Two are at least justified of only because JLR is a fiendishly complicated car company and will have at least 17 models and body derivatives in production by mid-decade, seven from LR/RR and ten from Jag.
Even though the number of platforms should at last be heading downwards, until Jag goes all alloy it could still have five or six separate steel and alloy body architectures - two of them alloy.
Discussions I had at Frankfurt suggest that there’s very little technical cross-over possible with Jag’s alloy saloons and sportscars. It’s all to do with the lower seating positions and shallower firewall of the sportscars, I’m told.
Adding in the Range Rover and Range Rover Sport to alloy sums should help the economics though.
If - as expected - Solihull does go, it will mark the end of another remarkable chapter in Britain’s industrial heritage.
The site was established in WW2 as a ‘shadow’ plant a safe distance from Coventry, whose industrial might had attracted the unwelcome attention of the Luftwaffe.
It was staffed and run by Rover and played a crucial part in the early development of the jet engine when Rover engineers were drafted in to develop Frank Whittle’s breakthrough design.
When war ended, Rover’s bombed out Coventry plant wasn’t fit to re-start car production, so the company took on Solihull and hovered-up 200 prime acres of surrounding farmland for future expansion, buying up a further 100 acres in subsequent years.
That prescient decision taken 60 years now looks to have sealed Solihull’s fate, because you can build an awful lot of houses on 300 acres of prime development land.
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