Jaguar C-X75

[Monteverdi]

Jaguar C-X75 gets 500bhp 1.6 turbo

Jaguar confirms tech details of new £900k hybrid hypercar as it nears the working prototype stage.

The C-X75 is closing in on the working prototype stage, two years after its Paris motor show launc.
The new 1.6-litre engine used to power Jaguar’s cutting-edge new Jaguar C-X75 hypercar will rev to 10,000rpm and use both a turbocharger and a supercharger to generate around 500bhp, the manufacturer confirmed today.
You can hear the engine in action by clicking on the sound clip at the end of the accompany blog, Hear the C-X75 hypercar.
It will supplement two electric motors positioned on the front and rear axle that Jaguar is confident will outperform any of its forthcoming rivals in the fast-growing electric supercar niche. The team behind the C-X75 project reiterated that, as they move into the working prototype stage, they are confident of a 200mph top speed and sub 3.0sec 0-60mph time.
Despite the presence of the extraordinary four-cylinder petrol unit (which, for now, replaces the dual jet turbines that featured on the 2010 concept) and its implied performance, Jaguar has gone to great lengths to make its plug-in, range-extended, six-figure machine a viable hybrid. Thanks to a liquid-cooled, 200kg battery pack, which is the heaviest component in the car, the C-X75 is projected to deliver an all-electric range of 60km, and will still manage 0-60mph in 6.0sec without resorting to internal combustion.
The 600v battery is situated as close to the centre of the car as possible, just 85mm from the engine, which in turn is mid-mounted. Jaguar says it has worked hard to package all the heaviest components within the wheelbase, with even the rear-mounted seven-speed automated manual gearbox within the wheel shadow. The transmission is a legacy of the measures taken to save weight. The manufacturer believes it has saved around 100kg by not choosing a dual-clutch unit.
As previously revealed, the C-X75 will use Jaguar’s first carbonfibre-intensive structure. The bonded monocoque, formed from a carbonfibre tub and connected rear frame, has been created in conjunction with the Williams Formula 1 team and has enjoyed direct technical transfer from the F1 track.
It was originally believed that the engine may have benefitted from the same lineage as Formula 1 will soon adopt the same 1600cc capacity, but the team revealed that the powerplant is an all-new design which has been conceived and constructed in-house at Gaydon.
As it uses a supercharger and a turbocharger to deliver power at a different ranges, it employs both direct and port-fed fuel injection to maximize either efficiency or power depending on driver requirements.
That power is sent to the rear wheels or used to charge the battery, where it supplements the energy delivered via a wet clutch by the electric motor on the back axle. This is transmitted through the gearbox, but the electric motor up front is on a single transmission capable of working through the full spectrum of the C-X75’s performance.
As it never decouples, this means the car works with permanent four-wheel drive, a function Jaguar says will be vital to the handling characteristics of the final model.
Though as yet unseen, or indeed ultimately confirmed for production, it has already been suggested that the design flair exhibited on the stand at the Paris motor show two years ago has been carried across to the C-X75's road-going production successor, and that it will benefit from active aerodynamics. In particular, this will benefit the car's cooling; it currently sports 11 radiators to cope with the huge heat generated.
Assuming it sees its way successfully through the remaining development stage, Jaguar has reconfirmed its intention to build around 200 examples of the C-X75, and indicated that they will cost in the region of £700,000-£900,000.

Source: http://www.autocar.co.uk/car-news/new-cars/jaguar-c-x75-gets-500bhp-16-turbo

500bhp out of 1,6l engine? Pretty expensive though.

 

[Levi68]

The LFA is a bargain comapred to what awaits us in future. I doubt any of the future green cars will be as fun to drive as the LFA.

 

[HighestOfHigh]

they are confident of a 200mph top speed and sub 3.0sec 0-60mph time.

I hope so...

Missing those V8, V12 days already...

 

[Monster]

Dam, sucks to see Jag decided to drop the jet turbines, it would have been awesome and really gives the car a unique selling point.

 

[Monteverdi]

Dam, sucks to see Jag decided to drop the jet turbines, it would have been awesome and really gives the car a unique selling point.

They decided to run a limited run of these too. But I heard theres a problem with making them road legal.

Article from evo:
Jaguar C-X75 supercar: technical details

Jaguar has shed more light on the amazing technology going into its 200mph, 500bhp C-X75 hybrid hypercar

Jaguar invited evo to a round-table discussion with the key engineers responsible for bringing its C-X75 plug-in hybrid hypercar to production. And the details they revealed are mind-boggling.
There are two high-powered axial flux electric motors, one powering the front axle via a single speed gearbox, the other powering the rear wheels via the main seven-speed automated manual gearbox. They boast three times the power density of conventional electric motors, and are supplemented by a high-tech 1.6-litre twin-charged (supercharged and turbocharged) four-cylinder engine producing in excess of 500bhp at 10,000rpm.
As you’d expect, the performance claims are off the scale. Jaguar is confident the C-X75 will hit 60mph in 3sec and 100mph in 6sec, as well as comfortably topping 200mph. Insiders told me they’d be happy with 205mph, so it looks like the XJ220 won’t lose its crown as the fastest ever Jaguar production car.
Jaguar signed up Williams F1 as partners for the C-X75 with an eye on its carbonfibre expertise (the C-X75 will be constructed entirely from carbonfibre, with aluminium crash structures front and rear) and KERS technology, particularly in battery management and how to control two different power sources effectively.
Jaguar is confident the C-X75 will more powerful batteries than its hybrid hypercar competitors (its closest rival will be the Porsche 918) and revealed the twin liquid-cooled battery packs weigh 200kg in total. These are positioned as low down as possible in the chassis, sitting in two pods either side of the mid-mounted engine. They can be charged from a domestic electricity supply, by regenerative braking or by managing the engine to provide charge when needed. They operate at 600 volts (higher than any other hybrid car), giving the C-X75 an electric-only range of 60km (37.5 miles).
The unique twin-cam, 16v 1.6-litre engine is an all-aluminium unit, is dry-sumped and features both direct fuel injection and port injection, with both systems being used when full power is required. The belt-driven supercharger is there to boost low-rev performance but once 5000rpm has been reached, the engine swaps over to the single turbocharger to provide the boost and thanks to very aggressive cam profiles and variable cam-timing, power builds all the way to the stratospheric 10,000rpm rev limit. Jaguar is remaining coy on the peak power figure but is saying it’s ‘in excess of 500bhp’. High performance 1.6-litre four-cylinder engines will form the base engine for many forms of motorsport (including F1) in the near future, hence the appearance of one in Jaguar’s halo supercar.
All this power is transmitted to the rear wheels via the seven-speed automated single-clutch gearbox, which is a transverse design (like the Pagani Huayra’s), to keep the weight as close as possible to the centre of the car. Jaguar dismissed using a dual-clutch transmission because it would have added an extra 100kg. The rear axial-flux electric motor sits beside the engine and transmits its power to the gearbox via another clutch, so it can work independently to the petrol engine.
The single-speed front electric motor operates at all times (geared to the equivalent of sixth gear in the seven-speed rear gearbox), effectively giving the C-X75 all-wheel drive, which was deemed essential for it to hit the target 0-60mph time.
Jaguar is about to start trials with three working prototypes this summer, working towards bringing the car to the market in 2014. When pressed as to whether there’s really a demand for a £800,000, environmentally friendly hypercar (it will be rated at under 100g/km CO2), Jaguar is confident there is because the C-X75’s design was so well received when it was first revealed at the Paris Motorshow in 2010 and they are planning to only build a maximum of 200 examples anyway.

http://www.evo.co.uk/news/evonews/286006/jaguar_cx75_supercar_technical_details.html

 

[Monteverdi]

http://www.evo.co.uk/news/evonews/287356/production_jaguar_cx75_hypercar_canned.html

Production Jaguar C-X75 hypercar canned

Due to tough market conditions, Jaguar has pulled the plug on its C-X75 hybrid supercar.

Just 18 months after Jaguar announced it was putting the C-X75 hybrid supercar into limited production, the company has decided to pull the plug on the project, because today’s tough market conditions make the project financial unviable.
Jaguar’s global brand director, Adrian Hallmark, made this announcement to a select group of journalists last night (10 December 2012), saying that the decision ‘broke his heart’.
Jaguar had enlisted the help of Williams F1 and together they had assembled a crack development team to make this exciting car a production reality but today’s austere market conditions meant Jaguar would never sell enough examples of the £1M Jaguar supercar to make the project viable. All the knowledge learnt from the C-X75 project will be transferred to core Jaguar products currently in the pipeline.
Five fully working prototype C-X75 have been built by Jaguar, all powered by the trick twin-charged (supercharged and turbocharged) 1.6-litre 4-cylinder engine producing well over 500bhp. This is coupled to ultra high-tech electric motors, which only weigh 23kg, yet are capable of producing 400Nm of torque.
Jaguar says the working prototypes hit their performance target of 0-60mph in 2.8secs and a 0-100mph time quicker than a Veyron, yet with emissions less than a Toyota Prius. Although the car won’t now be going into production, Adrian Hallmark confirmed they plan to continue developing all five prototype C-X75 to the point where they are fully functioning cars that meet all the performance objectives Jaguar set for the C-X75 initially.
This work is expected to be completed by May 2013, after which Jaguar will keep three of the prototypes in the Jaguar historic fleet and will sell off the other two prototypes, most likely by auction. So if you’ve always fancied a 205mph Jaguar, that can crack 0-100mph in 5.5seconds yet can travel up to 60 miles on electric power only, get your cheque book ready…

Can't say that I didn't see this coming, but I'm gutted regardless.

 

[Monster]

Yeah I though it is going to turn out like this, it was way too optimistic and highly unnecessary for Jaguar to start a project like this. They should sort out their current model range first.

 

[JHF]

No no no!!

 

[Merc1]

Yeah I though it is going to turn out like this, it was way too optimistic and highly unnecessary for Jaguar to start a project like this. They should sort out their current model range first.

Exactly. They need a 3-Series competitor before anything. This would have been another XJ220, underdeveloped, overpriced and ultimately a failure because they don't have the resources for this type of car. The Porsche 918 would have killed it.

M

 

[Centurion]

Yeah I though it is going to turn out like this, it was way too optimistic and highly unnecessary for Jaguar to start a project like this. They should sort out their current model range first.

Yupp. I am understandingly disappointed. They should prioritise a 3er rival over a vanity project.

 

[Deleted member 25]

The 3er competitor makes certainly sense, but if they come up with another X-type, then they can start to dig a hole.

 

[JHF]

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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 Spyderinto 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, Jaguarconcluded – 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.


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 ofJaguar’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.
Price N/A; 0-62mph less than 3.0sec; Top speed 220mph; Economytbc; 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; Torque738lb ft Power to weight 500bhp/tonne Specific output 313bhp/litre (IC engine); Gearbox 7-spd robotised manual

http://www.autocar.co.uk/car-review/jaguar/c-x75/first-drives/jaguar-c-x75-first-drive-review

 

[JHF]

We get behind the wheel of the stunning Jaguar C-X75, which gets a hybrid powertrain and 880bhp

Verdict
5

We were expecting to find a hastily glued together prototype but in fact, even in its current state, the C-X75 is a match for the Porsche 918 Spyder (we’re yet to drive the P1 and LaFerrari), so it’s a crying shame that it won’t be built. And we’re not the only ones that think so: “We really should be building it shouldn’t we? I guess I’m probably not meant to say that,” Jaguar’s design director Ian Callum let slip.
The hybrid Jaguar C-X75 was supposed to go on sale this year - alongside the Porsche 918 Spyder, McLaren P1 and Ferrari LaFerrari - forming the fourth member of the greatest hypercar battle of all time. But back in December last year Jaguar pulled the plug, blaming economic conditions for the U-turn.
But the project wasn’t ditched altogether; five prototypes continued their development, and now that process has come to an end and we have been invited to take a drive and experience first hand what might have been.
To get your head around what a stunning technical achievement the C-X75 is here is a simple set of numbers that the whole team were given as targets: The finished prototype had to match the performance stats of a Bugatti Veyron, emit less C02 than a Toyota Prius and an electric-only range that's identical to a Chevrolet Volt, all while sticking as closely as possible to the gorgeous design of the concept car.
The last time Jaguar transformed a wild concept into a road car was with the XJ220 back in 1992, and the C-X75 shares the same 220mph top speed - but that's where the similarities end. Crammed into the narrow gap between the bulkhead and the rear wheels is a 1.6-litre four-cylinder petrol engine that produces a staggering 502bhp thanks to a combination of a twin-scroll supercharger and a gigantic turbo. When combined with the two electric motors – one at each axle – that add another 390bhp into the mix, the final performance figures are 880bhp and 1,000Nm.
Few - if any – cars can accelerate with the same ferocity as the C-X75 can. The engineers claim it will pull 1G on a dry surface and the tiny engine growls fiercely (more like a V8 than a four-cylinder) at low speeds before erupting into a bona fide racing car howl once it revs past 7,000rpm.
Fortunately for us, drive is sent to all-four wheels and it felt incredibly stable even when we hit an indicated 194mph on the straight. Drive is sent to the rear wheels through a seven-speed automated manual gearbox, while the front wheels are powered by their own separate electric motor. In normal driving 70 per cent of the torque is sent to the rear, but there is no mechanical link between the two and there is so much tech packed behind the driver that the fuel tank sits under the centre console.
Pull the paddles on the steering wheel back and the gear changes slam home in less than 200 milliseconds, jerking your head back and adding to the raucous nature of the powertrain. In other areas, though, the C-X75 feels amazingly finished for a prototype. The light steering has great natural feel through the rim and allows you to place the two-metre-wide carbon-fibre body with relative ease, while the ride is impressively supple despite the 21-inch wheels. Simply put, it still feels like a proper Jag.
Yet the performance and handling capabilities are only half the story and there’s a pure electric mode, too. The claimed CO2 emissions of only 89g/km are an incredible achievement, while the combination of an incredibly powerful pair of lithium-ion battery packs and those electric motors mean the C-X75 is just as impressive during silent running.
Top speed is capped at 90mph in this mode and although Jaguar won’t release an exact figure, Williams engineer Paul Newsome did tell us that the batteries and motors weigh “easily more than the engine and gearbox combined”. They were developed in-house by a joint team that included the KERS specialists from the Williams F1 team – who also helped sculpt the active aerodynamics that give the prototypes its stunning looks.

Key specs

• Price: £1,000,000 (est)
• Engine: 1.6-litre 4cyl turbo-super and electric motors
• Power: 880bhp (est)
• Transmission: Seven-speed automated manual, four-wheel drive
• 0-62mph: 2.9 seconds (est)
• Top speed: 220mph
• Economy: 72.4mpg (est)
• CO2: 89g/km
• On sale: Never

http://www.autoexpress.co.uk/jaguar/c-x75/64542/jaguar-c-x75

 

[Levi68]

1.6l I5, 10.000 RPM, 500 PS!!!!

And it looks very good. How much does it weigh?

 

[JHF]

1.6l I5, 10.000 RPM, 500 PS!!!!

And it looks very good. How much does it weigh?

It does weight 1700 kg, look above (autocar-article).

 

[Deleted member 25]

Why the tests ?

 

[Levi68]

It does weight 1700 kg, look above (autocar-article).

So like 918. Hybrid is heavy still, but can compensate with low consumption.

 

[Monster]

Dammm, I wasn't a huge fan of the concept car's styling but this test car looks spectacular, and it sounds nothing like a 4 cylinder engine as well.

 

[Deckhook]

It does weight 1700 kg, look above (autocar-article).

I'm sure Agent K will tell us that figure of 1700Kg was pie in the sky and it actually was closer to 2000kg. LOL

On a more serious note its a crying shame they didn't put it on sale because it looks achingly close to production ready and it looks and sounds incredible.

 

[Sayyaaf]

I still think this is the best super car design in the past decade.