Renault Sport Formula One announces that Nico Hulkenberg will join the team from 2017 in a multi year deal.

Renault Sport Formula One Team is proud to announce that Nico Hülkenberg will join the team for 2017 as part of a multi-year deal.

Twenty-nine year-old Nico has raced in 111 Formula 1 Grands Prix since making his debut in 2010. 

Nico’s motorsport CV includes a Formula 1 pole position in his debut season, winning the GP2 Series at his first attempt as well as victory in his first Le Mans 24 Hours. Currently driving for Force India, Nico has previously raced for Williams and Sauber in Formula 1.

Jérôme Stoll, Renault Sport Racing Chairman:

“2017 will be the second season of Groupe Renault’s return as a manufacturer entry in Formula 1 and the next step in our journey. This season has been about putting the foundations in place for future success. For our next step we required an experienced driver who is still hungry for podiums. Nico Hülkenberg fulfils this role perfectly and is an excellent complement to what we want to achieve. He is a highly talented, dedicated and motivated driver. Nico will enable us to harness all the hard work completed this season and translate it to improved results on track in 2017 and beyond. We look forward to seeing him in our new car for 2017.”

Nico Hülkenberg:

“I’m very happy to join Renault Sport Formula One Team in 2017. Renault has always been a big player in the motorsport world that brings up incredible memories: in his stint at Renault, Michael Schumacher not only made Germany an F1 nation, he also sparked my enthusiasm and fire for racing. As a part of the Renault family, I want to develop the car and write new success stories.

“It has always been my dream to work for a manufacturer team. F1’s new regulations will change the game and give our team a good opportunity. In the years to come, Renault will play a challenger role, which fits my approach to racing 100%. I can’t wait to become part of the family.

“For the remaining races this year, I will give my best for Force India to reach fourth place in the constructors’ championship. This would be a great achievement for the whole Force India team, the biggest success in its history and a great end to a fantastic time there.

“I am grateful that Force India has given me the chance to take up this new opportunity.”

Bernie remains in charge as Formula one gets sold, and it's worth a whopping £8.0 Billion.

Liberty Media Corporation Agrees to Acquire Formula One

• Transaction price represents enterprise value for Formula One of $8.0b
• Chase Carey appointed as Chairman; Bernie Ecclestone to remain CEO
• Initial sale of 18.7% minority stake in Formula One, with 100% sale subject to satisfaction of conditions

Liberty Media Corporation ("Liberty Media") (Nasdaq: LSXMA, LSXMB, LSXMK, BATRA, BATRK, LMCA, LMCK) and CVC Capital Partners ("CVC") announced today that Liberty Media has agreed to acquire Formula One, the iconic global motorsports business, from a consortium of sellers led by CVC.

Liberty Media owns interests in a broad range of media, communications and entertainment businesses. Those interests are attributed to three tracking stock groups: the Liberty SiriusXM Group, the Liberty Braves Group, and the Liberty Media Group.

The consideration comprises cash and newly issued shares in the Liberty Media Group tracking stock (LMCK) and a debt instrument exchangeable into shares of LMCK. The transaction price represents an enterprise value for Formula One of $8.0 billion and an equity value of $4.4 billion⁽¹⁾.

The acquisition will be effected by Liberty Media acquiring 100% of the shares of Delta Topco, the parent company of Formula One (Delta Topco herein referred to as "Formula One")⁽²⁾. The acquisition is subject to the satisfaction of certain conditions and is described in more detail below.

Concurrent with the execution of the agreement to effect the acquisition, Liberty Media has completed the acquisition of an 18.7% minority stake in Formula One for $746 million, funded entirely in cash (which is equal to $821 million in consideration less a $75 million discount to be repaid by Liberty Media to selling stockholders upon completion of the acquisition). 

Prior to completion, CVC Funds will continue to be the controlling shareholder of Formula One.

After completion of the acquisition, Liberty Media will own Formula One and it will be attributed to the Liberty Media Group which will be renamed the Formula One Group. 

The consortium of sellers led by CVC will own approximately 65%⁽¹⁾⁽³⁾ of the Formula One Group's equity and will have board representation at Formula One to support Liberty Media in continuing to develop the full potential of the sport. In addition, a CVC representative will be joining the Liberty Media Board of Directors.

Chase Carey has been appointed by Delta Topco and will serve as the new Chairman of Formula One, succeeding Peter Brabeck-Letmathe, who will remain on Formula One's board as a non-executive director. Bernie Ecclestone will remain Formula One's CEO.

Greg Maffei, President and Chief Executive Officer of Liberty Media, said: "We are excited to become part of Formula One. 

We think our long-term perspective and expertise with media and sports assets will allow us to be good stewards of Formula One and benefit fans, teams and our shareholders. 

We look forward to working closely with Chase Carey and Bernie Ecclestone to support the next phase of growth for this hugely popular global sport."

Chase Carey, Chairman of Formula One, said: "I am thrilled to take up the role of Chairman of Formula One and have the opportunity to work alongsideBernie Ecclestone, CVC, and the Liberty Media team. 

I greatly admire Formula One as a unique global sports entertainment franchise attracting hundreds of millions of fans each season from all around the world. I see great opportunity to help Formula One continue to develop and prosper for the benefit of the sport, fans, teams and investors alike."

Bernie Ecclestone, Chief Executive Officer of Formula One, said: "I would like to welcome Liberty Media and Chase Carey to Formula One and I look forward to working with them."

Donald Mackenzie, Co-Chairman of CVC, commented: "We are delighted Chase Carey is joining Formula One as its new Chairman and that he will be working alongside Bernie Ecclestone. 

Chase's experience and knowledge of sport, media and entertainment is as good as it gets and we are very pleased to secure his services. Bernie has been a wonderful CEO for us over the last 10 years. 

There have been many successes and the occasional challenge but there has never been a dull moment and we have had a lot of fun. The combined skills of Chase and Bernie mean that the successes should continue and we wish them well. 

We would like to thank Peter Brabeck-Letmathe for his outstanding contribution during his tenure as Chairman. His leadership has served the company well, and we are pleased that he will remain on the board as a non-executive director."

In the acquisition the selling stockholders will receive a mix of consideration comprising: $1.1 billion in cash, 138 million newly issued shares of LMCK and a $351 million exchangeable debt instrument to be issued by Formula One and exchangeable into shares of LMCK. 

Funding for the cash component of the acquisition is expected to come from cash on hand at the Liberty Media Group. The newly issued LMCK shares will be subject to market co-ordination and lock-up agreements.

The Teams will be given the opportunity to participate in the investment in Formula One, and the detailed terms of that investment will be agreed in due course. Certain teams have already expressed an interest in investing after completion of the acquisition.

The interest in Formula One already acquired by Liberty Media, and the remaining interest to be acquired upon the closing of the acquisition, along with $4.1 billion of existing Formula One debt (which will be non-recourse to Liberty Media) and $0.7 billion in Formula One cash, is being attributed to the Liberty Media Group tracking stock.

Upon completion of the acquisition, the Liberty Media Group will be renamed the Formula One Group and the ticker symbols for the Series A, Series B and Series C Liberty Media Group tracking stocks will be changed from LMC (A/B/K), respectively, to FWON (A/B/K), respectively. Formula One will remain based in London.

The completion of the acquisition is subject to certain conditions, including the receipt of: (i) certain clearances and approvals by antitrust and competition law authorities in various countries, (ii) certain third-party consents and approvals, including that of the Fédération Internationale de l'Automobile, the governing body of Formula One, and (iii) the approval of Liberty Media's stockholders of the issuance of LMCK shares in connection with the acquisition and the name change of the Liberty Media Group to the Formula One Group, and is expected to close by the first quarter of 2017. 

Additional information regarding the acquisition and Formula One will be included in a proxy statement to be filed by Liberty Media with the Securities and Exchange Commission relating to the matters to be voted upon by Liberty Media's stockholders described above.

Liberty Media's President and CEO, Greg Maffei and Formula One's Chairman, Chase Carey will host an investor conference call at 6:00pm ET /4:00pm MT on Wednesday, September 7, 2016 to discuss the acquisition in more detail. The call can be accessed by dialing: (i) (844) 838-8043 (U.S. / Canada), (ii) (678) 509-7480 (International) or (iii) 0800-028-8438 (U.K.) at least 10 minutes prior to the start time. 

The call will also be broadcast live across the internet and archived on Liberty Media's website. Presentation materials to be used during the investor call have been posted to the Liberty Media website. 

To access the webcast and the accompanying presentation materials go tohttp://www.libertymedia.com/events. An archive of the webcast will also be available on Liberty Media's website for one year after appropriate filings have been made with the SEC. 

Relevant images for media use will be posted to Liberty Media's website under the "What's New" section of theLiberty Media homepage.

Morgan Stanley is serving as exclusive financial advisor and Baker Botts LLP is serving as legal advisor to Liberty Media. Goldman Sachs International is serving as exclusive financial advisor and Freshfields Bruckhaus Deringer and Weil, Gotshal & Manges are serving as legal advisers to Delta Topco.

Forward-Looking Statements

This press release includes certain forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995, including statements relating to the proposed acquisition of Formula One, the expected benefits of the transaction, other potential third party investments in Formula One, the renaming of the Liberty Media Group and the corresponding change in ticker symbols and other matters that are not historical facts. 

These forward-looking statements involve many risks and uncertainties that could cause actual results to differ materially from those expressed or implied by such statements, including, without limitation, the satisfaction of conditions to the proposed acquisition of Formula One. 

These forward looking statements speak only as of the date of this press release, and Liberty Media expressly disclaims any obligation or undertaking to disseminate any updates or revisions to any forward-looking statement contained herein to reflect any change in Liberty Media's expectations with regard thereto or any change in events, conditions or circumstances on which any such statement is based. 

Please refer to the publicly filed documents of Liberty Media, including its most recent Annual Report on Form 10-K and Quarterly Reports on Form 10-Q, for risks and uncertainties related to Liberty Media's business which may affect the statements made in this press release.

Additional Information

Nothing in this press release shall constitute a solicitation to buy or an offer to sell shares of Liberty Media's Series C Liberty Media common stock or any other series of its common stock. 

Liberty Media stockholders and other investors are urged to read the proxy statement to be filed with the SEC because it will contain important information relating to the proposed acquisition of Formula One. 

Copies of Liberty Media's SEC filings are available free of charge at the SEC's website (http://www.sec.gov). 

Copies of the filings together with the materials incorporated by reference therein will also be available, without charge, by directing a request to Investor Relations, (720) 875-5420.

Participants in a Solicitation

The directors and executive officers of Liberty Media and other persons may be deemed to be participants in the solicitation of proxies in respect of any proposals relating to the proposed acquisition of Formula One. 

Information regarding the directors and executive officers of Liberty Media and other participants in the proxy solicitation and a description of their respective direct and indirect interests, by security holdings or otherwise, will be available in the proxy materials regarding the foregoing to be filed with the SEC.

About Liberty Media Corporation

Liberty Media Corporation operates and owns interests in a broad range of media, communications and entertainment businesses. Those businesses are attributed to three tracking stock groups: the Liberty SiriusXM Group, the Liberty Braves Group and the Liberty Media Group. 

The businesses and assets attributed to the Liberty SiriusXM Group (Nasdaq: LSXMA, LSXMB, LSXMK) include our interest in SiriusXM. 

The businesses and assets attributed to theLiberty Braves Group (Nasdaq: BATRA, BATRK) include our subsidiary Braves Holdings, LLC. 

The businesses and assets attributed to the Liberty Media Group (Nasdaq: LMCA, LMCK) consist of all of Liberty Media Corporation's businesses and assets other than those attributed to the Liberty SiriusXM Group and the Liberty Braves Group, including its interests in Live Nation Entertainment and Formula One, and minority equity investments in Time Warner Inc. and Viacom.

About CVC Capital Partners

CVC Capital Partners is one of the world's leading private equity and investment advisory firms. Founded in 1981, CVC today has a network of 24 offices and over 400 employees throughout Europe, Asia and the US. 

To date, CVC has secured commitments of over US$85 billion in funds from a diverse and loyal investor base, completing over 300 investments in a wide range of industries and countries across the globe, with an aggregate enterprise purchase value of over US$250 billion.

For further information about CVC, please visit: www.cvc.com.

	1)		Calculated at time of transaction announcement.
	2)		Other than a nominal number of shares held by certain Formula One teams.
	3)		65% based on the undiluted share count as of 7/31/2016 and is inclusive of the dilutive impact of the $351 million exchangeable debt instrument.

Seven current F1 teams have agreed to attend this years Goodwood festival of Speed.

Grand Prix machines from seven current Formula 1 teams will grace the hillclimb at the Goodwood Festival of Speed in June, bringing the sights and sounds of the World Championship to West Sussex.

Leading from the front will be reigning double World Champions Mercedes-Benz, fresh from back-to-back title victories with Britain's Lewis Hamilton. Joining Mercedes on the 1.16-mile hillclimb course will be Ferrari, Force India, McLaren, Red Bull, Renault and Williams.

The Festival of Speed is the only event, other than the British Grand Prix, where British fans can see so many F1 cars in action in one place, with an unrivalled level of access to both the cars and the drivers.

Already confirmed to appear at this year's Festival are Force India's Nico Hulkenberg, who also took victory in last year's Le Mans 24 Hours with Porsche, and 2009 World Champion Jenson Button, with many more expected to be announced in the coming weeks. 

While no longer an active F1 driver, although he will be in action in an LMP3 Sportscar race ahead of this year's Le Mans 24 Hours, Sky Sports F1 commentator Martin Brundle will be taking Button's championship-winning Brawn BGP 001, not seen running since 2009, up the hill.

Lord March said, "There are more top F1 teams here than ever before and I am very pleased to hear that Jenson Button's already confirmed his appearance just before the British Grand Prix with his McLaren-Honda."

Supermarket fridges become more energy efficient thanks to Formula One aerodynamics.

Williams Advanced Engineering, the division of Williams that commercialises Formula One derived technology and knowhow, has collaborated with UK start-up Aerofoil Energy to develop a new aerodynamic device that can significantly reduce the energy consumed by refrigerators in supermarkets and convenience stores.

Energy consumption makes up a significant percentage of a supermarket’s operational costs, with energy hungry refrigerators that keep the produce cool the largest consumer of power. 

Open fronted multi deck refrigerators that line the aisles of supermarkets consume excessive energy, with some of the cold air used to cool produce spilling out into the aisles resulting in increased energy consumption and “cold aisle syndrome” which can be unpleasant for shoppers.

Aerofoils are carefully designed and engineered profiles that control the direction of air flow. Aerofoil Energy and Williams are developing a new retrofittable aerofoil system that attaches onto each refrigerator shelf to keep more of the cool air inside the refrigerator cabinet. 

This innovative technology will result in significant energy savings for supermarkets and convenience stores, with corresponding benefits for their carbon footprint. The technology will also make the shopping experience more pleasant for consumers.

Aerofoil Energy are working closely with Williams to refine the aerofoil concept, utilising Williams’ proven expertise in aerodynamic design and testing from four decades of success in Formula One racing. 

Williams’ Advanced Engineering division is using computational fluid dynamics to model and simulate new designs before testing them at the Williams factory in Oxfordshire.

A number of supermarkets are evaluating the aerofoil technology with promising results. Sainsbury’s, the UK’s second largest supermarket chain, has been testing the product at a number of its stores. 

Sainsbury’s operates 1,100 stores and uses 1% of the UK’s energy in total. As part of its 20x20 Sustainability Plan, Sainsbury’s has committed to reducing its absolute operational carbon emissions by 30% by 2020 and this technology can play a key role in achieving this target. 

Speaking about the trial John Skelton, Head of Refrigeration at Sainsbury’s PLC, said; “‘We’re proud to be giving our fridges a turbo boost with this fantastic aerodynamic technology. 

Aerofoils help the airflow around Formula One cars and can improve their performance – and that’s exactly how they help the fridges in our stores, by keeping the cold air in. This Formula One inspired innovation has already shown it can cut carbon produced by major refrigerators.”

Craig Wilson, Managing Director of Williams Advanced Engineering, added; “Williams Advanced Engineering’s mantra is to take the best of Formula One technology and knowhow and work with a range of industries to help improve their products and services. 

Much of our work focuses on improving energy efficiency and the collaboration with Aerofoil Energy is a perfect example of how Formula One innovations can have a tangible benefit to ordinary people and the environment. This technology has global potential and the savings in operational costs and emissions are extremely promising.”

Cars International showcased their new appointment as ‘official agents’ for Williams Heritage.

Cars International showcased their new appointment as ‘official agents’ for Williams Heritage over the weekend at the first London Classic Car Show.

The show based at London’s Excel attracted over 25,000 visitors in it’s inaugural year, running alongside the London Boat Show. Visitors to the Williams Heritage stand included celebrities, famous drivers and collectors, all showing interest in the Williams FW cars on display and available for purchase.

As official agents for Williams Heritage, Cars International will work in conjunction with Jonathan Williams who heads up the Williams Heritage department at Grove and alongside Dickie Stanford the general manager of this new division of Williams who oversees the maintenance and public demonstration of the team's historic Formula One cars.

Cars International are offering for sale a small selection of historically important Cars from the Williams Grand Prix Collection in Oxfordshire, the largest private collection of Formula One cars in the world.

On display at The London Classic Car show and among the first Williams Formula One cars released for sale include - 2003 FW25, 1981 FW07C and iconic 1993 Williams FW15C.

The 2003 FW25 on show at Excel is powered by a BMW V10 and driven by Juan Pablo Montoya in 12 of 16 races in 2003, it scored a total of 4 wins, 4 pole positions and 4 fastest laps.

The 1981 Cosworth DFV powered FW07C chassis no 12, this car was driven by Carlos Reutemann to 2 wins, 2 seconds and a pole position in the 1981 FIA Formula One World Championship helping Williams to secure the 1981 Constructors’ championship. 

Finally the stunning Williams FW15C chassis no 2 is powered by the Renault V10 and was driven by Damon Hill in 14 races of 16 in the 1993 Formula One World Championship to 3 wins, (including his first in F1) four podium positions and 2 pole positions. The FW15C totally dominated both the 1993 constructors and drivers championships with a total of 10 wins, 15 pole positions and 10 fastest laps and was voted racing car of the 1993 by Autosport.

Jonathan Williams leading the Williams Heritage division commented:

“Williams Heritage is a business we would like to see proactively developed and operated and I am delighted to build it in partnership with Cars International. We have been working closely with Paul for over sixteen years, and by utilising their skills and experience to work on our Formula One Heritage collection enables Williams to concentrate on our core business of campaigning for a World Championship.”

“Williams has a rich Heritage, and whilst the Williams Collection will remain largely intact, we do have a number of opportunities for customers to purchase some complete historically important Formula One cars directly from the factory. Chassis no 17, FW07C could be prepared ready to race for a classic competitor offering them a highly original car with some remarkable history.”

“Whatever your Formula One passion, be it for investment, a particular era 70’s, 80’s or 90’s or a famous driver you followed, there will be numerous opportunities to own and run an early or late model Formula One car.”

Tim Preston Director of Cars International commented

“It’s a fantastic opportunity to be reacquainted with some of the cars that my team and I helped engineer and build in period. It will be fun to relive our moments of glory from previous Formula One successes and perhaps recreate new ones, if the new owners want to take to the driving seat.”

Organisers of the London Classic Car show confirmed dates for next years show which will be fifty percent bigger as 18-21 February 2016. 

TMW - Jaguar C-X75, missed opportunity or corporate suicide?

In 2008 Ford had finally given up on it's Jaguar and Land Rover brands, and would eventually sell all of it's European brands under the PAG or Premier Automotive Group, these included Aston Martin and Volvo as well as Lincoln and Mercury, the two later brands remained under Ford ownership and when, in 2010 Volvo was sold to Geely of China, it brought to an end of the PAG part of Ford.

However, when Jaguar and Land Rover along with the other marques of Rover, Daimler and Lanchester, were absorbed into the massive conglomerate known as TATA, there was a sense of dread as to what can TATA do that Ford couldn't, and in the five years that Ratan Tata has been in charge, the two brands have changed completely from American ownership.

For the Jaguar brand, which this piece is about, came the biggest change, there was the X-Type, that failed to live up to expectations due to it being harshly compared with the far less competent Ford Mondeo, this model was the first to go, followed by the introduction of the Jaguar XF which changed Jaguars fortunes completely, this one car revolutionised a defunct range of old cars, driven by elderly people, right into the 21st century, with throbbing red start button, a gear selector that rises from the center console, and the automatic air vents that, when not in use, sit flush with the dashboard, but at the touch of a button turn effortlessly round to fill the car with ice cold gusts of air.

The XK and XJ also followed suit both with new cars, both of which were a vast improvement on the previous generations, with the XJ, like the XF before, defining the sector, and in one swoop of the pen, consigning to history the decades old look of the XJ, I am not saying it was bad, no way, I loved the styling of the last retro XJ, but it had to change, and it was this new XJ that was the complete opposite of the one before, that cemented the new blood at Jaguar.

I remember taking a pre-production one out by kind permission of Jaguar at Castle Bromwich, and was instantly impressed how they had managed to change everything but still maintain the aura of a large Jag. Various models appeared and R and R-S performance cars were launched, an estate XF came with the midlife facelift, Then we were teased with a new sports car in the same vein as the iconic E-Type, and in a nod to history the new car was called F-Type, but the next car that Jaguar was to show the world is the one that has caused all the controversy.

Here is the the Jaguar C-X75, a car that just oozes passion, beauty, speed and class, a car that will take you to the echelons of top speed records but will be as frugal as a small hatchback car, the comfort and cosseting interior, and quietness that the hybrid sectors of the car will offer, but it has a history, it was compared unfavourably to the Jaguar XJ220, whose gestation period made the car that was initially produced completely different from what the buying public eventually purchased, will this car be the same.

Jaguar made the announcement that the C-X75 will be developed in association with Sir Frank Williams' Williams F1 engineering company, who would have provided their engineering expertise in a number of area's including Aerodynamics, Hybrid technology, and carbon composite manufacture, Jaguar also stated that the key to the C-X75's success will be the transfer between ultimate motorsport and general road going production car, and part of this will be the carbon fiber chassis which would have been produced to reduce weight yet give extreme rigidity to the car structure.

**In terms of performance, Jaguar envisioned a goal of their future supercar reaching 330 km/h (205 mph) and accelerating from 0 to 100km h (0 to 62 mph) in 3.4 seconds and 80 to 145 km/h (50 to 90 mph) in 2.3 seconds. It is powered by four 145 kW (194 hp) electric motors – one for each wheel - which produce 780 hp (582 kW) and a total torque output of 1,600 N·m (1,180 lbf·ft). Inherent in the drivetrain is the ability to independently vector torque to each wheel across the full speed range.  Each motor weighs 50 kilograms (110 lb). The micro gas turbines from Bladon jets generate enough electricity to extend the range of the car to 900 km (559 mi) while producing 28 grams of CO₂per kilometre on the EU test cycle. While running solely on battery power, the C-X75 has an all electric range of 110 km (68 mi). Among other advantages, the micro turbines used in the C-X75 can be run on a range of fuels including diesel, fossil fuels, compressed natural gas and liquid petroleum gas. The 15kWh lithium ion battery pack weighs 185 kilograms (410 lb). Jaguar estimates an average carbon emission of 28 g/km on European test cycle; however, the carbon emission is around 150g/km if the turbines are running.

Jaguar also focused on the aerodynamics in order to improve performance. For example, the carbon-fibre rear diffuser that guides airflow from under the car creating down-force, and includes an active aerofoil and is lowered automatically as speed increases. Moreover, the C-X75 features an extruded and bonded, aerospace-inspired, aluminium chassis, saving on weight and improving sustainability and performance.** 

The decision to go ahead with it came with the announcement that it will cost £700,000GBP, and the petrol/electric hybrid car will only have a limited production run of just 250 units produced over two years, 2013-2015, they produced five running prototypes to assess its many new and varied technologies, with the one reproduced here, being the only one that was finished to a production standard.

The alcantara, leather and chrome, the carbon fibre and glass perfect paintwork, shows the world what the C-X75 will be like in final trim spec, work continued apace to bring this supercar to market, and to show the world that Jaguar is a maker of premium supercars that can and will be thee cars to beat. Many comments were made by insiders notably, "People expect Jaguar to be innovators, thats when Jaguar is at it's best" Adrian Hallmark, Jaguar Brand Director.

Also Ian Callum, Jaguar Director of Design stated that "We were always determined that the C-X75 would be as striking on the road as it was in concept form" even Jaguar, Land Rover's CEO was seen to be commenting that "Confirmation of this project today signposts Jaguar Land Rover's continued determination to embrace new technologies" and "A supercar like the C-X75 is the logical choice to showcase cutting edge design, intelligent use of new environmental technologies and motorsport-inspired performance"

With all these comments from the men in suits at JLR headquarters it then came as a massive shock when they just pulled the plug (no pun intended) on the project and left Williams F1 with, not only unwanted technology, but allegedly a financial deficit too, the car that would have been a massive halo vehicle for the brand was no more, the five pre production cars are just that and no matter how many people would have been willing to pay good money for one of these cars the dream has ended, the C-X75, the anniversary present to it's self is dead.

However, Jaguar seem to have forgotten this, as they are touting the cars at all the shows, motoring events and anything else they generally show cars at, even though they will not produce it, I think they are just rubbing our noses in the fact that they can make them but choose not to, the reason of cancellation, well, a feeble one really, they state that under this economic climate to produce a car of this cost is not acceptable, well, Bugatti, Spyker, Ferrari and so on and so on all build cars in the mega money band, and they all sell, so why wouldn't a stunning car from the UK.

I will leave it to you to decide, has the cancellation of the C-X75 saved the company from what it describes as the wrong time to introduce a  supercar, and the possible financial fall out that that may have caused, or have they really missed the boat, and lost out on a massive opportunity to produce an environmentally acceptable supercar, that has the pedigree of Jaguar behind it, and the engineering of a major Formula one team, along with some of the best co2 figures, top speed, 0-60 times, all packaged up in what has to be one of the most beautiful cars that never made it to full production.

Will Jaguar live to regret it's decision, or will it, as it states, use the technologies it produced in this car for future models.

Personally I think they have made the worst mistake of the decade, this car could have given Jaguar creedance in the environmental argument, it would have also given them a reduction in the corporate CO2 levels, which is something that a lot of manufacturers are struggling with, anyway, it is down to you.

** quotes from Wikipedia

J. Mower
The Motoring World

Jaguar C-X75 driven - WOW what a stunner

This report is from the great publication AUTOCAR, and I felt that such a great iconic car that never was, should be given a wider audience, so you can see what the world has missed, and WOW what has it missed out on, a stunningly beautiful and gorgeous car, thank you AUTOCAR for doing this test drive, we well appreciate it.

CLICK HERE FOR REPORT AND MORE PICTURES

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 Spyderinto the most awesome foursome that the car world has ever known.

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

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

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

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

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

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

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

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

What is 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 ofJaguar’s Gaydon HQ, where mile-long straights allow some close inspection of the C-X75’s outright speed – specifically, of the potency of that powertrain. At 3500rpm the barp of exhaust begins to emerge over all that chatter.

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

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

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

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

Should I buy one?

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

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

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

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

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

Price N/A; 0-62mph less than 3.0sec; Top speed 220mph; Economytbc; CO2 less than 89g/km; Kerbweight 1700kg; Engine 4 cyls, 1600cc, twincharged petrol, plus 2 x 194bhp electric motors; Installation mid, longitudinal, four-wheel drive; Power 850bhp+ at 10,000rpm; Torque738lb ft Power to weight 500bhp/tonne Specific output 313bhp/litre (IC engine); Gearbox 7-spd robotised manual

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