Aborted million-pound Jaguar C-X75 expands the supercar’s brief, sacrificing almost nothing on speed or mind-blowing theatricality
  • First Drive

    Jaguar C-X75 first drive review

    Aborted million-pound Jaguar C-X75 expands the supercar’s brief, sacrificing almost nothing on speed or mind-blowing theatricality
  • First Drive

    Jaguar C-X75

    Stunning concept speaks volumes for the cars Jaguar will make in the future

What is it?: 

The Jaguar C-X75 supercar. Which won’t be finished. And won’t be sold. And yet in 2013, the year of the supercar, it was all set to turn the triumvirate confluence of LaFerrari, McLaren P1 and Porsche 918 Spyder into the most awesome foursome that the car world has ever known.

The Jaguar now looks destined to become the forgotten giant, after a decision taken by the company in December 2012 not to put the extended-range petrol-electric two-seater into production after all. 

The irony is that it might have signalled much more than a million-pound Ferrari or McLaren: newfound ambition for a once world-beating British marque again willing to compete right at the top of the food chain. A marque once again looking to take a guiding hand in the development of the state of the automotive art. Something of a renaissance, in other words.

More’s the pity. As things stand, Gaydon’s supercar experiment is over. Five working prototypes exist, and there are no plans to make more. Whispers persist that a few of them may be auctioned, but nothing’s confirmed. Strange circumstances for a first drive – but, in this case, we’ll take ‘em.

In supercar terms, the C-X75 moved from apparently fanciful show car to fully operational validation prototype very quickly – and changed quite a lot on route.

Those who last read about this car after its unveiling as a concept at the Paris motor show of 2010 will be wondering where its tiny jet turbine power generators have gone. Somewhere along the line, Jaguar concluded – just as Ferrari, McLaren and Porsche did – that the supercar isn’t quite ready to part with reciprocating pistons just yet.

What was decided, in May 2011, was that the buzz surrounding the C-X75 concept car was too great to ignore. The car would go forwards, engineered in partnership with Williams Advanced Engineering.

But, like the show car, it couldn’t be just another supercar. It had to be as fast as a Bugatti Veyron. It had to emit less carbon than a Toyota Prius - sub-90g/km, as things stood back then. It needed a zero-emissions range as good as a Chevrolet Volt. And it needed to look like the original show car.

It wouldn’t be enough for this car to breach the bounds of possibility in just one direction – the familiar direction: speed. The C-X75 had to push the envelope in opposing directions simultaneously, on performance and fuel efficiency.

What's it like?: 

In place of the Bladon Jets omnivore turbines came a primary powerplant that would set Jaguar’s engineers a similar challenge on cooling, and allow it similar freedoms on packaging. Developed in-house by Jaguar, the C-X75’s 1.6-litre petrol four-pot is all-aluminium, and is like no small-capacity engine ever intended for the road.

Fitted with both a supercharger and a turbocharger, it produces unbelievable power for its size: an astounding peak 502bhp at 10,000rpm. And because the C-X75 is a plug-in hybrid, that engine’s only half the story.

Immediately behind the driver – who’s positioned almost perfectly between the front and rear axles – there’s a 19kWh lithium ion battery pack capable of supplying a continuous 300kW of power. 

The car’s electric motors are Jaguar’s own. They’re the size of cake tins, there’s one for each axle, and they produce 194bhp and 295lb ft each. They also only weigh 20kg, making them more efficient, judged on output per kg, than any electric motor Jaguar could buy in.

The one up front drives the wheels directly through reduction gearing; the one at the rear runs in parallel with the engine, sending power through a seven-speed automated manual gearbox to the rear wheels.

And so, running at full chat, the C-X75 produces in excess of 850bhp, and has 738lb ft of torque. It’ll accelerate to 60mph in less than 3.0sec, to 100mph in less than 6.0sec, and go on way beyond 200mph.

Scarcely believably, it also produces less than 89g/km on an NEDC emissions test, and drives for 40 miles on battery power alone. And it looks incredible – more like the rightful heir to Malcolm Sayer’s C- and D-types, and the elegant XJ13, than either the XJ220 or the XJR-15 ever seemed.

You could fill textbooks explaining the innovative engineering in this car. The all-carbonfibre construction makes for torsional rigidity of 60,000Nm per degree – three times greater than a Lamborghini Murciélago.

Every major mechanical and electrical component is positioned within the wheelbase, with the exception of the seven-speed gearbox – which goes in sideways to minimise the overhang behind the rear axle. 

The thermal management systems are ridiculously complicated, as they’d have to be in order to make happy bedfellows of a large battery (which operates best at 31 degrees) and a 502bhp, 10,000rpm engine (which exhausts at up to 900 degrees). Both, by the way, are surrounded by a carbonfibre engine bay that, in places, would begin to unbake itself at 200 degrees or so.

In the pouring rain at its Gaydon UK headquarters, Jaguar gave us limited opportunity to get familiar with its technical prodigy. Some passenger laps on the twisty inner handling circuit suggested the C-X75 has supremely manageable limit handling for a supercar. “We went to a lot of trouble to give the car Jaguar feel,” says driver and Williams chassis chief Simon Newton. And you know what he means. 

The car does skids. “The normal power split in EV mode is 70 per cent biased for the rear wheels, and we limit power at the front wheels when cornering because it tends to bring on understeer. We’ve also worked out a few tricks with the E-Diff to add some throttle-steer, and – when it’s on – the ESP functions similarly to McLaren’s ‘brakesteer’ to keep the nose tucked in on corner entry."

In electric mode, the performance level feels strong – if limited. Instant, torque-dominated: a bit like a turbo hot hatch but entirely without the lag. I can’t tell you what the electric motors sound like, because they’re drowned out by the C-X75’s sound synthesiser, which fills the cabin with an electronic noise somewhere between a whistle and a loud whine. It’s not unpleasant, and maybe it does make the electric mode feel more dramatic. You’d never mistake it for ‘real’ noise, though.

My turn at the wheel. Engaging full-fat hybrid mode and moving off, that inline four suddenly announces itself. It’s all chattering gear-driven cams and bad-tempered low-rpm grumble to begin with, but the accelerator pedal’s tamely progressive thanks to that supercharger.

Might as well flatten it then. We’re in third gear, on the high-speed circuit of Jaguar’s Gaydon HQ, where mile-long straights allow some close inspection of the C-X75’s outright speed – specifically, of the potency of that powertrain. At 3500rpm the barp of exhaust begins to emerge over all that chatter.

At 6500rpm, the engine finally seems fully awake and starts to really howl. There’s no lump of mid-range torque, no breathless top-end – laudable flexibility, in fact. And there’s an incredible red zone where, at 8000rpm, the engine hits a show-stopping full stride. At which point you’ll forget all about the electric motors, carbonfibre and engineering genius, and find yourself totally caught up in a sense of pure mechanical interaction. Perhaps this Jaguar is an old-school supercar after all.

After several full-power blasts, a picture emerges. Even in the rain, the C-X75 feels every bit as fast as they say it is – up to a point. Up to about 120mph, to be precise - to the top of fourth gear, until which point it could probably run with a Veyron. At least very close to one.

But beyond 150mph, the C-X75 doesn’t surge onwards with quite the same urgency. It’s effortlessly fast but, in the highest range, doesn’t keep going like the very fastest in the world. It doesn’t need to be travelling well into three figures before it really opens up, like a Veyron.

All I can put it down to is that the electric motors don’t seem to give their best at big speeds. And that 503bhp isn’t quite enough – however spectacularly it’s made – to make up the shortfall.

Should I buy one?: 

Well, you can't. But driving the car leaves you with the impression that the C-X75 project has probably ended up exactly where it should be, because would supercar owners understand that, to appreciate their new million-pound car, they have to stand back and see the bigger picture?

Would they be able to understand that it may not quite be the ultimate machine in the most vivid sense, but that there’s more to it than sheer speed? How many Veyron owners know how much CO2 their car emits? Don’t they just want the fastest car in the world?

Maybe. In order to create the supercar that does it all, perhaps Jaguar had to take the customer out of the equation. The company might have been braver. But equally, maybe it’s not such a bad thing that it wasn't.

Because, while it may not quite be the fastest car in the world, the C-X75 is still a modern, daring kind of machine. A hypercar, really – if such a term were ever truly justified by a supercar that does more. 

It acknowledges that, in the 21st century, there is no part of the car market untouched by the need for environmental responsibility – nor can there be. And, like the Porsche 918 Spyder, it proves there’s a genuine zero-emissions solution than can still produce absolutely first order speed and excitement.

Price N/A; 0-62mph less than 3.0sec; Top speed 220mph; Economy tbc; CO2 less than 89g/km; Kerbweight 1700kg; Engine 4 cyls, 1600cc, twincharged petrol, plus 2 x 194bhp electric motors; Installation mid, longitudinal, four-wheel drive; Power 850bhp+ at 10,000rpm; Torque 738lb ft Power to weight 500bhp/tonne Specific output 313bhp/litre (IC engine); Gearbox 7-spd robotised manual

Join the debate


20 June 2013

Such a shame that this did not get the final green light, but it was very close to being given the go, hoever I am glad it did not, as Jaguar at this point needs to cement its place in the volume market rather than selling a few dozen of these.

The XF, XJ and XK need constant upgrades to keep them competative, the F-Type drew a lot of money from the coffers so need to be replaced, and the new X-Type also is drawing a lot of money from the pockets of Tata.

Yes JLR are making vast profits, but theyare aso spending like no tomorrow, for the future, new factories in India and China, a new Engine facility, and new products, all designed to get JLR to the next level, which it will do sooner rather than later.

Yes this is a pro JLR post, and I am not ashamed of it, but the countdown to the trolls and negative posts starts here..... 

20 June 2013

"And it looks incredible" - Really? To me, it looks like an old Noble with the F-Type's gawping mouth.

20 June 2013

The Porsche is already slow compared to the others. Joke car. This Jaguar would have been the one to have. Pity.

23 June 2013

Winston Churchill wrote:

The Porsche is already slow compared to the others. Joke car. This Jaguar would have been the one to have. Pity.

I'm not sure how you came to that conclusion. the Jaguar is 100bhp down onthe Ferrari and 350kg heavier. It would be trounced by both the Ferrari and the McLaren. The Porsche 918 would probably beat it too.

20 June 2013

I admit, the first time I saw the C-X75 I did not understand why everyone was universally praising its looks. But now, two years later when we have the LaFerrari (a name which still sounds silly a couple of months on) and the P1 to look at, I'd much rather have the Jag. It's also a shame to see the 1.6 engine go, I imagine that it would have been a spectacular little thing. 


20 June 2013

Interestingly there is now an ex JLR person as CEO (I think) at Williams.) Is a 1.6 litre 4 cylinder engine producing 300 BHP with KERS, small electric motors and emissions of less than say 80 g/km of CO2 possible?

Put something like that in any car in the range, including the Range Rover and Mercedes et al will have to sit up and take notice.

I wonder what the engines that will come out of Wolverhampton actually will be like. Pure speculation as I have no inside knowledge.

20 June 2013

It's a shame Jaguar doesn't have the resources to produce a 'vanity' car like this as it's a total stunner.

I love how they really tried a clean sheet design, even if the jets were more than a bit ambitious. They then had the bravery to go with a 1.6 four. Jeez. Large testicles were on display with that decision. They will have learned a lot with this project so it won't be a totally wasted effort. 

I love the new Jaguar direction. When the German's are getting fatter, richer and uglier, Jaguar with a fraction of the cash is getting better in every department.

Competing, and often winning, at this level with such limited resources, and against the best the world has to offer, deserves huge praise.

They seemed so far along with this and I realy wish they could have got it over the finishing line. Alas, not to be. Another Brit that could have been a contender...

20 June 2013

It will never be, so,in the forlorn hope that someone takes pity on this car,which apparently would have been rather good,this car is resigned to be known as a car that at the outset, with jet turbine power,ultra low Co'2 etc,was going to better than the opposition,but........?

Peter Cavellini.

20 June 2013

Not so sure about some of the front detail but the overall silhouette and proportions from the side and rear three quarters are stunning. Audi should look long and hard at this for the replacement R8 which currently looks slightly awkward at some angles (though it's a car I'd love to own).  Love the rear details, especially lights and for me, it makes the backend/three quarters of the F-type look bloated and unresolved.

It's such a shame they didn't produce it but totally understandable commercially why the project was canned. I've always been curious to find out if hypercar clientele would've accepted a 4 cylinder engine in their £1M purchase....

20 June 2013

To paraphrase an advertising slogan from a well known shoe company 'Just Do It!'

It is indeed easy to be an armchair pundit. How many real customers with money to back up desire for something different say that Jaguar should have the courage of it's convictions and make a modified version of this stunning car? Previously we saw Jaguar's false start and debacle of the XJ220. XJ-R15 by TWR with development and refinement by Jaguar could have been turned into a success story years ago.

But that's all history. Tata have made Jaguar successful and can make money. Time now to build on that success so what better than a halo car to top out the range?

Never mind jet propulsion. If hybrid with a beefy 'V' motor is good enough for Ferrari, McLaren and Porsche surely Jaguar can do the same. Just don't stick a four cylinder engine in it. Then watch it sell like hot cakes!



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