1920s

The story of Jaguar is that of a great brand that began in 1922 with the founding of the Swallow Sidecar sidecar business by two partners, William Lyons and William Walmsley. By 1926, Swallow had become Britain's leading manufacturer of sidecars, selling several hundred each month.
Despite the collapse of Wall Street in 1929, fresh bright models Swallow was a huge success.

1930s

An important step in the development of the business was Swallow's partnership with Standard Motor, which began to supply engines and chassis. The expansion of the model range required a new image and new names. That is why the company became known as S.S. Cars, and produced cars - S.S.I and S.S.II. In 1934, William Walmsley retired from business, switching to the production of trailers. William Lyons bought out his share and became the sole owner of the company.

1940s

In 1945 the company became known as Jaguar Cars. In 1949, the XK120 was first introduced at the British Motor Show. The name XK120 meant the engine model and top speed (in miles per hour). However, during races on the Belgian Ostend-Jabbeke track, the car was able to reach a speed of 132 miles / h (212 km / h), gaining fame as “the fastest production car in the world.”

1950s

1951 saw the triumph of the Jaguar crew of Peter Walker and Peter Whitehead at Le Mans. This achievement further contributed to the glory of Jaguar. In 1954, the C‑Type was succeeded by the D‑Type, the brainchild of designer Malcolm Sayer. The D-Type's design was so aerodynamically efficient that its top speed increased to 170 mph (270 km/h), and in test runs before Le Mans in 1954, it broke last year's lap record by 5 seconds.

1960s

The great achievement of these years was the introduction of the new E‑Type sports car in 1961.
On 11 July 1966, at London's Great Eastern Hotel, Sir William Lyons and Sir George Harriman issued a joint statement declaring the merger of British Motor Corporation Ltd. and Jaguar Cars Ltd. and the formation of British Motor Holdings.
1968 was the birth year of the legendary XJ series. The XJ6 sedan, designed by Sir Lyons, became his longest-lived brainchild: over 400,000 units were sold over the next 24 years.

1970s

In 1972 there were major personnel changes. William Lyons retired. Frank "Lofty" England took over as Chairman and CEO of Jaguar Cars.
In 1975, the XJ-S replaced the E‑Type. Designed by Malcolm Sayer as a successor to the iconic E-Type, the XJ-S inherits Jaguar's sporty spirit in unmistakably luxurious and elegant fashion.

1980s

In 1980, the well-known entrepreneur John Egan, who was supported by Sir William Lyons, became at the helm of the company and who managed to maintain the great traditions of Jaguar. In 1984, the government of Margaret Thatcher privatized Jaguar Cars, retaining the "golden share", which protected Jaguar Cars from takeover until 1990.
In 1985, the great founder of Jaguar, William Lyons, passed away.

1990s

On January 1, 1990, Ford officially became the owner of Jaguar Cars. One of the main results of Ford's arrival was the introduction of an ever-improving system of management and coordination between various divisions of the company at Jaguar enterprises.
In 1996, the XK8 model was born, embodying best features stamps. The XK8 surpassed all expectations and became the fastest selling sports car in Jaguar history.

2000s

In 2008, Tata Motors completed the acquisition of Jaguar and Land Rover from Ford Motor Company. Another bright novelty was the XF super sedan, which captivated fans of the brand with a classic Jaguar combination of power, comfort and ease of operation. This model, like all new cars of the brand, was created under the leadership of chief designer Ian Callum.
In 2012, the premiere of the "most sporting car Jaguar over the past 50 years” -- F‑TYPE. With a five-liter V8 engine producing 495 hp. the convertible is capable of accelerating to a maximum of 300 km/h. To accelerate to hundreds, it takes only 4.3 seconds, and from 80 to 120 km / h - 2.5 seconds.

Story brand Jaguar.

big cat

History remembers many examples when famous car brands, due to circumstances, were forever forgotten. A similar consideration could befall the Jaguar company, but fortunately the "big cat" turned out to be tenacious ...

text: Maxim Fedorov / 07/02/2013

The roots of the Jaguar brand go back to the English company SS Cars, which in turn grew out of a small company producing motorcycle sidecars Swallow Sidecar. The company was founded in 1922 by namesakes William Lyons and William Walmsley. It got its name from the name of the owner of the garage where the first strollers were built, and since Swallow in English means “swallow”, this nimble bird has become their emblem.

Having made enough capital in the wheelchair business, in 1927 the partners decided to start building cars on the Austin Seven chassis. Inexpensive “swallows” Austin Swallow equipped with 2- and 4-seater original bodies were in good demand. Orders for cars were constantly increasing, and Austin was unable to supply enough chassis, so Swallow began to purchase them from various manufacturers: Morris, Fiat, Swift, Wolseley and Standard (later became Swallow's main supplier).

But the founders of SS Cars wanted to start producing cars whose "stuffing" would not repeat the models of other manufacturers. To do this, they entered into an agreement with Standard for the supply of exclusive chassis, which were intended only for Swallow. The first such car was the SS1 (Standard Swallow), which premiered at the London Motor Show in October 1931. This model was equipped with a 6-cylinder engine and had the lowest body among the English cars of that time. The novelty was well received by customers, and the next year there was a version of the SS1 with an increased wheelbase, which became more proportionate and more spacious than before. The car received a lot of accolades and even won the title "The most beautiful car in the world."

In 1935, a model appeared that played a key role in the history of the company - the SS Jaguar sedan. After the war, when there was an urgent need to get rid of the "inconvenient" abbreviation SS, its name was chosen as the name of the enterprise - Jaguar Car. The first brainchild of the newly formed brand was the sports Jaguar XK120, which was released in 1949. The number in the index indicated the maximum speed (in miles per hour), although without a windshield this model could accelerate to 132 miles / hour (approximately 212 km / h), which was a record for production cars that time.

To participate in the prestigious 24 Hours of Le Mans race in 1951, a racing car with a streamlined body and a more powerful engine was created on the basis of the Jaguar XK120. The model was named XK120C by birth and was later renamed C-Type - already under this designation it performed at Le Mans, where it immediately brought the winner's laurels to the brand. Bypassing rivals on the track helped her not least disc brakes on both axles - Jaguar designers were the first to install them on a racing car, significantly increasing braking performance.

Inspired by the triumph of the C-Type, in 1954 the company released the racing D-Type with an aerodynamic body of unearthly beauty. In addition to design, this model was distinguished by constructive know-how: it was the first to use a monocoque body, whose constructs later became the generally accepted standard in the construction of racing cars. Like its predecessor, the D-Type proved to be successful on the track: in 1957, the Jaguar team completely defeated opponents in the 24 Hours of Le Mans race, taking the entire prize podium.

Unfortunately, Fortune cannot smile all the time. And, as it often happens in life, behind the white streak of success, a black streak has come for the Jaguar brand. On the evening of February 12, 1957, a fire broke out at the Browns Lane plant, incinerating the production shops and causing damage to the enterprise in 3 million pounds sterling (a colossal amount at that time). However, it was not for nothing that the company was called "Jaguar": like all cats, it turned out to be tenacious. Thanks to the efforts of the workers who helped restore the burnt-out shops, in just two weeks the enterprise resumed work, albeit at a third of its previous capacity.

While the plant was being rebuilt, the Jaguar design office was in full swing, the fruit of which was the legendary E-Type, which debuted at the 1961 Geneva Motor Show. The model, which impressed with its fantastic design, dynamics and attractive price, brought worldwide fame to the brand. The E-Type has gained thousands of fans around the world, and the New York Museum of Modern Art has even included it among its permanent exhibits. Thanks to its success, this car turned out to be a long-liver, holding out on the assembly line for 14 years.

September 1968 is considered the date of birth of the flagship Jaguar XJ limousine. With the advent of this model, the confusion in the classification of Jaguar sedans has finally stopped. The style of the car, which was personally supervised by William Lyons, made a splash. After a series of upgrades in 1986, a completely new model of the XJ series appears. It was the last of the Jaguars to receive the approval of William Lyons himself (1901-1986). Four years after the introduction of the new XJ, Jaguar was bought by Ford Motor Company.

Before Jaguar came under the control of the American auto giant in 1989, the British were doing very badly: the quality of the produced cars was lame, there was no money to launch new models, and the dealer network left much to be desired. A change in leadership, a revision of the business strategy, and an impressive financial injection of the American concern helped to rectify the situation. The main forces were thrown at improving the quality of machine assembly, reducing production costs, as well as developing a dealer network. In parallel, the development of a new model range was carried out, but this process was greatly extended in time.

The first model of the “new wave”, which appeared only in 1996, was the Jaguar XK8 coupe, and 9 years after Ford made cash crops on British soil, the S-Type business class sedan was born. The design of this model was inspired by the famous post-war Jaguar XK120 coupe, and at a price it was much more affordable than the flagship XJ. In 2001, the even more compact Jaguar X-Type sedan comes out. To reduce the cost of developing new items, Ford "shared" the Mondeo platform with the Jaguars, from which many X-Type nodes were borrowed. This model was distinguished not only by being the first Jaguar car with front-wheel drive, but also by the fact that it was based on a station wagon version - also the first in the history of the British marque.

After the X-Type, it was the turn of the company's flagship: in 2002, the new Jaguar XJ appeared, which, in defiance of the Audi A8, received an aluminum body. The use of aluminum made it possible to reduce the weight of the car by 200 kg compared to its predecessor, despite the fact that the car has become larger. Buying a Jaguar concern Ford received "to the heap" and the Daimler brand. So that the purchase would not remain ownerless, the new management of Jaguar decided to put it into action, offering long-wheelbase XJ sedans in the richest performance under the Daimler brand. However, despite all efforts, the Americans failed to bring Jaguar to a profitable level: in 2008, this brand, along with Land Rover, was sold to the Indian corporation Tata.

SS1 (1934). Photo: Jaguar

SS Jaguar (1938). Photo: Jaguar

Jaguar XK120 (1949). Photo: Jaguar

Jaguar C-Type (1951). Photo: Jaguar

Jaguar D-Type (1954). Photo: Jaguar

Jaguar E-Type (1961). Photo: Jaguar

Jaguar XJ (1968). Photo: Jaguar

Jaguar S-Type (1998). Photo: Jaguar

Jaguar X-Type (2001). Photo: Jaguar

Jaguar XJ8 (2002). Photo: Jaguar

Jaguar XK. Photo: Jaguar

Jaguar XJ. Photo: Jaguar

Jaguar XF. Photo: Jaguar

Jaguar F Type. Photo: Jaguar

The car with a graceful name and a powerful engine was produced by branches of the Jaguar company - this is rainy Great Britain. In 2008, the car brand became owned by the Indian car manufacturer Tata Motors. A luxury car is one of the most expensive among its counterparts in the market.

Jaguar release history

Production began with the release of sidecars in 1922, and the company was called the Swallow Sidecar Company. With the victory of the USSR and the bloc of allies, the name was reformed into a more harmonious Jaguar.

This was done on purpose, after the Second World War the policy of the victorious countries was aimed at denazification. And the abbreviated name of the company SS did not fit into the new world order.

Jaguar's country of origin nationalized production in 1975, before that Jaguar merged with British Motor Corporation and Leyland Motor Corporation in 1966 and 1968.

Ultimately, the Jaguar company split up and threw British Leyland away from itself. Thanks to what appeared on the stock exchange in London. From 1984 until 1990, the firm's securities were listed and were a component of the FTSE 100.

"Jaguar" in our time

Somewhere in the late 1990s, the car company was completely bought out by Ford. In the country of origin of the Jaguar, the car is mainly produced executive class for the first persons of Great Britain.

It was introduced in 2010, and so far this is the latest development of a well-known company. She also supplied cars for Elizabeth II, who is currently the current queen of the Jaguar-producing country. The car is also known for the fact that the famous Prince Charles drove it.

Development

Since 1987, the engineering association "Jaguar Land Rover" has been designing cars. It is located on the factory site of several cities in the Jaguar producing country, as shown below:

1. Utli.
2. Conventry.
3. Gaydon.
4. Warwickshire.

The machine assembly shop is located in Birmingham, where the Castle Bromwich plant is also located. According to some reports, the company plans to move part of the production to Solihull.

Ford's grandiose plans have reached the universities of Coventry. It is stated that about $138,500,000 will be spent on the development of the automotive industry and the improvement of already existing technologies. Together, about a thousand scientists of various fields will work on innovations, and technically they will be assisted by engineering staff.

Management

As you have noticed, at the beginning of the article, the Indian automotive concern Tata Motors acts as the owner of the company. And then it only talks about Ford. Let's figure out who owns the rights to the Jaguar car, who is the manufacturer, we will also find out.

Tata Motors announced in March 2008 that it would like to buy all production rights from Ford and the license for Jaguar Land Rover. And already in the summer of the same year, the deal was formalized and the rights to the Jaguar were transferred to an Indian company.

Factories

Jaguars are currently produced at one plant in India and two in the UK. Production is supervised by Tata Motors. The company plans to open several more factories in Saudi Arabia and China. This is explained by the expansion of the market and the attraction of new customers.

Some produced models of cars are limited and practically not available to the average buyer. But the XF and XJ brands are freely available, and it will not be difficult to buy them. Prices for medium-sized cars start at $17,000, which is about 1,000,000 rubles in Russian rubles.

Total

It is impossible to say in one person about the manufacturing country of the Jaguar, because the production is located in the UK and India. And in the future, the construction of new factories in Saudi Arabia and China. Let's hope that Tato Motors will keep the tradition and continue to delight customers with excellent build quality and imposing appearance.

Jaguar is a car whose country Great Britain is not the birthplace of jaguars. But for lovers of high-end cars, these three concepts are inextricably linked. Everyone is well aware that the Jaguar automobile brand is produced by a British automobile manufacturer. The car manufacturer Jaguar is part of the Ford association. And the history of the Jaguar brand began with the production of not even motorcycles, but motorcycle sidecars.

The history of the Jaguar brand: the beginning of the journey

The first car of the company saw the light only in the early 30s of the last century. The SS I model was distinguished by the graceful lines of an elongated low-seat body. But the real history of the Jaguar did not begin with this car. Approximately four years later, the next SS100 rolls off the assembly line. The car was characterized by a graceful exterior, the driver's seat was located just above the road level. The cutouts for the driver's elbows proved to be the most remarkable detail of the body, as were the large flat headlights with protective metal mesh, the long narrow hood with slots for better air circulation, the beautiful fender lines with sills.
Equipped with a powerful six-cylinder engine, the car accelerated to 160 km / h and really looked like a wild predator. Thanks to William Lyons, the "Jaguar" lettering first appeared on this car. According to experts, the history of Jaguar began with the SS100.

Company logo

During the Second World War, the company worked for the needs of the front, producing aircraft, and after the war, the Jaguar car began to be produced again: the manufacturer, of course, abandoned the abbreviation "SS". Three years later, the new Jaguar XK120 model is released, in which clear lines continue to be traced, making the brand recognizable. In addition, the hood is already decorated with a figurine of a real predator, thanks to which, even a person who is absolutely far from technology, having seen a figurine of a predator on the hood, knows that this is a Jaguar car brand.
So, we can sum up some results:
1. Jaguar car: country of origin - Great Britain.
2. The first model - about 80 years ago.
3. Extra class cars.
Currently, the company continues to delight fans of the brand with new car models.

William Lyons (Sir William Lyons, 1901 - 1985) was born on September 4, 1901 in the English city of Blackpool (Blackpool) on the north coast of England in a family of immigrants from Ireland. Father - William Lyons - owned a musical instrument store, mother, Minnie Barcroft, was the daughter of a manufacturer. The small town of Blackpool on the coast of the Irish Sea became the birthplace of what would later be called "Mr. Jaguar". Even in adolescence, William Jr.'s thoughts were captured by technology. His father noticed his genuine interest in motorcycles and got his son a job in the Manchester workshops of Crossley Motors, which produced small trucks for the military, where William Lyons received engineering practice while studying at Manchester Technical School. Young William wanted to start his own business and was seriously thinking about the production of the most popular gramophones of that time. However, the market was flooded with gramophones, and this stopped the enterprising young man. And by that time, motorcycles had become even more attractive for William. He ended up leaving Manchester in 1919 to work as a salesman for the Sunbeam merchants in Blackpool. Jack Mallalieu, a friend of William Sr., saw the young Lyons' interest in technology and hired him as a junior salesman at the Brown & Mallalieu garage. In this garage, which sold and serviced Sunbeam cars, William performed a wide variety of duties. He was a washer, a mechanic, a driver... He had a dream - to buy a motorcycle - and on the way to it he did not give in to difficulties.

1920s: BIRTH OF A LEGEND

After the war, motorcycles became more affordable, and William Lyons' dream came true: he bought a cheap Norton motorcycle, which was called an "oil bath" because oil was pouring from everywhere. At the same time, Lyons met William Walmsley: his polished aluminum stroller attracted the attention of a 20-year-old neighbor who bought it and was delighted with the idea. The young Lyons had two traits that remained his greatest qualities for the next 50 years: having business acumen and foresight, he immediately recognized the profitable commercial opportunity that was opening up, and his sense of style helped to correctly appreciate the attractive appearance of these, in principle, ordinary creations. He foresaw the wide potential opportunities that would open up if production was properly organized, ensuring its viability. Lyons ended up offering Walmsley a partnership. In September 1922, after William Lyons came of age, the friends decided to set up a business and, with the support and blessing of their fathers, they took out a £500 bank loan to start a motorcycle sidecar company, Swallow Sidecar (abbreviated as SS). It got its name from the name of the owner of the garage where the first strollers were built, and since Swallow means “swallow” in English, this nimble bird has become their emblem. Very stylish aluminum strollers Swallow immediately attracted the attention of motorists. The partners purchased modest real estate on the second and third floors of the building, in which production was launched by a small number of workers. As a sales assistant, the partners hired a young Arthur Whittaker, but he excelled in purchasing. Subsequently, Whittaker would work for the company for about 50 years, becoming one of the most forward-thinking professionals in his industry. Model 1 octagonal motorized strollers, for the first time aluminum was used, became more and more popular in the market, as a result of which their production developed rapidly, which led to the growth of the company, which in 1927, in addition to the production of sidecars, mastered the production of car bodies on third-party chassis.

Swallow Sidecar

In 1927, Herbert Austin presented his brainchild - the famous car Austin Seven. The miniature Sevens were cheap, easy to drive, reasonably reliable and mass-produced, but they lacked personality. This is what the talented and enterprising William Lyons took advantage of: deciding not to stop there. Having made enough capital in the wheelchair business, in 1927 he decided to try his hand in a new direction - the production of Swallow car bodies on the Austin Seven chassis. The first achievement of the company in this area was the development of the Austin 7 car body, thanks to which the William Lyons company received an order for the manufacture of 500 similar bodies. Inexpensive "swallows" Austin Swallow, equipped with 2 and 4-seater original bodies, were in very good demand.

Austin Swallow

The Swallow Sidecar bodywork was beautiful and sleek, which boosted sales even though it was priced higher than the standard Austin. Orders for cars were constantly increasing, and Austin was unable to supply enough chassis, so Swallow began to purchase them from various manufacturers: Morris, Fiat, Swift, Wolseley and Standard (later became Swallow's main supplier). During the economic crisis, many had to lower their claims, but the Swallow models, which were copies of the style of the more extravagant and luxurious cars of the era, softened the blow and allowed the owners to "keep the mark". Details such as the exquisite hood and Ladies Companion Set elevated the Swallow above average. Sales of cars and sidecars were growing and the decision was made to move to the Midlands, the traditional center of the British automotive industry. Thus, the young company "in full force" moved to Coventry (Coventry).

1930s: FORMATION OF THE COMPANY

SS1

Lyons was obsessed with making his cars as low as possible. By pushing the engine further back in the chassis than was customary, and paralleling the leaf springs, Lyons was able to achieve a long, low sports car. The SS2, which appeared at the same time and was doomed to remain in the shadow of the SS1, was only a smaller version of the Standard Nine chassis. In July 1933, the SS1 Tourer joined the coupe. It was the first open SS model and was entered into serious competition for the first time. In 1933 a team of three Tourer cars entered the Alpine Rally on the European mainland, and the following year they greatly enhanced the SS's reputation by taking the team prize in this particularly tough competition. In late 1933, the small SS II was greatly improved with specially designed chassis that added over a foot to the wheelbase. At the same time, the front fenders were restyled to match the new styling of the larger model.

SS1 Airline

In the second half of 1934, William Walmsley, who did not share the ambitious plans of his partner and lost interest in the enterprise, broke off relations with Williams Lyons. Turning his attention to the mechanical integrity of the car, Lyons turned to Harry Weslake, an eminent consulting engineer specializing in engine design, who designed a new cylinder head for the Standard engines used in the company's cars. He formed a technical department and appointed the young William Haynes as chief engineer. For the next 35 years, Haynes held a leading role in the company. In 1935, the lineup was expanded with the addition of the SS I Airline sedan. This design was not one of Lyons' favorites, but the uniform was in vogue at the time and was in high demand.

William "Bill" Haynes(William Munger "Bill" Heynes) (12/31/1904 - 09/1989), born at Leamington Spa near Coventry, was an English automotive engineer. Haynes was educated at Warwick School from 1914 to 1921, after which he began working for the Humber Car Company in Coventry in 1922, where he worked in the design department before becoming head of the engineering department in 1930. . During this time, he was responsible for pre-production of new models, including the Humber Snipe and Humber Pullman. In 1935, after the takeover of Humber by the Rootes Group, at the invitation of William Lyons, he went to work for SS Cars Ltd. Initially he worked on the chassis, and as a result, with a small team of assistants, he designed a new chassis in less than six months. The chassis was designed for an independent front suspension and a new 2.6 liter (2663) engine with an overhead valve cylinder head with a capacity of 103 hp. (77 kW). The new engine and new chassis were perfect for the company's first four-door sedan (saloon). A powerful, well-equipped sedan has become a cornerstone in the development of the company for many decades. Later, Haynes was involved in increasing the production of Standard Motor Company engines, which were then used on Jaguar cars. After World War II, SS Cars was renamed Jaguar and Haynes convinced William Lyons that the company should create its own line of engines. The result was the XK engine. In addition to engine development, Haynes also worked on the pre-production of many vehicles, including the Mk V, C-type racing and

D-type, Mk VII, E-type, Jaguar XJ13 and Mk X. After leaving Jaguar at the end of July 1969, he intended to "devote all his energy and enthusiasm to his farm." Shortly before his retirement, he became a Commander of the British Empire (CBE) for his achievements and was awarded The Most Excellent Order of the British Empire. Following his departure from Jaguar Cars, R. J. ("Bob") Knight and "Wally" Hassan took over his duties.

SS90

The fruits of the work of Weslake and Haynes became apparent in no time when a new, very stylish sports car was introduced. Known as the SS 90, the model had a 2.7-litre side-valve engine, but performance again did not quite match the car's flashy looks. However, all this was soon to change: in 1935, the Jaguar name reappeared on the scene for the first time with an entirely new line of sedans and sports cars. William Haynes has been working on a completely new box section cruciform stretched chassis for a new, vastly improved range of models. At the same time, Weslake was working on improving the Standard engines: by using overhead valves, he was able to increase the power of the previous 2.5-liter side-valve engine from 75 to 105 hp. For the new chassis and engine block, Lyons created a new body style that is less flashy than previous models, but no less stylish.

The author of the famous emblem is an English car artist Frederick Gordon Crosby(Frederick Gordon Crosby), who worked for The Autocar for many years. He pioneered sectional car drawings: the body parts in his drawings were dismantled, and the internal components of the car were drawn with amazing accuracy and the correct location relative to each other. During the First World War, he worked on the creation of accurate drawings of crashed German aircraft at the Air Transport Ministry, leaving no drawing in gouache and pencil. His work was exhibited three times at the Royal Academy (Royal Academy), the first time - in 1916: the painting depicted one of the first German airships (zeppelin), shot down by British aircraft. Gordon Crosby was friends with MG's Cecil Kimber, and when the first race car was produced in 1929,

del MG Mark III 18/100 Tigress, Crosby made a bronze tiger as the symbol of the model. But the model's fate was sealed: the MG M-Type Midget, introduced in 1930, was more reliable, faster and lighter, and as a result of the debut race, the Brooklands Double Twelve led the MG team to the podium, while the Tigress retired due to engine problems. As a result, only 5 copies of Tigress were built and the project was closed. Perhaps that is why, when William Lyons chose an animal for the emblem of his cars, Crosby turned his tiger into a jaguar. Lyons was looking for a symbol that embodies strength, swiftness and power (“Just not a symbol that looks like a shot cat” - he commented on one of the projects of the company where he ordered), and Gordon Crosby's jaguar best suited his requirements. Despite the fact that from time to time the outlines of this graceful animal changed, until the early 1960s, its figure adorned the hoods of all cars that left the company's factories. Then they decided to remove it for safety reasons, replacing it with a flat emblem on the hood, but this figure itself was offered to each client as an option.

Walter Hassan(Walter Hassan) (25/04/1905-12/07/1996) eminent British automotive engineer who was involved in the development of three very successful engines: Jaguar XK, Coventry Climax and Jaguar V12, as well as the development racing car ERA. Walter Thomas Frederick Hassan was born in London on April 25, 1905. His father, of Irish descent, owned a clothing store in Holloway, North London. He studied at North Polytechnic University (now the University of North London) and then at the Institute technical sciences Hackney. Hasan's first job was as a 15-year-old shop assistant at the newly formed Bentley Motors, after that as a mechanic in an engine shop, and then in manufacturing. Ultimately, he was awarded the title of the best Bentley mechanic. After Bentley was taken over by Rolls-Royce Limited in late 1931, Hassan left Bentley Motors and worked for Woolf Barnato. In 1933 he started building a racing car, he became known as Barnato Hassan, and was one of the most fast cars, ever off the Brooklands track. In 1938 he joined SS Cars Ltd as chief engineer. When the war broke out, he moved to Bristol and worked on engine development for the Bristol Engine Company. At the end of the war, he returned to Coventry to continue working with Bill Haynes on the new XK engine project. This engine remained in production with various revisions from 1948 to 1992. In 1951, 1953, 1955, 1956 and 1957 auto-

XK-powered cars won at Le Mans. In 1950, Hassan joined Harry Mundy at the Coventry Climax, and he and Claude Bailey designed a lightweight engine that twice won the World Championship for the Lotus team. This engine was also used in cars such as the Lotus Elite. The Coventry Climax was bought by Jaguar in 1963, and now, along with Bill Haynes and the Coventry Climax engineering team, Hassan was involved in the development of the famous Jaguar V12 engine. Hassan retired on April 28, 1972 at the age of 67 and for his achievements in motorsport he became an Officer of the British Empire (OBE) and was awarded the Most Excellent Order of the British Empire. He died in Easenhall Warwickshire on 12 July 1996 at the age of 91.

SS 2.5 liter Saloon

Showing his characteristic ability to attract attention, Lyons organized a dinner at the Mayfair Hotel in London to present his new model to the press a few days before the 1935 motor show. The introduction of the 2.5 liter SS Jaguar sedan was accompanied by enthusiastic comments, and the assembled guests were invited to name the estimated cost of the car. The average price quoted was £632, while the actual price was only...£395! All earlier SS models were removed from the production din, with the exception of the Tourer body, which, having received a number of changes, became known as the SS100. Great design sports cars reintroduced in the SS Jaguar 100: By installing a new chassis and engine, the company began producing cars to be proud of. For many, the SS 100 is a pre-war classic among sports cars. This model was designed to achieve significant results in competitions, both national and international.

THE SECOND WORLD WAR

During the war, the production of sidecars for military use increased to almost 10,000. At the same time, technologies for the production and design of aircraft were mastered, which later was of great importance in the design of automobile engines. Not surprisingly, in wartime, Coventry was a special target for bomb attacks, and special groups of people were formed to watch the tower in case of fire. On duty in one of these groups, Lyons, Haynes, Hessen and Claude Bailey made plans to create a new engine with which the company would become world famous. The first post-war years were not easy for British companies. Among other problems, there was a shortage of steel and foreign exchange. The government issued an official statement: "Export or die", and steel quotas were directly dependent on export activity; in other words: no export - no steel! First of all, however, it was necessary to resume production as soon as possible, and the best option was the re-introduction of the pre-war series.

1940s: JAGUAR CARS Ltd.

In 1945, it was decided to drop the SS name, which had fallen into disrepute during the war, and simply call the company Jaguar Cars. Shortly after the war, sidecar production was sold, and 1.5-, 2.5-, and 3.5-liter sedans and soft top models were introduced to successfully pursue large export deals. The models were called Jaguar Mk IV. The 3.5-litre Jaguar Mk IV proved too wasteful for the United Kingdom, but was ideal for the US, where most of the cars produced during this period were shipped. The SS 100 model was not produced after the war, but one copy survived, not registered during the war.

Jaguar XK Engine

In 1943, the company's employees Bill Haynes, Walter Hassan, Claude Bailey and Harry Whislake began work on creating their first own engine with a hemispherical ignition chamber. Claude Bailey developed several variants of cylinder head designs. Experimental samples were marked with the letter “X”, the second letter following it (they were added in alphabetical order) denoted the next design: “XA”, “XB”, etc. Many schemes were tried: four- and six-cylinder, overhead camshaft, while on the eleventh letter, it did not become clear that the motor, which received the designation "XK", is what we were looking for. The engine passed a tough endurance test, a 24-hour test where the engine speed was kept at 5000 rpm, and then every two hours the speed was increased for five minutes to 5250, 5500 or 6000 rpm. The XK engine was a fine piece of engineering that cost the company £100,000 to develop.

Harry Whislake(Harry Weslake) (08/21/1897-09/02/1978) was born in Exeter (Exeter) in a middle-class family. His father, Henry, was a director at Wiley and Co, a foundry and engineering company. His amazing engineering skills were evident from a fairly young age: as a schoolboy, he designed and built a system whereby a motor would drive a third wheel near the rear wheel of his bike. His father was not impressed with this invention, but he had to blush when a very similar system was sold as the Wall Autowheel a few years later. His love for motorcycles and the desire to make things better (faster) became the key moment of his life, later he founded Weslake Research and Development, which was engaged in the development and development of engines and cylinder heads. Some of the company's key achievements are: 1918 patent for the Wex carburetor, 1929 Bentley take the first four places at Le Mans using engines heavily modified by Harry Weslake, 1935 modified "Standard" engines to achieve 100 mph SS100 cars. 1947 Jaguar's new XK twin cam engine developed using Weslake patents. 1951 Jaguar XK-120C wins Le-man using Weslake's patented cylinder head. 1953 Jaguar C-type wins Le-man , using Weslake's patented cylinder head. 1954,1955,1956,1957 - Jaguar D-type wins Le-man using Weslake's patented cylinder head.

Jaguar XK120

Jaguar had a great new chassis, an extraordinarily powerful new engine, but no sports car. The decision was made to release a small number of sports cars to maintain popularity and, possibly, successful racing. William Lyons was faced with the task of developing a suitable body in just a couple of months to take part in the 1948 motor show. The result exceeded all expectations. Known as the XK120, the model was destined to become one of the greatest sports cars of all time. It wasn't just a racing car. The car had the sophistication inherent in Jaguar style, comfort unprecedented for this type of car and, among other things, its price was only £998. The maximum speed allowed the XK120 to become the fastest mass-produced car in the world. To convince the naysayers of this, the standard XK120 set a record of 126 mph on a closed stretch of dual carriageway at Jebbek in Belgium in the presence of the press. With the windshield removed, 133 mph was developed and orders poured in. It soon became clear that the production of two hundred cars could not meet the demand.

Claude Walter Lionel Bailey(Claude Walter Lionel Baily) (1902-1988). Born 21 September 1902 in Twickenham, son of John Robert Bailey, London furniture maker and grandson of Walter Peyton, an early pioneer of pneumatic equipment in Britain. He was educated at Richmond Hill School in Surrey and Henry Thornton School in Clapham. Received technical training in mechanical engineering at Regent Street, London Polytechnic. In 1918-1926 he studied at the Anzani Engine Co. in London. In 1928 he worked for Morris Engines Ltd., in Coventry, and then became chief designer and assistant chief designer. From the late 1930s he worked at Jaguar Cars Ltd in the technical department. In the 1940s, he was directly involved in the development of the Jaguar Cars Ltd. XK engine. In 1948 he was appointed chief designer of Jaguar Cars Ltd., Coventry. In the 1960s, he worked with William Haynes and Walter Hassan to develop the V12 Jaguar engine as part of a working group.

Jaguar Mk V

In September 1948, Jaguar announced its first post-war transitional model. Circumstances prevented the creation of something more radical, and the Mark V model became the company's glory for a couple of years. The main innovation was the independent front suspension designed by Haynes. By that time, a powerful new engine had been created, but it was decided that the Mark V was too conservative for it, and so the Mark V sedan and soft top model were equipped with the usual 2.5- and 3.5-liter power blocks. The design of the car had many positive differences. The headlamps were smaller and recessed into the front fenders, the overhead door hinges were replaced with hidden ones, the wheels were smaller and only stamped, the roofline of the Saloon became more sloping and looked more attractive, the shape of the bumpers changed.

1950s: THE POPULARITY OF THE COMPANY

Frank Raymond Wilton "Lofty" England(Frank Raymond Wilton "Lofty" England) (08/24/1911 - 05/30/1995) was an engineer and manager of Jaguar Cars Ltd. Frank England was born in Finchley, a suburb of North London, at the age of 14, England's family moved to Edgware, while studying at Christ's College, he demonstrated talent in engine building. In the pre-war period, England managed to work at Daimler, and later collaborated with many well-known racing teams (Birkin's Blower Bentley, American Whitney Straight's and several others). In 1938 he became a process engineer at Alvis. During the war, from 1943 he flew as a pilot on an Avro Lancasters bomber. After demobilization in 1945 "Lofty" England briefly returned to Alvis but was heavily affected by the wartime bombings and on the recommendation of close friend Walter Hassan he moved to Jaguar Cars in early September 1946. He first joined Jaguar in the same role that he worked for Alvis as a service manager At this stage the company had no motorsport plans, later after a string of private driver victories in the new Jaguar XK120, William Lyons suggested to Lofty England that they form a racing team. He rose to prominence as the manager of the Jaguar Cars sports racing team in the 1950s, during which time Jaguars won the prestigious 24 Hours of Le Mans five consecutive years. Following Jaguar's withdrawal from the Lofty race, England was taken over by Jaguar Cars. At the end of 1967, following the retirement of Sir William Lyons, Lofty England was named Chairman and Chief Executive Officer of Jaguar Cars. After development in the company

V12 engine and the start of production of cars under the Daimler brand, it was England who proposed that the V12 version of Daimler should be called Double-Six, in memory of the past victories of these cars in the 1930s. Lofty England retired in 1974 and died in 1995 at the age of 83.

Jaguar C-type

A test drive of three Jaguar XK120 models at Le Mans in 1950 showed that the Jaguar had the makings of a successful racing car, provided it retained weight and improved aerodynamics. Subsequently, Haines and service manager Lofty England convinced Lyons that the car needed to be produced solely for the purpose of further participation in the competition. This is how the XK120C model, better known as the C-type, appeared. To save weight, a multi-tube delta frame designed by Bob Knight was chosen. The bodywork was developed by aerodynamicist Malcolm Sayer, who joined the company from the aircraft industry. Many components were borrowed from the XK, including the engine. The engine, however, has been modified with larger dsgecryst valves, taller lift cams and larger SU carburetors.

1951-1953: 24h Le Mans

Three Jaguar C-types were completed just in time to race at Le Mans in 1951. They were to be driven by Stirling Moss and "Jolly" Jack Feeman; Peter Walker and Peter Whitehead; and Leslie Johnson with Clemente Biondetti. Jaguar cars were considered a "dark horse" and the crowd watched Ferrari, Talbot and Cunningham. However, Moss overcame obstacles at high speed, breaking the distance record and overtaking rivals. The possibility of sensational prizes seemed real until the flange of the oil pipeline broke on Biondetti's car. A similar fate awaited Moss. But luck did not turn away from the third car, and Peter Walker and Peter Whitehead scored the Jagaur C-type models the first serious victory on the road - victory in the most prestigious Le-Mans 24 Hours race. In 1953, Jaguar engineers collaborated with Dunlop to develop new disc brakes that became Jaguar's secret weapon at Le Mans 1953. Most of the top European car manufacturers and top Grand Prix drivers took part in this race. With a fail-safe braking system, the C-type could brake much later and gain speed. The result was a landslide victory, with the Jaguar C-type finishing first, second and fourth.

Jaguar D-type

The D-type was to pioneer with an almost completely monocoque design. A tubular front subframe was attached to this magnesium alloy "barrel", carrying the engine, steering and front suspension. A lot of this model with large fuel tanks was borrowed from aviation. Designed by Bill Haynes and Malcolm Sayer. The new D-type cars were brought to Le Mans in 1954, and high expectations were placed on them. Hamilton and Rolt fought in the Model D, but they were disappointed - after many hours of driving at the highest possible speed, during which the car worked flawlessly, after 24 hours the crew lost only one minute and forty-five seconds to the winning Ferrari. In 1955, the cars were modified and received a body with a long hood (Long Nouse) and engines with larger valves. At Le Mans, they competed primarily against the Mercedes-Benz 300 SLR, which they were supposed to beat. Mike Hawthorne's Jaguar D-type had a slight lead over Juan Manuel Fangio's Mercedes when another Mercedes car was involved in the most catastrophic crash in motorsport history. The driver and over 80 spectators died and many were injured. Team Mercedes dropped out of the race. Jaguar decided to continue and the Jaguar D-type driven by Hawthorne and Ivor Bueb brought the victory.

Jaguar XK140

In 1954, the Jaguar XK120 models were replaced by the updated Jaguar XK140, which was equipped with a more powerful 190 hp engine. With. The new cars visually resembled their predecessors, differing only in external details. The solid roof models featured an extended roofline and, like the soft top coupe, received two additional small rear seats suitable for both children and adults on short trips, which in turn made the XK140 more practical for families. In addition, the car could be ordered with a C-type cylinder head, which increased its power to 210 hp. with., as well as the car was offered with three types of transmission: a four-speed manual, a manual with overdrive in top gear and a three-speed automatic with a torque converter. The steering became rack and pinion, which increased the accuracy and information content of control. The price of roadsters, which were almost all made for export, was £ 1,700. The XK140 models retained the popularity of the XK 120, but very few of them were raced.

Jaguar Mk 1

In the early 1950s, automakers began to abandon the production of passenger cars on a separate chassis and began designing and building cars with a monocoque body. This idea was very liked by William Lyons, because. by abandoning the heavy chassis, new ideas in car design could be applied, as well as lighter and sportier Saloon models. Therefore, a new compact four-door model was chosen as a test pen, aimed at young and sporty customers with their families. Initially, the car was called Jaguar 2.4 Liter and later Jaguar 3.4 Liter, however, in October 1959, after the release of the new Jaguar MK2 model, it was renamed Jaguar MK1. The 2.4 liter Jaguar Mk1 was the company's first small Saloon since the Jaguar 1.5 and Jaguar 2.5 liter models were discontinued in 1949 and immediately became successful. designed for the US market and was not originally freely available in the domestic market.

Jaguar MK VIII / Mk IX

In October 1956, the successor to the Mk VII, the Jaguar Mk VIII, was introduced. Externally, the car benefited from the fact that the windshield became one-piece, the grille was changed and the rear light was enlarged, in addition, the decorative shields in the rear wheel arches were eliminated, and the interior trim became more luxurious than that of the Jaguar Mk VII. As for the mechanics, the car received a new cylinder head, which was dubbed the B-type and which, contrary to logic, followed the C-type! The new head had a modified valve angle and allowed the engine to develop 210 horsepower. s.. After two years of serial production, the Jaguar Mk VIII was replaced by the Jaguar Mk IX. The car was presented at the Moto Show in 1958. The main difference from the Jaguar Mk VIII is the new 3.8-liter engine with 220 hp. from the Jaguar XK150 model and new disc brakes on the front and rear axles of the car, as well as the appearance of power steering.

Fire at the Browns Lane plant. In 1956, Jaguar was doing just fine, the Jaguar C-type and D-type had won the Le-man 24 Hours since 1951, in 1956 the Jaguar D-type again came first in Le-man, and the Jaguar Mk sedan VII won the Monte Carlo Rally. The Jaguar Mk 1 was the sportiest sedan in the world, and the executive Mk VIII reached almost the pinnacle of luxury by 1950s standards. Jaguar XK 140 was considered a real supercar. Everything changed on the night of February 12, 1957, when a fire broke out at the Jaguar factory in Browns Lane. The next day, the company logo was on the front pages of almost all British newspapers. It is still not entirely clear what caused the fire. The media only wrote that the fire broke out in the utility compartment, after which it quickly spread to the production conveyor and warehouse. Firefighters arrived at the scene in a matter of minutes, but they could not do anything - there were tons of motor oil, a huge amount of car tires and other combustible material at the plant. It is difficult to imagine a more suitable place for a fire. The body elements of future cars were stored in a warehouse in the form of sheet aluminum and they were all destroyed. Three million pounds of damage in 1957 could have been financial ruin. In the development of its first monocoque sedan - Jaguar Mk 1 - the company has invested

three times less. The next morning the workers gathered at the conflagration. They were pulling charred and wrecked cars from under the collapsed roof - the clearing work became a large-scale operation. Despite the fact that used car dealers nearly melted down the commutator by offering to buy up the charred remains, Jaguar scrapped everything by not letting damaged parts reach the market. Two weeks after the fire, contrary to all expectations, the plant began to produce cars again. True, for a long time the plant worked only at a third of its capacity, producing cars for local dealers in order to somehow recoup losses. The Browns Lane fire is believed to be the largest and most "costly" in the history of auto plant fires.

Jaguar XK150

In early 1958, a version of the XK150 roadster appeared in response to requests from the US market. The Jaguar XK150 has become larger, the fenders have been integrated into the body, the car has acquired a wider hood, Windshield complex shape, the interior offered significantly more comfort to passengers and had a more luxurious interior trim. The walnut-trimmed instrument panel has been replaced with a leather-trimmed instrument panel. But the main change is the introduction of disc brakes on all wheels, a technical innovation that has brought the Jaguar brand many sporting victories. . The release of the XK150 roadster coincided with the introduction of the "S" version of the engine with a new cylinder head designed by Harry Weslake. It became known as the "straight through head" and, along with three SU carburetors, boosted power significantly to 250 hp. With. With this engine, the XK150 could reach 133 mph and 60 mph from a stationary position in just 8.0 seconds. This version was called Jaguar XK150 3.4S and had a cylinder head painted in Orange color. In the UK the car cost £1940.

Jaguar MK2

In 1959 attention turned to smaller saloons, and by the end of the year the Jaguar Mark 2 was introduced, a significant improvement over its predecessor, the Jaguar MK1. The car looked fresher and airier, helped by a completely redesigned bodywork above the waistline. The glazing area was increased by 18%, which significantly improved visibility, especially to the rear. Thin A-pillars made it possible to install a wider windshield, and the rear window increased in size and began to go onto the sidewalls of the body. doorways and side windows doors were framed with thinner chrome frames. The shape of the radiator grille was changed, the side, rear and fog lights. The model was equipped with a 2.4-liter, 120 hp. with., 3.4-liter capacity of 210 liters. With. and a 3.8 liter engine with 220 hp. s.. The fast little Jaguar has become highly sought after and there is even a line of buyers behind it. The cost of the car in the basic configuration was £ 1344.

Norman Dewis(08/03/1920) - a living legend of the British automobile industry. Jaguar Cars Ltd. Chief Development and Test Engineer Norman Dewis spent 36 years creating Jaguar's signature driving style, to which these fine British cars owe their unsurpassed combination of comfort and handling. He has a major role in the development and testing of all Jaguar models without exception from 1954 to 1986 (13 models). As a boy, at the age of 14, he became an apprentice at Humber Cars and worked as a bumper and fender builder. Norman Dewis had been with Humber Cars for almost a year when he had the opportunity to sign a contract with Armstrong-Siddeley, one of the UK's most famous engineering companies in the middle of the last century. A five year contract

a young man with exceptional opportunities for professional growth and doing what he loves. In 1939, with the outbreak of World War II, he was drafted into the army. He served in the Aviation Regiment as a gunner on the Short Sanderland flying boat. In 1943, the Air Department transferred Norman Dewis to another job, and until 1951 he was engaged in aircraft inspection and flight readiness testing. Norman Dewes joined Jaguar in 1951. He set up a testing department and subsequently developed over 600 test procedures. In 1953, the Jaguar D-type appears, which soon won many races. Norman Dewis drove this car on the Mille Miglia in Italy and Le-man in France, he also owns the speed record for the Jaguar D-type, and on October 20, 1953 in Jabbeke, Belgium, reached a speed of 172.412 miles on the Jaguar XK120 / h, which became a speed record for production cars. However, Norman Dewis considers the creation, together with Dunlop, of disc brakes to be the main achievement of his life - an invention that saved countless lives: the legendary disc brakes first found their way on the Jaguar D-type. In 2015, Norman Dewis for services to the British automotive industry became an Officer of the British Empire (OBE) and was awarded the Order of the Knight (The Most Excellent Order of the British Empire).

ACQUISITION OF DAIMLER

On May 26, 1960, Jaguar expanded with Sir William Lyons' acquisition of Daimler. The name Daimler was adapted in Britain by the entrepreneur Frederick Simms, who had been manufacturing and selling Daimler outboard motors in London since 1893, having bought a license from the German company of the same name. In 1896, Simms opened the country's first car manufacturing facility in Coventry, and from the beginning of the 20th century, Daimler became known as the "royal" brand, the British crown preferred Daimler. Daimler cars, unlike Jaguars with their sporty character, have always lived up to the word "luxury". In 1931, the Lanchester company was attached to Daimler, which was distinguished by its originality in technical solutions and superior design, but since 1956 Cars Lanchesters were no longer produced. The Daimler model range, formed by Lord Docker, was recognized as interesting, especially the luxurious coupes created together with the Hooper coachbuilder. But these extremely impractical and extremely expensive machines had a hard time finding demand. Accordingly, the volume of output was so small that significant profits were out of the question. One of Daimler's best designs was the SP250, a small fiberglass sports car. It had an attractive design and an Edward Turner-built, excellent 2.5-liter V8 engine, but the car did not use the best chassis, the same as on the inexpensive Triumph TR. Nevertheless, this car left its name in the annals of sports victories: Duncan Blake won the championship on it in 1961. North America among stock cars. Therefore, the release of the Daimler SP250 continued only until 1964. In the production program, they decided to keep the large parade Daimler Majestic Major with a 4.5-liter V8 engine, so as not to leave the "crowned heads" without transport. By the 70s, Daimler cars had practically lost their individuality. The only exception was the Daimler DS420, produced in 1968-1992. Other products of Daimler Motor Company Ltd. was a Jaguar in extended configuration with the company logo.

1960s: ICON IN AUTOMOTIVE DESIGN

Jaguar E-type

The E-type, or XK-E as it was known in the US, was fast, had great acceleration, excellent handling, refinement and comfort unheard of for such a car, and finally even looked just great! The car was presented at the Geneva Motor Show on March 15, 1961. The press, as well as the public, were delighted: in rare cases, a car received so many accolades. Prices of £1,950 for the roadster and £2,100 for the solid roof model added to the skepticism. Aston Martin cars cost almost twice as much at that time, and Ferrari almost three times as much. A few weeks later, two roadsters and two solid roof models were exhibited at the New York Auto Show - the reaction was completely extraordinary. As with the XK120, Jaguar's claims have been subject to track scrutiny. Two cars were registered for the GT Trophy at Oulton Park. They were entrusted to manage them Graham Hill and Roy Salvadori, who were ready to compete with Ferrari and Aston Martin. The two E-types held the lead until Salvadori suffered brake problems and was passed by Grand Prix driver Innes Island in a DB4 GT Aston Martin. Having done their best, Ireland could not get past Hill, who used all his skill to get past Aston, and as a result, all three finished by a narrow margin. It was the first brilliant victory on the road and irrefutable proof of the merits of the E-type model.

Malcolm Sawyer(Malcolm Sayer) (05/21/1916 - 04/22/1970) was an aircraft and automobile designer. His most famous works are Jaguar E-type, Jaguar XJ13 and Jaguar XJ-S. He spent the last twenty years of his life working for Jaguar Cars Ltd and was one of the first engineers to apply aircraft design principles to automobiles. Sawyer was born May 21, 1916 in Cromer, Norfolk. He was educated at the Great Yarmouth Grammar School where his father taught mathematics and art. At the age of 17, he received a prestigious scholarship and attended Loughborough College (later Loughborough University) in the department of aeronautical and automotive engineering, receiving honorary first class degrees. During World War II, Malcolm Sawyer worked for the Bristol Aircraft Company, designing aircraft. After the end of the war, Malcolm Sawyer went to Iraq in 1948 to work at the University of Baghdad, where he established an engineering department. At this time in Iraq, he met a German professor who helped him better understand the mathematical approach to developing a method for calculating aerodynamic curves. In 1950 Malcolm Sawyer returned to the UK and in 1951 joined Jaguar Cars Ltd. He called himself an industrial designer and artist and hated the term

"stylist", saying that he is not a hairdresser. His authorship belongs to the following body designs: Jaguar C-type, Jaguar D-type, Jaguar E-type, Jaguar XJ13, Jaguar XJ-S (although the car began to be produced after Sawyer's death). His main merit was that the design of the car "worked" both aerodynamically and visually. He developed a technique for calculating aerodynamic curves using tables, work now done by sophisticated computer-aided design software. On April 22, 1970, Malcolm Sawyer died at the Regent Hotel in Leamington Spa of a heart attack at the age of 53.

Jaguar MKX/420G

Jaguar Mk 2 production experience has led to the creation of a new big sedan in line with the spirit of the times. Before the start of production, the machine passed the largest test program in the company at that time. The Jaguar Mk X was a fully monocoque design. It featured an extended version of the new independent rear suspension found on the E-type and the same engine. The design of the car was focused on the US market. By European standards, the car was too big. Despite its size, the car was not slow and had a top speed of 120 mph, which American buyers liked. Unfortunately, the model did not become as successful as expected, although gradually it turned into a great car, capable of quickly and comfortable conditions carry five people. At the London Motor Show in October 1966, a model designated the Jaguar 420G was introduced, differing from the Mk X only by the addition of a vertical grille moulding, as well as additional turn signals on the front fenders, and a chrome strip along the fender and door panels (which allowed for custom paintwork). car in two tones). According to the new safety rules, the car lost the figure of the jumping Jaguar on the hood.

Robert Joseph "Bob" Knight(Robert Joseph "Bob" Knight) (09/20/1919-08/31/2000) - an outstanding engineer - the developer of the chassis of cars. "Bob" Knight was born in 1920 and attended Bablake School in Coventry before graduating from the University of Birmingham with a bachelor's degree in mechanical engineering. He joined SS Cars Ltd. in 1944, as a technical assistant in the chassis development department, directly invited by chief engineer William "Bill" Haynes, who was impressed by the young "Bob's" training, intelligence, and analytical skills. "Bob" Knight proved to be extremely capable of improving the car's dynamics. He was a brilliant engineer and in 1951 he was appointed chief vehicle development engineer for Jaguar Cars Ltd. In tandem with Malcolm Sawyer, they created the beautiful Jaguar C-type, D-type, and when development of the Jaguar E-type began, he developed brand new rear suspension. It is known that this work took him only 27 days, and the impetus was a dispute between him and William Lyons for 5 pounds that this work could not be done in a month. By 1960, "Bob" Knight was in charge of all Jaguar development, and three years later took over from William Haynes as chief engineer. In 1978, he was appointed Managing Director of Jaguar and spent some time building the organization that was to become the backbone of the independent Jaguar company in later years. After leaving Jaguar in 1980, John Egan replaced him, and "Bob" Knight did not give up his engineering career. He has worked for a number of major companies including Dunlop and Rolls-Royce. In 1975, for achievements in the development of the British automotive industry, "Bob" Knight became a Commander of the British Empire (CBE) and was awarded The Most Excellent Order of the British Empire. "Bob" Knight died on August 31, 2000 at the age of 81.

Jaguar S-type

In 1963, the S-type sedan was announced. It was a nice compromise between the shape of the Mk 2 and the Mk X. Most importantly, the S-type received independent rear suspension and this model was offered with either a 3.4-litre or 3.8-litre engine. The development of the Jaguar S-type model required the solution of many engineering problems. A key element was the installation of a modified independent rear suspension with a wider track than the Jaguar E-type. The main feature of the new suspension was that it used a semi-axle as the upper arm, at the base of which brake discs were installed. The suspension itself was attached to the car body through silent blocks, which had a positive effect on the comfort of driving. The installation of this suspension in the S-type required a complete redesign of the rear of the Mk 2. In the end, the rear was borrowed from the Jaguar MK X. The Jaguar S-type used the same subframe and double wishbone front suspension as the Jaguar MK2. Despite the increase in weight of the Jaguar S-type, no changes to the brake system were required and the car was equipped with a disc brake system from the Jaguar MK 2 model.

Jaguar 420

In 1966, the Jaguar 420 sedan was introduced. It was similar to the redesigned S-type, but had a Mark X-style front end. great car. The Jaguar 420 was designed to replace the S-type, but due to continued demand for the model, all four Jaguar models (MK2, S-type, 420 and 420G) remained on sale. Although it was a temporary model for Lyons, as they were working on something really special that was destined to see the world in a couple of years. An interesting fact, since the acquisition of Daimler, Sir William Lyons has not produced cars with identical bodies and engines, but under different brands. Daimler Sovereign, in the back of the Jaguar 420, was the first model in the company's history to use badge-engineering.

Jaguar XJ13

In mid-1955, a team of Jaguar engineers set to work on the ambitious development of a V12 racing engine. Work under the direction of Claude Bailey lasted eight long years. In 1964, the first working prototype of a 5.0 liter V12 engine with a 60 degree aluminum block and a compression ratio of 10.4:1 was tested. Engine showed following characteristics- power 502 hp at 7600 rpm, torque 523 Nm at 6300 rpm. and engine weight 294 kg. The car for the new engine was prepared by 1966. It received the internal factory designation Jaguar XJ13. The car received a mid-engine layout and was created for the new V12, which was included in the power frame and was part of the chassis, a five-speed manual gearbox was located behind the engine and transmitted torque to the rear wheels of the car. The front suspension followed that of the E-type, which had the torsion bars replaced with conventional springs, while the rear suspension did not have a subframe and used single shock absorbers instead of the twins on the Jaguar E-type. Unfortunately the XJ13 never raced and became museum exhibit for enthusiasts. Her form has become another masterpiece of Malcolm Sawyer. True to tradition, this model has become one of the most beautiful cars and eternal tribute to this outstanding engineer, who died suddenly in 1970.

Jaguar XJ Series 1

In the second half of the 60s. Jaguar had too many sedan models designed for a fairly narrow market segment that were quickly becoming obsolete, and the time had come for the next leap and a radical improvement. In 1968, the XJ6 model appeared, which undoubtedly became the most refined, and enthusiastic praise was not long in coming. Firstly, the form has become another masterpiece of Lyons. In an era when cars began to lose their distinctive features, Jaguar cars continued to stubbornly maintain their individuality. Not only did the car look great thanks to Bob Knight's impeccable work, the XJ set new standards for ride and comfort. With the advent of the XJ, all other saloon models were superseded, with the exception of the 420G. To provide a wide range of products in the market with just one body style, Jaguar offered a choice between the familiar 4.2-liter XK engine and a new 2.8-liter variant, in 1972 a V12 engine option was introduced. Given the affordable £2250 price tag for the XJ6, the waiting lists were as long as ever, to say the least. Sir William Lyons' decision to focus on one model proved to be absolutely correct, as the XJ series provided the company for almost two decades.

1970s: TRIUMPH TIME

New four-door model Jaguar sedan The XJ Series 2 was introduced at the Frankfurt Motor Show in September 1973. Visually, the Jaguar XJ Series 2 cars are stylistically little different from the Jaguar XJ Series 1 model, with the exception of higher front bumpers, as required by new safety rules, which led to a change in the main grille, which was significantly reduced in size, and a second grille appeared under the bumper radiator cooling. The interior of the car has undergone a more significant update, the steering column has a windshield wiper control in addition to the turn switch, and the turn switch has acquired an on function. high beam, instead of the floor switch on the XJ Series1. Switches disappeared from the front panel, and the instruments were grouped closer to the driver. The structure of the dashboard has undergone visual and functional changes, including a completely redesigned air conditioning system. Engines were offered the same as in the XJ Series 1, and from 1975 the 2.8-liter engine was replaced by a 3.4-liter engine. As a result, the dynamics of the most inexpensive versions, which, however, cost at least £ 3,500, were improved.

THE RESIGNATION OF WILLIAM LYONS

In 1972 there were major personnel changes: William Lyons resigned. Frank "Lofty" England took over as Chairman and CEO of Jaguar Cars. But even after retiring from business, William Lyons did not break ties with the company. By that time, he had become not only a living legend, but also the hero of a host of funny stories passed from mouth to mouth by employees of the company. It was said that the frugality inherent in Sir William from his youth, over the years, was transformed into outright stinginess. One day, he allegedly looked into the Jaguar showroom in Piccadilly Circus. Taking the opportunity, the salon manager asked to be allowed to replace the old floor mats that lay at the entrance to the showroom. “Of course not, because these are still quite decent,” Lyons replied. And after some time, he again came to the same salon and got angry when he saw the new rugs. The reaction was instant: “I ordered you to refrain from wastefulness and I thought that you understood me!” The case was already going to be fired, but the manager managed to justify himself: “Sir, I just laid more worn rugs in front of the employees’ offices, and those that were there in front of the entrance.” In response, I heard: “In that case, I’ll wait for you on Monday at my Wappenberry Hall, do it at my house too.”

Jaguar XJC

In 1973, the extraordinary popularity of the XJ models received a new round, new versions of the Series II were presented at the Frankfurt Motor Show, and a new body style was introduced there. It was an XJC coupe that looked particularly stylish. The main building had only two doors and no window frames. So, in the absence of a central window pillar, the windows on the doors and in the rear could be lowered, creating the effect of the complete absence of a pillar. In this form, the XJ6C and XJ12C looked especially sporty. A pair of V12 XJ coupes were prepared to race Broadspeed for the British company in the European Touring Car Championship. Despite the experience of racers such as Derek Bell, the cars did not succeed in 1976 due to shortcomings. Unfortunately, after the release of a small number of magnificent coupes in November 1977, Jaguar decided to phase out short wheelbase bodies and concentrate on long wheelbase sedans. £.

Jaguar E-type Group 44

At this time in the USA, the V12 E-type had a big impact on the racing scene. Bob Tullius, whose Group 44 team successfully registered Triumph and MG sports cars for SCCA, convinced Jaguar that the E-type could compete. Jaguar decided to bring the Group 44 back to the east coast and Joe Huffaker, who had worked successfully with MG cars for several years, to the west coast. The E-type models dominated the regional championships for two years, breaking Corvette's lead in those series. In 1975, Tallius took a landslide victory in the "B" class stock car championship. To indicate the scale, it should be mentioned that during the previous 17 years, Corvette won the championship 14 times. Ironically, the E-type was discontinued by the end of 1974, and these race victories only served to illustrate the advantages of the company's design and engineering approach in 1961.

Jaguar XJ-S

Released in September 1975, the XJ-S was technically closely related to the XJ sedans. At that time, the design was very unusual, but at the same time the car looked modern and corresponded to the concept of GT (grand tourer) with its proportions. The final design of the car took shape by 1972, but Malcolm Sawyer, who developed this unusual design, no longer saw it, because. died tragically in 1970. While some found the overall look of the car somewhat inconsistent, no one could object to its impressive performance. A V12 engine with fuel injection was used, which provided excellent driving performance car. 60 mph could be reached in 6.9 seconds and top speed was 150 mph. The level of refinement and quietness was raised to sedan standards, with air conditioning included as standard. Initially, there was both a manual and an automatic transmission, but later the manual option was removed. In 1980, Jaguar announced the new H.E. for V12 engines. The result was a significant reduction in fuel consumption, which gave the V12-powered XJ-S a significant advantage during the eighties, when fuel shortages were most acute. the fastest production car in the world with an automatic transmission.

Jaguar XJ-S Group 44

After the release of the Jaguar XJ-S Group company 44 created a model for Trans-Am professional racing. Several test drives in 1976 showed the potential of the model, and in 1977 a full season was planned. In the 1978 season, the Group 44 team beat numerous Porsches with their XJ-S, which now developed 540 horsepower. s., and Tallius finished the season as a Category 1 Champion in the Trans-Am Championship. Next year on the new more light car equipped with a 560 hp engine. s., Tallius won the last seven races and again became the champion. By registering the XJ-S in 1977 for Brian Fürstenau, a car designer, in the last three competitions, Jaguar also won the manufacturer's championship. The final season that the Group 44 team entered in a Jaguar XJ-S was in 1981, and again Tullius won the first and then another race of the season. It was a year before Group 44 stopped competing in Trans-Am and focused on Group C racing in the IMSA GTP.

Jaguar XJ Series 3

In 1979, the XJ sedan was significantly modified. The design from Pininfarina was very elegant, apart from the change of bumpers, door handles and lighting devices, the body below the window sill line has not undergone changes, in contrast to the interior of the car, in which the front and rear racks, the shape of the roof and side glazing. It is noteworthy that the windshield and rear glass became glued, like the most modern models at that time. At the front, the shape of the grille has changed, and the headlights have acquired windshield wipers. In the technical part, the car acquired a new five-speed box transmission, for the first time production cars. The new Series 3 had a slightly reshaped design with a flatter roofline and more glass area, giving the car a more defined look. All this, along with improved ancillary equipment, created the impression of a complete modernization of the car and increased the height in the rear seat area. In fact, the car took on a style that exists outside of time and has enduring popularity.

1980s: BACK ON THE TRACK!

Jaguar XJR-5

In 1982, Group 44 received the green light to develop and manufacture a sports racing car using the Jaguar V12 engine. The car was created for IMSA competitions in the States. The model was called the XJR-5 and was an aluminum honeycomb monocoque with a centrally located engine that acted as a stressed part to which the rear suspension clung. The final touch was eye-catching white and green stripes on the bright fiberglass body. The car finished first, debuting in a race at Road Atlanta, and won the same event in 1983. In 1983 and 1984, the Jaguar XJR-5 won several victories in the USA (Road Atlanta, Lime Rock, Mosport Park, Miami) and the decision was made exhibit it as an experiment in the 1984 24 Hours of Le Mans. The races were attended by two cars with pilots Claude Ballot-Lena/John Watson/Tony Adamovicz and Bob Tulius/Brian Redman/Doc Bundy, but both were forced to retire due to technical problems. The following year, 1985, JaguarXJR-5s driven by Bob Tulius/Chip Robinson/Claude Ballot-Lena were able to finish in 13th place (for the first time after a break of 20 years).

Sir John Egan(John Egan) (11/07/1939) - British industrialist. He was the CEO and Chairman of Jaguar Cars from 1980 to 1990, and Chairman of Jaguar PLC (Public Limited Company) from 1985 to 1990. John Egan was born November 7, 1939 in Rawtenstall, Lancashire, the son of a garage owner. The family moved to Coventry where he attended Bablake School. He studied petroleum engineering at Imperial College London and then worked for Shell in the Middle East from 1962 to 1966. He later moved to AC Delco in 1968 and then to British Leyland where he played a role in developing the Unipart business. After four years at Massey Ferguson, John Egan was named chairman of Jaguar Cars. On April 17, 1980, a Jaguar press release announced that John Egan had been appointed CEO and Chairman of Jaguar Cars Ltd. from 1980 to 1990. In the most difficult time of the early and mid-1980s, he managed to raise the quality of cars, negotiate with workers and stop long-term strikes, increase the number of cars produced in the company, and also expand the model range. After Ford purchases for £1.6bn of Jaguar Cars, Sir John Egan moved to the position of chairman of the BAA (British Airports Authority). In June 1986 he was knighted. His contribution to the development of Jaguar Cars is enormous and second only to founder Sir William Lyons. They call him "The Man Who Saved the Jaguar"!

Jaguar XJ-S TWR

After returning to the UK, a new force appeared on the arena of competitions. Driver Tom Walkinshaw prepared the Jaguar XJ-S for racing in Australia in 1982 and planned to build a couple of cars for the European Touring Car Championship. The first season brought first and second place in the Tourist Trophy race at Silverstone. The following year, Jaguar scored five victories against BMW's six victories; the meaning of the numbers becomes clear if we mention that for every two Jaguars, five German cars were registered. The 1984 season proved to be a good one for Tom Walkinshaw's team, who added a third championship XJ-S to their collection. The team led the European Championship with a string of victories and Walkinshaw finished the season with the European title. Following this triumphant success, the team was tasked with developing a sports racing car capable of challenging the world and winning Le Mans for Jaguar for the sixth time.

DEATH OF WILLIAM LYONS

In February 1985, Sir William Lyons passed away quietly at his home, Wappenbury Hall in Leamington Spa, after seeing his beloved company regain independence the year before. The tribute to this man was truly boundless. For 50 years, he personified the Jaguar, and the role he played in the history of automobiles cannot be overestimated. Many remember him for being a shrewd businessman or an autocratic boss who called all his subordinates by name. Others will remember him for his frugality, and still others for his personal attention to detail. But mostly we remember him for his unique sense of design and style, and the way he incorporated a bit of character into every car he built. So when we see the Jaguar emblem on the trunk lid, we know it's really a Lyons car. His wife Greta, Lady Lyons, whom he had married back in 1924, died the following year. They are both buried in the cemetery of St. John the Baptist next to their home.

Jaguar XJR-6

Teams like Porsche and Lancia had a solid racing reputation, but British Formula 1 teams were world leaders in chassis design and Tony Southgate, a former Grand Prix designer, was hired to build the new XJR-6. At the time, Grand Prix cars used "ground effect" to "squeeze" the car into the road at high speeds, and this was put to good use in Southgate's design. The car was first tested in June - July 1985, and already in August 1985, at the first race in Canada, it took third place. Thanks to a contract with the manufacturer of Silk Cut cigarettes, in 1986 the TWR-Jaguar team entered the racing championships in Silk Cut colors. By this time, the V12 engine was upgraded, its volume was 6.5 liters (6496) and the power was increased to 690 hp and on May 5, 1986, the crew of Derek Warwick / Eddie Cheever on the Jaguar XJR-6 won the first victory since 1957 at the Silverstone race 1000 kilometers.

Jaguar XJR-7

Group 44 debuted the new XJR-7, with a redesigned body that featured stronger construction through the use of composite and honeycomb materials and the use of aluminum instead of steel, but the V12 engine and rear suspension remained unchanged. At the end of 1985 and in 1986, in front of their compatriots, the team managed to win two fourth and several second places, the team demonstrated such constancy again, taking second place in the manufacturer's championship. The TWR team had a great season, winning the 1000 km race at Silverstone and moving closer to the title of world champion. In total, under the auspices of Jaguar Cars, the Group44 team competed in 76 events over six seasons, including two at Le Mans, and made a total of 120 starts. It was on its own excellent result, but unfortunately no championships were won and Bob Talius' hopes of another Le Mans run were dashed when Jaguar Cars redirected financial support to Tom Walkinshaw and his TWR team.

Jaguar XJ40

Work on the car has been going on since the late 70s. Jim Randle became in charge of engineering and developed a completely new suspension for the car. The prototypes were tested in extreme climates over a total distance of 5 million miles. Launched in Europe in the second half of 1986 and in the US in early 1987, the new XJ6 was met with widespread acclaim. Models were offered with the 3.6-litre AJ6 engine and a 2.9-litre version was also offered in Europe, and there were again queues waiting to purchase the car. The 3.6 had good ride quality and the new suspension provided excellent ride quality. It was possible to order a 5-speed manual or automatic transmission. automatic box had the original "J-Gate" actuator tuning knob - the brainchild of Jim Randle. The car received a completely new, redesigned interior with Connolly leather trim and inlaid precious wood inserts, while rear seat passengers received polished wood folding picnic tables, and a new automatic transmission rocker made it easy and quick to select speed for a livelier ride. . Three derivative models were offered - XJ6, Sovereign and, the best in the series, Daimler.

James Neville "Jim" Randle(James Neville "Jim" Randle) was born in April 1938. Randle became one of Britain's leading car designers, a former Jaguar chief engineer and designer of one of the world's fastest sports cars, the Jaguar XJ220. Currently director of the Automotive Technology Center at Birmingham University, he started as a 16-year-old apprentice and led his first full-fledged car project, the Rover 2000TC, at the age of 25. In 1965 he joined Jaguar Cars Ltd. in Engineering and was involved in the development of the Jaguar XJ Series 1 and later with Pininfarina and the Jaguar XJ Series 3. including the XJ40 sedan. In 1984, Jim Randle led an informal project to develop the so-called "Saturday Club" (the Saturday Club), a group of engineers and designers from the center in Whitley, who volunteered to work weekends and after hours on a new supercar for racing in the group "B ”, which later became known as the XJ220. He left Jaguar Cars Ltd. as the company's chief engineer after 26 years in 1991, just two years after Ford took control of Jaguar Cars Ltd. The American giant appointed his men to key positions, and Randle was removed from office.

Jaguar XJR-8

By 1987, the TWR XJR-6 had been extensively redesigned and renamed XJR-8. About 60 changes were made to the car, the engine size was increased to 7.0 liters (6995), and its power was 720 hp. Now the cars have become stiffer, lighter, more powerful and had more downforce to improve traction properties. The changes paid off as Jaguar won the first four rounds of the 1987 championship. The next round was Le Mans, and Southgate designed the hull specifically for the fast French circuit. Three XJR-8LMs, as they were called, were registered, but luck turned against them, a puncture and a cracked cylinder head knocked out two cars, and transmission problems delayed a third. The seventh round brought first and third place at the Brands Hatch races, and victory at the Nürburgring in Germany finally cemented the world championship for Jaguar cars, which won eight races out of ten this year.

Jaguar XJR-9

In 1988, the index in the name of the car was changed again to Jaguar XJR-9, the car received an upgraded 7.0-liter V12 engine with an increased power of 750 hp. The IMSA cars were sponsored by Castrol, they were painted in elegant green, red and white and won the first event, the 24 Hours of Daytona - the season was off to a great start. At this time, the team started the world championship with second place behind Sauber Mercedes in the first run, followed by victories for team leaders Martin Brundle and Eddie Cheever at Yarama (Spain), Monza (Italy) and Silverstone (England). Porsche cars dominated Le Mans for several years. TWR-Jaguar came into opposition in 1988, registering at least five new XJR-9LMs. After 24 hours of hard racing, the XJR-9LM, driven by Lammers, Johnny Dumfries and Andy Wallace, crossed the finish line, adding another victory to the five Jaguars had won in the fifties. This moment was to be enjoyed. The remainder of the season was very successful, with Martin Brundle and Jaguar finishing respectively as Drivers' and Manufacturers' Championship winners by a substantial margin.

Jaguar XJR-10

The XJR-10 did not have the famous V12 engine, but a 3.0 liter twin-turbo V6 engine that developed 650 hp. The engine was equipped with an injection system, with electronic control and equipped with two Garrett turbochargers. This lightweight and high speed engine excellent for short distance acceleration and the TWR-Jaguar team had high hopes for it. The Jaguar XJR-10 debuted at the IMSA Championship on May 29 at Lime Rock. Jan Lammers came in second, just a second behind Team Nissan. In July, the Jaguar XJR-10 driven by Jan Lammers and Price Cobb took victory in Portland, defeating Team Nissan. The JaguarXJR-10 ultimately amassed 6 wins out of 26 positions in the extremely competitive IMSA GTP Championship. For a while, Jaguar cars competed in shorter distance races against cars with smaller, turbocharged engines. The advantage was that they could quickly develop turbo boost to increase power. Thus, TWR developed the XJR-10 for sprint racing, but continued to use the V12-powered XJR-12 for long-distance races such as Daytona and Le Mans.

Jaguar XJR-11

By July 1989, the Jaguar XJR-11 was prepared for the Group "C" championship specification. The car was equipped with a 3.5-liter V6 engine with an electronically controlled injection system and equipped with two Garrett turbochargers, which developed 750 hp. Like the Jaguar XJR-10, it faced very strong competition, this time from the Sauber-Mercedes team with their cars equipped with powerful V8 engines - the "Silver Arrows". Jan Lammers and Patrick Tambay could only take sixth place. Reliability problems, due to engine problems, plagued the Jaguar XJR-11 for most of the year. The only win for the Jaguar XJR-11, with the Bosch Motronic engine management system instead of that installed by Zytec, was won at Silverstone on May 20, 1990. Rule changes made the Jaguar XJR-11 practically obsolete for the 1991 season and the XJR-11 did not show the results that the TWR-Jaguar team was counting, however, it served the Jaguar Sport division well for most of the two 1989-1990 seasons.

Jaguar XJR-12

After reviewing the experience with turbocharged V6 engines, TWR-Jaguar engineers concluded that this engine did not meet the reliability requirements for long races such as the 24 Hours of Le Mans and in 1990 old engine The V12 was brought back in to compete at Le Mans. The car was named the Jaguar XJR-12 and again proved successful, winning the 1989 24 Hours of Daytona driven by Jones/Lammers/Wallace, followed by victories in Tampa, Portland and Del Mare. At the 24 Hours of Le-man on 16 and 17 June 1990, drivers Pryce Cobb/John Nielsen/Martin Brundle scored Jaguar's seventh and final Le Mans victory. In 1991, the Jaguar XJR- returned to Le Mans with a 7.4-liter V12 engine with 780 hp, it weighed exactly 1000 kg, as required by the new regulations, but could only take second and third place, losing to the Mazda team. After the rules changed again, Jaguar retired from the race.

RIGHTS TO JAGUAR GO TO FORD MOTOR CORP.

On November 1, 1989, Ford Motor Corporation (FoMoCo) approached the board of Jaguar Cars Ltd. with a proposal which, after a lengthy discussion of the proposed terms, led to an agreement. This agreement recognized the integrity of the Jaguar brand and established that Jaguar should remain a separate legal entity with a self-sustaining capital structure and its own board of directors. On December 1, 1989, an extraordinary meeting of shareholders was held, which approved the recommendation of the board to accept Ford's offer. Seven days later, this decision became irrevocable, and Ford announced the closure of its offer on February 28, 1990, when Jaguar's delisting was filed. Ford's transition team spent three months preparing the Jaguar performance report, during which time appointments of Ford officials to the main board were made. By the end of March, Sir John Egan announced that he was leaving Jaguar, and although he immediately handed over the powers of chief executive, until the end of June 1990 he retained the position of non-executive chairman. William J. Hayden (CBE), who took over as Chief Executive in March, took over as Chairman and Chief Executive on 1 July 1990. Bill Hayden had extensive experience in the British automotive industry, where he held a number of very important positions. Commenting on his appointment, he said: “I believe in Jaguar, its products and its people. The level of skill, education and ability of the workers is higher than I have seen anywhere so far.”

1990s: FORD ERA

Jaguar XJR-15

After winning Le-man in 1988, Walkinshaw conceived a new sports car concept that resulted in the Jaguar XJR-15. Its official premiere took place at Silverstone in early 1991. XJR-15 is a sports car with rear wheel drive equipped with a V12 engine with a volume of 6.0 liters and a power of 450 hp. The chassis and bodywork of the XJR-15 was made from carbon fiber and Kevlar, and was the first road car to be built entirely from composites. It was designed to comply with the 1990 Group C racing rules. In the road version of the car, the suspension was set up more comfortably, and the car earned positive reviews from journalists. A special sports series of the 1991 Jaguar Sport Intercontinental Challenge was created for the XJR-15. This competition, in three racing series, was held during 1991 in support of the Formula One Grand Prix at Monaco, Silverstone and Spa-Francorchamps. The car was produced by the Jaguar Sport division in Bloxham (UK) from 1990 to 1992, with a total of 50 Jaguar XJR-15s produced, selling for US$960,165 each.

Jaguar XJ220

As early as 1984, a small team of enthusiastic engineers at Jaguar Cars were contemplating a four-wheel drive car that would lead the company to victory at Le Mans. At first it was an informal project, the development of the so-called "Saturday Club", a group of engineers and designers from the center in Whitley, volunteering on weekends and after hours, albeit under the direction of technical director Jim Randle. The prototype was presented on October 22, 1988 at the International Motor Show in Birmingham and aroused great interest, the car literally gathered crowds around it. In early 1992, it was officially announced that the Jaguar XJ220 would go on sale in about sixteen months, at a price of £360,000. The serial version was presented to the public at the Tokyo Auto Show on October 25, 1991. The production Jaguar XJ220 used a 3.5-liter twin-turbocharged V6 engine. As standard equipment, the car was equipped with electric windows, mirrors and seats, air conditioning, an audio system with a CD player, and aluminum wheels. Serially installed alarm and immobilizer. The salon was made of leather of any color at the choice of the buyer. The price has also changed, in total for each Jaguar XJ220 you had to pay 403,000 pounds in Britain, or $540,000 in America.

Jaguar XJ (X300)

The world debut of the new XJ took place at the Paris Motor Show in October 1994, and the launch of the brand's new flagship became Jaguar's highlight of the year. For the first time, the company launched a new car, manufactured according to international quality standards, simultaneously in all markets of the globe. Designated internally as the X300 during development, the new XJ saw over £200 million invested and was the first model introduced by Jaguar since its acquisition by Ford. The most striking aspect of the new series was the combination of traditional and modern features, resulting in a new elegant body design. Every outer body panel has been redesigned from the XJ40. Engineers have made the new XJ quieter, smoother, more comfortable, faster, more economical, safer, more reliable and stronger. New 4.0-liter engine with 326 hp with compressor, the first for serial sedans enhanced comfort also ensured that the new XJ became more attractive to customers. The car was a resounding success and earned praise from Jaguar dealers, the press and customers around the world.

Jaguar XK8

In 1996, the XK8 made its debut at the Geneva and New York auto shows, causing a wave of approval. The powerful, flowing lines of the XK8 were reminiscent of the great Jaguar sports cars. The XK8 was Jaguar's first new sports car, belonging to the latest generation of Jaguar's long-term production strategy. Built on Jaguar heritage, the XK8 is a unique combination of style, luxury, refinement and craftsmanship, while setting new standards in the sports car market for performance, advanced technology, quality and reliability. Jaguar engineers have created a completely new design body and new interior salon. New suspension, the steering and braking system also confirms the XK8's reputation for best-in-class ride and handling balance. The heart of the XK8 was the all-new AJ-V8 engine. Designed and engineered in Whitley, the 4.0-liter 32-valve V8 with a four-barrel carburetor produces 290 hp. set new performance standards for the Jaguar brand. Since its introduction at the Geneva Motor Show, where it was recognized best car The XK8 has won awards and rave reviews all over the world for its style, beauty, speed, handling and even sex appeal!

Sir Nicholas Vernon "Nick" Shiel(Nicholas Vernon "Nick" Scheele) (01/03/1944 - 07/18/2014) - Chairman and CEO of Jaguar from 1992 to 1999. "Nick" Shiel was born in Brentwood, Essex, the eldest son of Werner J. Shiel and his wife Nora E. Shiel. He was educated at Brentwood School and went on to study at Durham University at St Cuthbert. After graduation, he joined the Ford Motor Company. Chairman and CEO, William Hayden, retired at the end of March 1992, his rich experience in manufacturing allowed the company to significantly improve quality and productivity during his two years in office, and the company he passed on was already more stable in all respects.His successor was "Nick "Shiel, who joined Jaguar at the start of the year as vice chairman. In September 1992, at the company's seventieth anniversary, Nick Sheel made it clear that Jaguar would continue to build on its strengths: "Sir William Lyons believed in providing its customers with a different individuality and some who are not indifferent to cars that provide world-class performance, ride quality and comfort at an affordable price. Today, these qualities are still a priority for Jaguar. Our goal in the future will be to continue this tradition and create new models that are unmistakable in Jaguar style and worthy of such a legacy.” Under his leadership, new models XJ (X300), XJ8, XK8, S-type were launched, production of absolutely new

vogo for the company engine AJ-V8. In April 1999, "Nick" Sheel, Chairman and CEO of Jaguar, was appointed Chairman of Ford Europe. In seven years of work in the structure of Jaguar, this man has made significant changes in the work of the company. Under his leadership, Jaguar has regained its rightful place among the world's most popular brands in terms of brand image, product quality and customer satisfaction. In 2001, "Nick" Shiel was awarded the British Order of Knighthood - The Most Illustrious Order of St. Michael and St. George (KCMG) for his services to the development of British exports. He died on July 18, 2014 at the age of 70.

Jaguar XJ8 (X308)

Jaguar introduced new sedan XJ8 at the Frankfurt Motor Show on September 11, 1997. The car has been extensively modified to improve quality, durability and structural performance. Torsional rigidity has also been increased, putting Jaguar in line with the leaders. The interior of the XJ8 was a modern evolution of Jaguar's style signature, blending traditional materials and craftsmanship intelligently with high technology. Increased passenger comfort, improved ergonomics and more legroom, while at the same time improving safety. Wide-ranging changes included the front suspension, braking system and wireless control. throttle valve. All XK8 and XJ8 hulls were painted at Castle Bromwich using the new equipment. The car was equipped with all-aluminum V8 engines with four camshafts of 3.2 liters with a capacity of 237 hp. and 4.0 liters with a capacity of 284 hp, later a version with a 4.0 liter compressor with a capacity of 363 hp appeared.

Jaguar S-type

In early 1998, Jaguar announced that the midsize S-type sports sedan (in-house designation X200) would debut in October at the Birmingham International Motor Show. Full production of the S-type will be in place by 1999, guaranteeing Jaguar's entry into a new century with record production levels and the widest range of products in the company's history. The new model was developed at Jaguar's Whitley Technical Center, built at Jaguar's Castle Bromwich plant and went on sale in March 1999. The S-type was hailed as a completely new, more affordable, compact, luxury sports sedan that complemented and expanded Jaguar's existing lineup. Positioned below the XJ in terms of size and cost, the S-type embodied the brand's core values ​​of quirky style, high power, easy handling and unrivaled comfort. The S-type was powered by either a 3-litre V6 or a 4-litre V8. The powerful V6, the company's first V6 engine, was perfectly matched to a chassis that combined unsurpassed performance and ease of handling. In addition, in the production of the car were used innovative technologies, including voice control of the audio system, telephone and climate control, which was first used on mass-produced cars, which ensured the safe and easy use of these systems.

2000s: NEW TIME

In October 1999, Jaguar announced its intention to compete in the Formula 1 World Championship. The decision to participate came after Ford bought the Stewart Grand Prixte racing team in June 1999, which was renamed Jaguar Racing. Jaguar's great achievements in motorsport have made it a worthy candidate for Formula 1. In over 50 years, Jaguar has won Le Mans seven times, the World Championship twice, the Monte Carlo Rally and countless lesser events. However, the 2000 season turned out to be extremely unsuccessful, due to technical malfunctions, both cars retired at the very beginning of the season. By the 2001 season, the design of the car was seriously modified and the new car allowed Eddie Irwin to climb the podium at the Monaco Grand Prix, but did not bring other victories to the team. The year 2002 for the Jaguar Racing team began extremely unsuccessfully, in most races the cars were refused due to technical problems. It wasn't until the end of the season that Jaguar Racing managed to achieve a slight uptick in results, with Eddie Irvine taking the car to the podium for the second time in team history. 2003 brought the team a clear improvement in results, she scored 18 points - twice as many as in any of the previous championships. In 2004, the team received new Jaguar R5 cars, but the results went down again. For three years in a row, Jaguar Racing finished only seventh in the Constructors' Championship and couldn't get any higher. As a result, the management decided to sell the team.

Jaguar X-type

In February 2001, the new X-type was presented at the Geneva Motor Show, which became the highlight of the exhibition, and a road test carried out shortly after by representatives of the press confirmed that, despite its size, it was a real Jaguar. Elegant and discreet design, along with the traditional features of the Jaguar models, made the car recognizable, and the interior trim corresponded to the quality standard and level of comfort that made Jaguar's reputation. From a technical point of view, the X-type stood out for its all-wheel drive system, which distributed traction between the front and rear wheels in a ratio of 40/60. It was the first all-wheel drive system used in the production of Jaguar vehicles. Engines for the X-type were lightweight V6 power units with 4 camshafts and a displacement of 2.5 and 3.0 liters and the highest power density in its class. Jaguar engineers developed engines that met the high demands placed on the company that created legendary engines HC and V12. Aimed at a wider and younger audience, the X-type was initially powered by a 2.5-liter V6 with 194 horsepower and a 3.0-liter unit with 227 horsepower, and in 2002 a modification with front-wheel drive and an engine capacity of 2.1 liters with 156 hp The sale of the car began shortly after the official opening of the Halewood plant, and the car itself became a source of pride for the products manufactured by the company. The model was the smallest in the Jaguar lineup and was produced in sedan and wagon body styles, with the X-Type being the company's only mass-produced station wagon.

Jaguar XJ (X350/358)

The Paris Motor Show in September 2003 was marked by the presentation of a completely new and technically advanced sedan, which replaced the existing XJ8. Developed as part of a project called the X350, the new XJ was an important step forward not only for Jaguar, but for the entire automotive industry. Most of the body components of new cars are made of aluminium. The extensive use of aluminum in the production of the new XJ made it 200 kg lighter. previous model, and this despite the fact that the new model is longer, taller and wider than its predecessor. The cabin has become more spacious and more comfortable for all passengers. Moreover, being 40% lighter than the previous XJ, the frame of the new car has become stronger by 10-15%, which increases the reliability and durability of the body. The new car was equipped with a 4.2-liter V8 engine, working both with supercharging and in atmospheric mode. Moreover, there were modifications equipped with a 3.5-liter V8 engine and a 3.0-liter V6. Automatically adjustable suspension is another innovation that is standard on all models in combination with the CATS system. The design of the new car is fully consistent with the style of Jaguar. In addition to the standard XJ with a short wheelbase,and a special modification - an extended version of the XJ with a compressor V8, which received the designation Jaguar Super V8 Vanden Plas. In 2005, the name was changed to Daimler Super Eight (exclusively for the US market). A limited edition version of the Super V8 Portfolio was available. Top copies had very rich equipment, in particular, monitors in the headrests and active cruise control with the Forward Alert function, which warns of approaching obstacles."Aluminum XJ" is the seventh generation of the XJ series. From the release of the first model in 1968 to the start of sales in the spring of 2003, about 800,000 Jaguar XJs were produced.

Jaguar XK (X150)

In January 2005, at the Detroit Auto Show, Jaguar unveiled a new concept car called the Advanced Lightweight Coupe, developed by Jaguar Design Studios under the direction of Jan Kalam. The Jaguar XK, internal code X150, was introduced on November 2, 2005 at the Frankfurt Motor Show with a 4.2-liter V8 engine, as in the first generation cars. In January 2006, at the North American International Auto Show in Detroit, the JaguarXK was introduced with a convertible body. The press reviews were positive: the car handled great, accelerated well, the brakes provided enough information, and the tuned exhaust system sounded just great. A redesigned interior and a completely redesigned front fascia provided excellent visibility for the driver and extra space on the front seats. After the appearance at dealers in mid-March 2006, live test cars, sales of the Jaguar XK worldwide showed steady growth. The car was offered with a coupe body and a convertible with a folding soft top controlled by an electric drive. The chassis of the car as a whole rotated the XK8 design. A V8 engine with a volume of 4.2 liters and a power of 298 hp was installed under the hood of the car. paired with a six-speed "automatic" ZF. In some markets, a 3.5-liter V8 engine developing 258 hp was offered. s., and the Jaguar XKR version was equipped with a 4.2-liter V8 compressor engine, which increased the output to 416 hp. With. In 2011, a new version of the Jaguar XKR-S was introduced with an improved 550 hp engine. (405 kW) and a torque of 680 N / m., and later the XKR-S GT.

Ian Callum was born in Dumfries (Scotland). At the age of 14, he made his first attempt at designing a Jaguar car and submitted his sketches to the company in hopes of getting a job. He was educated in industrial design, first graduating from the Glasgow School of Art and then from the Royal College of Art in London with a master's degree in automotive design. The first serious place of work of the designer was Ford. From 1979 to 1990, Callum managed to check in at many blue oval offices around the world: British, Italian, and even Japanese and Australian. The Scot continued his career in the British engineering company TWR (Tom Walkinshaw Racing), of which he was appointed chief designer in 1991. It was here that his talent as an automotive “artist” was fully revealed: by order of Aston Martin, Callum painted an incredibly beautiful DB7 coupe, which began a new era in the history of the legendary British brand. He came to Jaguar in 1999, marking a new era in the development of the brand. Under his leadership, such innovative and at the same time attractive models as the Jaguar XK, the luxurious XF and the stunning flagship Jaguar XJ have been developed. Yang has received five honorary doctorates from universities around the world and the title of Royal Industrial Designer from the Royal Society of Arts (RSA). Ian Cullum was one of the first automotive industry representatives to be inducted into the Scottish Motoring Hall of Fame. In 2013, he was named Top Gear's Person of the Year, in 2015 he won the prestigious Designer of the Year award, and was ranked #1 in Designerati's Top 100 UK Designers by The Drum.

Jaguar XF (X250)

In September 2007, at the Frankfurt Motor Show, a rear-wheel drive five-seat E-class sports sedan, the Jaguar XF, was introduced. During its creation, the car received the internal factory index X250. The car was created in the image of the C-XF concept and completely changed the idea of ​​​​the model, having lost all stylistic links with the Jaguar S-type model. The design of the Jaguar XF bears no resemblance to the retro style of its predecessor. Low roof, long hood, wide wheel arches - now Jaguar sports character. The XF is a four-door sedan that combines sophisticated style, performance sports coupe, as well as the perfection of a luxurious executive car interior, allowing the driver and four passengers to enjoy an exciting ride at speeds up to 250 km / h. The interior design gives a feeling of spaciousness, there is less wood, leather and ostentatious luxury inside the car. The XF is positioned as a sports car, so powerful engines have been installed on it to match its character. In April 2011 at the New York International Auto Show, the company showed the updated XF model. The facelift included changes to the front and rear of the car, which were based on the styling of the Jaguar C-XF concept car.