography trim. Most custom examples have focused
on maximizing room for rear-seat passengers, which makes sense as Range Rovers
have become an alternative to the Mercedes-Benz
S-Class and other chauffeured luxury sedans.
Mercedes-Benz is working on its next-generation compact
range and according to a report out of the United Kingdom the
high-performance versions from Mercedes-AMG will offer at least 400 horsepower
and eventually even hybrid technology.
AMG’s current compact range, which consists of the A45
hatchback, CLA45 sedan and GLA45
SUV, offers 375 hp. Based on information from its sources, Autocar is
reporting that the successor models will have at least 400 hp.
The final figure will likely be higher to ensure AMG has the
edge over Audi Sport whose latest RS 3 is delivering 400 hp.
Yes, the power war is still very much alive among the German automakers.
The AMGs will draw their power from an uprated version of
the tuner's existing 2.0-liter turbocharged inline-4. Enhancements are thought
to include new fuel injectors, a new turbocharger and changes to the combustion
process.
For subsequent performance increases, AMG engineers are
thought to be dabbling with hybrid technology, specifically the mild-hybrid system
Mercedes plans to introduce for its next-generation inline-4 engines. The
system features a 48-volt
belt-driven starter generator that can aid the engine during high-load
situations and recover energy at other times. The tuner is also said to be
looking at electric compressors, similar to what Audi is already using on its SQ7
TDI.
Note, AMG is also reportedly looking at hybrid technology
for a new
‘53’ series range based on larger Mercedes models.
Beyond the more potent powerplant, the new AMG compacts will
also benefit from changes planned for Mercedes’ own next-generation compacts.
The list includes a larger yet lighter structure, a 9-speed dual-clutch
transmission, and more advanced electronic driver aids. All-wheel drive will
remain standard.
One of the performance targets is a 0-60 mph time in under
4.0 seconds. Top speed will likely remain capped at 155 mph.
The first of Mercedes’ next-generation compacts will be a
new A-Class hatchback in 2018. The A45 hatchback should trail the regular hatch
by about a year. Mercedes plans to add three more body styles to its compact
range, bringing the total to eight. One of these will be an A-Class sedan,
previewed by the A Sedan
concept unveiled in April at the 2017 Shanghai auto show.
Interestingly, the concept previews the new A-Class sedan in AMG flavor.
Other AMG compacts will include new versions of the CLA45,
GLA45 and possibly a new, extra-rugged GLB45 SUV.
We hear there will also be tamer AMG compact cars along the
lines of the ‘43’ series cars currently offered by the tuner. These are
expected to come with around 275 hp and challenge the Volkswagen Golf GTIs and
Ford Focus STs of the world.
Despite AMG looking on track to deliver close to 100,000
cars this year, it’s clear the tuner has no interest in slowing down. Let’s
hope the brand manages to retain some exclusivity after the coming expansion of
the range.
Everyone wants a piece of Mercedes-AMG. Cadillac has stepped
up its V-Series offerings in recent years, Audi
Sport is gunning for a greater share of the performance segment, and
now Jaguar is ready to take on Germany's finest.
Speaking to Auto Express, Jaguar Land Rover Special Vehicles Operations
(JLR SVO) boss John Edwards admitted his skunkworks wants to build its own
bespoke sports car to take on Mercedes-AMG.
“Deep down we want to make our own model,” Edwards said.
“Just look at the success of the [Mercedes] AMG GT.”
Currently, JLR SVO has stuck to enhancing and building
high-performance versions of current production vehicles. Specifically, the Jaguar
F-Type Project 7 and the recently-revealed Jaguar
XE SV Project 8 are the fruits of its labor.
Before SVO takes on a unique model all its own, Edwards
reiterated it wants to get its Project cars just right. Then, it can look at
taking on grander projects. Without going into detail, he hinted the next SVO
Project car may be an SUV, and said the F-Pace and Range Rover Velar each had
"great potential." Considering how popular crossovers and SUVs have
become, it seems like a no-brainer.
As for how quickly the next vehicle will come, Edwards added
the XE SV Project 8 went from sketch
to finished product in just 12 months.
As for what that unique model would be, we would have to
assume a sports car or supercar above the F-Type with a starting price in the
$150,000-$200,000 range, or even higher. Jaguar revealed the C-X75 Concept in
2010 with a carbon fiber composite monocoque chassis, but that car never came
to fruition. Perhaps Jaguar could return to that well by scrapping the carbon
fiber and adapting a C-X75-inspired body to the F-Type's platform for a
limited-edition bespoke car. It would be great to see something like that see
the light of day.
While that's just speculation, it's awfully fun to imagine.
