To trace the birth of Jaguar, we must go back to the northern seaside

town of Blackpool. Here a young motorcycle enthusiast by the name of

Bill Lyons, not yet 21 years ...
Read more about this

William Lyons was not content to merely build bodies on other people's chassis. This
constrained his creative desires and equally restricted him to products which were
stolid rather than sporting. If Lyons ...
Read more about this

In 1935 the 'Jaguar' name sprang upon the scene for the first time with a completely
new saloon and sports car range. William Heynes had been working to produce a
completely new ...
Read more about this

During the war, the manufacture of sidecars was increased for military use with
nearly 10,000 made. Additionally, aircraft and fabrication work had the beneficial
side effect of introducing the company to aircraft ...
Read more about this
In 1954 the XK120's were superseded by the mechanically updated XK140's fitted
with the more powerful 190 bhp XK engine which had been used in the Special
Equipment 120's. The new models ...
Read more about this

Jaguar had planned a short retirement from racing, but various factors delayed their
return. The factory fire; the need to concentrate on road cars and, above all, high
market demand for the ...
Read more about this

In the late sixties Jaguar had rather too many saloon models for a relatively narrow
sector of the market. Equally, those worthy models were becoming a little outdated
and it was time ...
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In 1980 a new era began at Jaguar with the appointment of John Egan as Chairman
and Managing Director. Egan's motor industry career had taken in General Motors
(AC Delco), Triumph Cars, ...
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The Jaguar Story now entered a totally new era. Since its flotation in 1984 Jaguar had
achieved considerable success in the growth and development of its business. The
demand for its cars ...
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 Having been associated with Daimler since 1960, Jaguar has always been proud that
its most luxurious flagship models have been designated 'Daimler.' During 1996 the
motor industry celebrated the centenary of motoring ...
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The new millennium dawned with Jaguar entering Formula 1, an event that was
celebrated by the creation of the 'Silverstone' special edition of the XK8. Based on the
supercharged XKR version of ...
Read more about this

A History of Jaguar

Few marques on the road today have a heritage as rich and distinguished as
Jaguar.
That is, when you consider that it was conceived in 1922 by William Lyons, a
man whose original vision was to design motorcycle sidecars with his Swallow
Sidecar Company.
By 1927, he'd progressed to building special bodied cars, which in 1931 resulted
in the launch of the legendary SS1 – a car which set the stage for the first true Jaguar.
As the range improved and expanded, it needed a name to reflect its speed, power
and sleekness and in 1935 the Jaguar name was born.
During World War II, whilst concentrating primarily on the manufacture of
sidecars for military use, the company also learnt aircraft design and production
techniques. When Jaguar subsequently introduced its new XK120 at the 1948 Motor
Show – with an engine output of an unprecedented 160 BHP – it was destined to
become one of the greatest sports cars of all time.
The Mark VII saloon was unveiled at the 1950 Motor Show and once again Lyons
'stole the show'.
Jaguar now had a fine reputation, a superb large saloon and a very fine sports
car, but it needed a high volume smaller car. In 1955, the company invested £1
million on designing and developing the Jaguar 2.4 to fill the gap.
After an exploratory trip to Le Mans in 1950, it was realised that Jaguar had the
makings of a successful competition car. Consequently Lyons was persuaded that a
car should be produced solely with racing in mind. Hence was born the XK120C or,
as the car is more generally known, the C-type.
Three C-types were finished just in time for Le Mans in 1951. The Jaguars were
an unknown quantity, yet the C-type driven by Peter Walker and Peter Whitehead
recorded a remarkable victory on its racing debut.
Meanwhile Jaguar engineers had been working in conjunction with Dunlop on a
new development, the disc brake.
This was to be Jaguar's secret weapon upon their return to Le Mans in 1953. With
their fade-free brakes the C-types could decelerate at the end of the three and a half
mile Mulsanne Straight from speeds of around 150 mph with complete confidence,
and they could leave their braking far later than their rivals. The result was a
complete walkover, the Jaguars finishing first, second and fourth.
If further proof were needed that Jaguar was now a world force and the XK
engine a world beater, then the emphatic triumph of '53, against one of the strongest
fields any race had ever seen, provided it. By the end of the decade, Jaguar C-types,
and the D-types that followed, had achieved a total of five victories at Le Mans.
By the 1960s, Jaguar needed to make another quantum leap forward. The E-type,
announced in 1961, was just that. Like the XK120 in 1948, it was an absolute
sensation, perfectly capturing the spirit of its time. A true automotive icon, and
arguably the most famous sports car of all time, some 70,000 Jaguar E-types were
built over the next 13 years – with around 60% being shipped to the United States.
In 1968, the XJ6 arrived. It was without question the finest Jaguar saloon yet, and
met with instant praise. First and foremost, the shape was another Lyons
masterpiece. In an era when cars were starting to lose their character, the Jaguar
strongly retained its identity.
In 1972, aged 71, Sir William Lyons retired. Innovation and development
continued under Lofty England, and 1975 saw the launch of the XJ-S – a sports coupé
and convertible that boasted saloon car refinement and quietness. A new era began in
1980, when John Egan was appointed Chairman and Managing Director.
Jaguar soon experienced increased demand, particularly in the United States,
and continued to refine many models over the '80s. Two further Le Mans victories
followed, with the XJR-9LM in 1988 and XJR-12 in 1990. By 1989 the Jaguar Board
recognised the potential value of collaborating with a worldclass car manufacturer.
Events moved swiftly and by the end of the year the company was owned by Ford
Motor Company Limited.
Throughout the nineties Jaguar underwent a programme of modernisation and
expansion that saw the introduction of the new XK8 and XKR sports coupés and
convertibles and the launch of the new mid-sized S-TYPE sports saloon – ensuring
that Jaguar would enter the new millennium with record levels of production and
the broadest product range in the company's history.
In February 2001, the new X-TYPE – true to form – became the highlight of the
Geneva International Motor Show. While in 2002, the all-new XJ, featuring a
revolutionary aluminium body construction, was unveiled at the Paris Motor Show
to great acclaim. Worldwide sales of the all-new XK range of sports cars – the most
technically advanced Jaguar's ever built – began in March 2006.
This distinguished heritage continues with every Jaguar – they stay true to
Lyons' original vision of providing drivers with a unique blend of style, luxury and
performance.

Od 1922 do 1932
To trace the birth of Jaguar, we must go back to the northern seaside
town of Blackpool. Here a young motorcycle enthusiast by the name
of Bill Lyons, not yet 21 years of age, met William Walmsley, who was
building a rather stylish sidecar which he was attaching to
reconditioned motor cycles. Young Lyons immediately displayed the
two traits that would be his greatest qualities for the next 50 years or
so. His business acumen shrewdly espied a good commercial
opportunity and his eye for style appreciated the attractive
appearance of these normally mundane creations. He felt there was
great potential if the activity could be organised along business lines
and production increased to make the operation viable. As soon as
William Lyons came of age, the Swallow Sidecar Company was formed
in September 1922, with a bank overdraft of £1,000. Humble first
and second floor premises were obtained in Blackpool and, with a
handful of employees, production commenced. A young Arthur Whittaker was taken on to help with sales
but proved better at buying. He remained with the company for around 50 years becoming one of the
shrewdest buyers in the business.

Pioneering the use of aluminium, the very stylish sidecars were immediately popular and production
expanded rapidly. Then in 1927 Herbert Austin introduced his baby car, the famous Austin Seven.
Intended to bring motoring to the masses, the tiny Sevens were cheap, easy to drive and reliable, but
lacked individuality. Lyons saw another opportunity. He created a most stylish two-seater body which
was mounted on the Austin Seven chassis. An order for 500 was obtained from one of the main London
garages and production commenced. It was the beginning of a long and fruitful relationship between
Lyons and Bertie Henly, who operated Henlys, one of the country's leading garages. At £175, or £185
with a hinged hardtop, the splendid little Austin Seven Swallow proved highly popular and the company
introduced a Swallow body for the larger Morris Cowley chassis. The range then increased significantly
with the introduction of the Austin Seven Swallow Saloon in late 1928. Priced at £187 10s, the Saloon
was not expensive but it looked it. At a time of economic hardship, many people were having to lower
their expectations, yet the Swallows, by aping the style of the more exotic or luxurious machines of the
era, softened the blow and allowed owners to 'keep up appearances'. Such features as the polished
radiator cowl and Ladies Companion Set elevated the Swallows above the average. With sales of the
cars and sidecars continuing to increase, it was decided to move to the Midlands, traditional heartland of
the British motor industry. Thus, the young company was moved 'lock, stock and barrel' to Coventry.

At the annual London Motor Show of 1929, three new Swallow models appeared for the first time. These
were based on the Fiat Tipo 509A, the Swift Ten and Standard Big Nine. Most important of these was the
Standard for it was the beginning of a significant relationship, as we shall see. The Standard Swallow
was a rather larger saloon and sold for £245. Again the body style offered a more extravagant treatment
than the manufacturer's own product and an extrovert range of colour schemes.

In 1931 the larger Standard 16 hp six-cylinder Enfield chassis received the Swallow treatment and this
introduced the company to the 2054 cc sidevalve engine, which admirably suited Lyons and Walmsley's
purpose for the next ambitious step forward. Meanwhile a model of rather more sporting pretensions
was introduced with the addition of the Swallow version of the Wolseley Hornet. Offered just as a two-
seater at first, a four-seater was added a year later in 1931 and, a year after that, the bodywork could
be supplied mounted to the even more sporty Hornet Special chassis. The Swallow company had now
been in existence for a year short of a decade and it had been an exciting time of steady expansion and
sound success. But the ambitious Lyons was far from satisfied and a further bold step forward was
needed.

Od 1932 do 1935.
William Lyons was not content to merely build bodies on
other people's chassis. This constrained his creative
desires and equally restricted him to products which were
stolid rather than sporting. If Lyons and Walmsley were to
throw off these shackles, they needed to create their own
chassis to suit their ends. However, the industry was
littered with failures and Lyons determined that a cautious
approach was necessary. Consequently, he arranged for
the Standard Motor Company to build a chassis to
Swallow's design but
fitted with Standard
engines. Meanwhile
Lyons, the shrewd
publicist, had set the
scene. 'WAIT! THE "SS"
IS COMING,' stated an
advertisement in July 1931. '2 New Coupes of Surpassing Beauty. SS is the new name of a new car
that's going to thrill the hearts of the motoring public and the trade alike. It's something utterly new …
different … better!' Thus announced, the SS I and SS II Coupes were duly presented at the 1931 London
Motor Show, and sensation they certainly caused. The body was ultra low and the bonnet outrageously
long. It had, stated the press, the £1,000 look, yet was priced at a very modest £310, highlighting
Lyons' unique ability to offer remarkable value for money.

Lyons was almost obsessive about making his cars as low as possible. By moving the engine further back
in the chassis than was normal practice and by mounting the road springs alongside, Lyons was able to
achieve this long, low, sporting appearance. The SS II, which appeared alongside and was inevitably
over-shadowed by the SS I, was simply a smaller version based on the Standard Nine chassis. Basking in
the reflected glory of its more flamboyant and larger sister, the SS II would be popular and sell well.
Remarkably it cost only £5 more than Standard's own version. Shortly after the announcement of the
new SS models, the larger 2552cc 20 hp Standard engine could be specified and for 1933 a number of
revisions were introduced to make the larger car a little more practical. Lengthening the wheelbase by
seven inches and widening the track by two, allowed two passengers to be carried in the rear.

In July 1933 the SS I Tourer joined the Coupe, and apart from being the first open SS model, the
significance of the Tourers was that they were the first to be entered in a serious competitive event. A
team of three Tourers was entered in the 1933 Alpine Trial in mainland Europe and the following year
they enhanced the SS name very considerably, taking the team prize on this particularly tough event.
The little SS II was considerably improved in late 1933 when it was given its own purpose-designed
chassis which gave a wheelbase more than a foot longer. At the same time the front wings were altered
to conform to the new style of the larger model. Also, following the form of the SS I, Saloon and Tourer
models of the SS II were introduced. For 1934 a new saloon was added to the line-up. Known as a four
light (four windows) saloon, this model was rather less flamboyant and rather more practical - at least
the rear seat passengers could now see out!

William Walmsley, who did not share his partner's driving ambition and was losing interest in the
venture, severed his connections in late 1934. Lyons now turned his attention to improving the
mechanical integrity of the cars. First he turned to Harry Weslake, a distinguished engineering consultant
specialising in cylinder head design. Then he formed an Engineering Department and appointed a young
William Heynes to be his Chief Engineer. Heynes was to play a major role with the company for the next
35 years. The range was once more supplemented in 1935 with the addition of the SS I Airline Saloon.
This design was not a particular Lyons favourite but the shape was fashionable for the time and sold well.
Yet another model joined the line-up in March of that year when the SS I Drophead Coupe was
introduced. In appearance it was very similar to the Coupe but now the whole hood folded away under a
hinged cover on the luggage locker and resulted in a most pleasing appearance. The fruits of Weslake
and Heynes' work were shortly to be seen but, meanwhile, a very stylish sports car was introduced.
Known as the SS 90 and powered by the 2.7 litre side-valve engine, the performance once again did not
quite live up to the car's dramatic appearance. But all that was about to be changed.

Od 1935 do 1938
In 1935 the 'Jaguar' name sprang upon the scene for the first time
with a completely new saloon and sports car range. William Heynes
had been working to produce a completely new box section cruciform
braced chassis for a vastly improved new model range. Meanwhile
Weslake had been turning his talents to the Standard engine and by
adopting overhead valves he succeeded in increasing output from 75
hp of the previous 21/2 litre sidevalve engine to no less than 105 hp.
For the new chassis and engine
unit, Lyons designed a fresh body
style, less flamboyant than
previous models, yet still stylish.
Indeed it was closer to
contemporary Bentleys which cost
nearly four times the price!
Sophistication was increasing, and now customers were offered four doors for the first time on an SS.
Indeed so different were the new models that it was felt that a new model name was needed. The
Company's advertising agency suggested 'Jaguar' and though Lyons took some persuading, it was finally
adopted. Thus the new cars would be known as SS Jaguars. The 'Jaguar' name was an ideal choice -
feline grace and elegance, combining docility with remarkable power and agility. The cars have matured
and developed to justify the analogy in every way. With typical showmanship, Lyons had arranged a
lunch at the Mayfair Hotel in London to launch the new model to the press a few days before the 1935
Motor Show. The SS Jaguar 21/2 litre saloon was unveiled to much favourable comment and the
assembled company were asked to guess the price. The average guess was £632. The actual price… just
£395.

All the earlier SS designs had been superseded with the exception of the larger Tourer body which lived
on with a revised radiator grille and the fitment of the new 21/2 litre engine. The superb new sports car
design, which had been glimpsed just briefly as the SS 90, reappeared in similar form as the SS Jaguar
100. With a revised treatment around the fuel tank area at the rear, and more importantly, the adoption
of the new chassis and engine, the company now produced a sports car to be proud of. For many, the
SS 100 is a pre-war classic amongst sports cars. The price, incidentally, was just £395. This new model
was to be used to considerable effect in competitions, both national and international.

In 1936 the motoring journalist Tom Wisdom, driving with his wife Elsie, won the International Alpine
Trials in an SS 100. This car, which came to be known as 'Old Number 8' was run very successfully at the
Brooklands circuit by Wisdom and in the Shelsley Walsh hillclimb by Coventry garage and theatre owner,
Sammy Newsome. A year later a team of three cars was entered by the factory in the RAC Rally, the
premier rally event in Britain. The team, which included the Hon. Brian Lewis (later Lord Essendon) took
the Manufacturer's Team Prize but outright success eluded them. Instead the event was won by a
privately entered SS 100! A new, enlarged 31/2 litre engine had been developed and tested in 'Old
Number 8'. In September 1937, this engine, together with a new 11/2 litre unit, joined the 21/2 litre
version in a completely revised model range. The new models were not very different in appearance,
distinguished from their predecessors by the lack of the side mounted spare wheel, but the range now
employed 'all steel' construction. Additionally the old Tourer was replaced by Drophead versions of the
saloon in each engine size.

Heynes had designed a further stronger chassis for the new body construction resulting in more interior
space and bigger doors. Prices ranged from £298 for the 11/2 litre saloon to £465 for the 31/2 litre
Drophead Coupe. The new 31/2 litre engine was fitted to the '100' model and this gave genuine sports
car performance with sixty miles per hour reached from a standstill in 10.5 seconds and a top speed of
over 100 mph. At £445 the bigger-engined SS 100 was in a class of its own. Meanwhile the
experimental 31/2 litre unit fitted to 'Old Number 8' was being increasingly modified. Responsible for this
work was a man who had accepted the position of Chief Experimental Engineer with SS in 1938. His
name was Walter Hassan, a man destined to become a legend in the motor racing world and one who
would play an important role in the Jaguar story. For the Motor Show of that year Lyons had designed a
stylish closed body for the SS 100. Reminiscent of the Bugattis of the period, just one was made before
the outbreak of World War Two decreed an end to car production.
Od 1938 do 1953.
During the war, the manufacture of sidecars was increased for
military use with nearly 10,000 made. Additionally, aircraft and
fabrication work had the beneficial side effect of introducing the
company to aircraft design and techniques. Not surprisingly Coventry
had been a particular target for bombing raids, and it was necessary
to organise rosters of people for what was known as 'fire-watching'.
One such group consisted of Lyons himself, Heynes, Hassan and
Claude Baily. Together they made
plans for a new engine that would
establish the company as a world
force. Early post-war times were
difficult for British companies.
Amongst other problems were
shortages of steel and foreign
currency. The Government issued the dictum, 'Export or Die' and steel quotas were closely related to
export performance - in other words, no exports, no steel! Firstly however, it was necessary to resurrect
production as soon as possible and the best way to do this was to reintroduce the pre-war range in
largely unchanged form. At the same time it was decided to drop the SS name, which had acquired an
unfortunate wartime notoriety and simply call the company Jaguar Cars. Soon after the war the sidecar
division was sold and the 11/2, 21/2 and 31/2 litre saloons and dropheads were reintroduced to begin
the big export push. The 31/2 litre model proved a little thirsty for the UK market, but was ideal for the
USA where the majority were shipped. The SS 100 model was not produced after the war, but a lone
example had been stored, unregistered throughout the war. Known by its subsequent registration, LNW
100, the car was very successful in the Alpine and Tulip Rallies in the hands of Ian Appleyard.

In September 1948 Jaguar announced its first new post-war, stop-gap model. Something more radical
was being conceived but various constraints dictated that the Mark V would carry the company's fortunes
for a couple of years. The main innovation was the adoption of independent front suspension, conceived
by Heynes. The exciting new engine was virtually ready for production, but it was considered that the
Mark V was a little too conservative to launch it in and so the Saloon and Drophead Mark Vs were offered
with the usual 21/2 and 31/2 litre power units. Lyons had specified that the output from the new engine
should be that ultimately achieved with 'Old Number 8', 160 BHP. The designers bravely chose an
overhead camshaft layout and after trying several configurations, the final engine was decided upon. It
was to be a straight six of 3442 cc and given the name XK. The achieved output was 160 BHP! Jaguar
now had an excellent new chassis, a tremendously exciting new engine, but no sports car. So the
decision was made to produce a small number of sports cars, which would generate publicity and
perhaps gain a few competition successes. The task fell then to William Lyons to design a suitable body
in just a couple of months for the 1948 Motor Show.

The result 'stole the show'. It was known as the XK120 and was destined to become one of the greatest
sports cars of all time. This was no thinly disguised racing machine. It was refined in the usual Jaguar
manner, had unrivalled comfort for such a car, and to cap it all, was priced at just £998 (£1,298 with
tax). The name was based on top speed which made it the fastest production car in the world. Indeed at
first people were sceptical and refused to believe what was being claimed for the XK120. To convince
the sceptics however, some tangible proof of the claimed prowess was needed. Accordingly Jaguar took
over a closed section of dual carriageway at Jabbeke in Belgium where, in front of the assembled press,
a standard XK120 proceeded to clock 126 mph. With the windscreen removed 133 mph was achieved
and, as if this was not enough, the driver then pottered past the amazed press at a mere 10 mph in top
gear. The orders came flooding in and Jaguar quickly realised that the couple of hundred originally
intended could not possibly meet demand. The waiting lists were lengthened still further after the XK's
racing debut at Silverstone in a Production Sports Car race. Three cars were loaned by the factory to well
known drivers Peter Walker, Leslie Johnson and Prince Bira of Siam. Bira was unlucky enough to have a
puncture, but the others finished first and second.

In 1950 it was decided to take three cars to France for the world famous Le Mans 24 hour race, merely
to assess their capabilities against international opposition. They were unlucky not to finish in the top
three, when the leading example succumbed to clutch trouble after 21 hours. However, valuable lessons
had been learnt.

One of six specially prepared XKs had been lent to Tom Wisdom for competition use. He proposed
offering the car to a young up-and-coming driver for the famous Dundrod Tourist Trophy race in Ulster.
Jaguar were not too keen as this young man was reputed to be too fast for his own good. Reluctantly
they agreed, and in appalling conditions, Stirling Moss left the field behind to take one of the most
important wins of his career. On the rallying front Ian Appleyard had replaced LNW 100 with one of the
six special XKs. NUB 120 took Appleyard and Lyons' daughter Pat, to success in the Alpine Rallies of '51
and '52 and the Tulip Rally in '51 and became one of the most successful rally cars of all time.

At the 1950 Motor Show the Mark VII saloon was unveiled and once again Lyons 'stole the show'.
Designed with the US market in mind, it was, by European standards, a very large car. It was certainly a
full five-seater but being powered by the now-famous XK engine it was no slow coach. Americans took
to the Mark VII and some $30m worth of orders were taken within months of the car's introduction. Such
was the demand that a larger factory was required and the company moved to the present
manufacturing plant at Browns Lane, Coventry in 1951/52. 1951 also saw an addition to the XK120
range - The Fixed Head Coupe. As the name implied, the model had a solid roof reminiscent of the one-
off SS 100 Coupe prepared for the 1938 Motor Show of pre-war Bugattis. The long distance capabilities
of the Fixed Head Coupe were demonstrably proven when Bill Heynes' own road car was taken to
Montlhery Autodrome near Paris. Here Stirling Moss and three others drove the car for seven days and
nights at an average speed in excess of 100 mph.
After the three XK120s' exploratory trip to Le Mans in 1950, it was realised that Jaguar had the makings
of a successful competition car if weight could be saved and aerodynamics improved. Consequently
Lyons was persuaded by Heynes and the Manager of the Service Department, Lofty England, that a car
should be produced solely with racing in mind. Hence was born the XK120C, or as the car is more
generally known, the C-type. To reduce weight, a multi-tubular triangulated frame was chosen and
designed by Bob Knight. The body was designed by an aerodynamicist, Malcolm Sayer, who had joined
the company from the aircraft industry. Many components were carried over from the production XKs
including, of course, the engine. This, however, was modified with larger exhaust valves, higher lift cams
and larger SU carburettors.

Three C-types were finished just in time for Le Mans in 1951. They were to be driven by Stirling Moss
(now the team leader) and 'Jolly' Jack Fairman; the Peters, Walker and Whitehead (a couple of
gentlemen farmers); and Leslie Johnson with Clemente Biondetti. The Jaguars were an unknown
quantity and the crowd were watching the Ferraris, Talbots and Cunninghams. However, Moss set off at
a great rate of knots breaking the lap record and the opposition. An amazing 1,2,3 looked possible until
an oil pipe flange broke on Biondetti's car. Then a similar fate befell Moss. The third car's luck held
however and Peter Walker and Peter Whitehead recorded a remarkable victory first time out for the C-
types. Unfortunately the return to France in 1952 did not yield the expected second victory. Concerned
about reports of the new Mercedes' straightline speed, Jaguar hastily and unwisely fitted more
streamlined bodies but were unable to test them at sustained speeds of 150 mph. Within hours all three
had retired with overheating problems. Jaguar built a small quantity of 'production' C-types and of the
53 built, including the works cars, a number found their way to the States where they were successfully
raced.

In April 1953 a third version of the XK120 joined the Open Two-Seater Super Sports and the Fixed Head
Coupe. It was a cross between the two and known as the Drophead Coupe, being a more sophisticated
open version. Meanwhile Jaguar engineers had been working in conjunction with Dunlop on a completely
new type of brake that had, as yet, only been used on aircraft. The new development was the disc brake
and was to be Jaguar's secret weapon upon their return to Le Mans in 1953. The 24 hour race that year
was notable for having representatives from most of the leading European motor car manufacturers and
most of the top Grand Prix drivers. Rarely, if ever, had the competition been so intense. With their fade-
free brakes the C-types could decelerate at the end of the three and a half mile Mulsanne Straight from
speeds of around 150 mph, time after time, with complete confidence and furthermore, they could leave
their braking far later than their rivals. The result was a complete walkover, the Jaguars finishing first,
second and fourth.

The winning car was driven by a couple who typified the amateur drivers of the era. Major Tony Rolt had
won the Military Cross for distinguished war service and Duncan Hamilton was a larger than life character
to whom it was very much sport for sport's sake. Moss and Walker finished second after suffering fuel
feed trouble early on. If further proof were needed that Jaguar was now a world force and the XK engine
a world beater, then the emphatic triumph of '53 against one of the strongest fields any race had ever
seen provided it.
Od 1953 do 1963.
In 1954 the XK120's were superseded by the mechanically updated
XK140's fitted with the more powerful 190 BHP XK engine which had
been used in the Special Equipment 120's. The new models were
visually similar to their predecessors differing in external details only.
The fixed head had an extended roof line and together with the
Drophead Coupe, was given two small extra seats in the rear, suitable
for children or adults for a short journey, but they made the XK's a little more practical for the family
man.

Overdrive was now an optional extra and the car could be ordered
with a C-type cylinder head in which case power output was increased
to 210 bhp. The price of the roadster, all but a handful of which were
exported, was now £1,127 (plus tax). Special Equipment versions
were known in the States as XK140M's and, when fitted with the C-
type head, as MC's. The XK140's maintained the XK's popularity but very few found their way into
competition. However, the C-type was just about to be superseded by the D-type. A prototype had
made a couple of private appearances in 1953 and this was a halfway stage between the 'C' and eventual
'D' models.

The D-type was to break fresh ground as it was of largely monocoque construction. To this 'tub' of
magnesium alloy was attached a tubular front sub-frame which carried the engine, steering and front
suspension. With its bag tanks for the fuel, the D-type borrowed a good deal from aircraft practice. It
was created by Bill Heynes and Malcolm Sayer. The new D-types were taken to Le Mans in 1954 with
high hopes pinned upon them. Engine problems early on in the race were traced, rather suspiciously, to
the presence of a fine grey sand in the fuel supplied. With the cause diagnosed the drivers began a
valiant battle to make up lost ground. Hamilton and Rolt leading the charge in the 'D' they were sharing.
Further frustration was experienced when Rolt was pushed off by a slower competitor and the heavens
opened to almost flood the track - Hamilton was getting wheelspin at 170 mph! After many hours of
driving as fast as they dared, during which the D-type ran faultlessly, they finished just one minute and
45 seconds adrift of the winning Ferrari after 24 hours. Revenge was gained a few weeks later when
Peter Whitehead and Ken Wharton won at the 12 hour race at Rheims. Jaguar had now carved for itself
a fine reputation. It had in production a superb large saloon and a very fine sports car, but it needed a
high volume smaller car.

One million pounds in 1955 was a very significant amount and that was the investment expended on
designing and developing Jaguar's important new compact saloon. The saloon's unitary method of
construction was a new venture for Jaguar. This type of body, in which the basic shell doubled as the
chassis, had an advantage in that it saved weight and was inherently more rigid. There were concerns
that the new models might be too noisy, because unitary bodyshells often acted like steel drums when
noise and vibration were fed into them. Here, Bob Knight founded his reputation for ride and refinement
by insulating potentially noisy components from the bodyshell by the use of rubber mounting blocks, a
technique still prominent in today's assembly methods.

When Heynes, Hassan and colleagues had first designed the XK engine the intention had been also to
produce a four cylinder version, and indeed an XK100 was actually listed. This engine was considered for
the small saloon but the refinement levels were not up to Jaguar's requirements and high standards.
Consequently the decision was made to use a reduced version of the 3.4 litre six cylinder. Thus a 2.4
litre was produced and fitted to the new saloon, the model simply being known as the Jaguar 2.4. Indeed
this was to be a most important model for Jaguar and would remain in production, in one form or
another, for more than 10 years.

Le Mans 1955 had all the makings of a titanic struggle. British driver, Mike Hawthorn, joined the Jaguar
team as Moss had moved to Mercedes-Benz in his quest for Grand Prix success. For the first hour or so a
magnificent race was fought by Castellotti in the Ferrari, Fangio in the Mercedes he was sharing with
Moss and Hawthorn in a D-type. The D-types had been revised and now wore 'long-nose' bodywork to
improve air penetration. A new 'wide angle' cylinder head with increased valve sizes had been designed
with a resultant increase in power to 275bhp. Sadly this was the year of the tragic crash with a large
number of spectators killed when one of the Mercedes crashed into the crowd. Fangio and Hawthorn
were locked in a thrilling tussle, passing and re-passing until the remaining Mercedes were with-drawn.
Hawthorn and Ivor Bueb went on to a rather empty victory.

Just as Jaguar had manufactured a small quantity of 'Production C-types' so they now began selling a
limited number of 'Production D-types'. Again these were mainly intended for competition use. Of the 42
made, some 18 were exported to the States. The big Mark VII's were showing that they could also be
used to good effect in competition. Indeed Ronnie Adams crowned a number of successes with victory in
the 1956 Monte Carlo Rally. Jaguar thus became the first manufacturer ever to win both Le Mans and
the Monte Carlo Rally in the same year. Indeed 1956 was a very special year for Jaguar and Sir William
Lyons, for such he had been bestowed in the New Year's Honours' List.

Le Mans that year was a curious one for Jaguar. On the second lap two of the cars collided with each
other in the Esses and the third was put out of contention by a split fuel line. It would have been a
complete disaster had it not been for the fact that Jaguar had, in effect, a back-up team. A private
Scottish team by the name of Ecurie Ecosse had been racing Jaguars for several years and were running
two D-types. Luckily for Jaguar the one driven by Ron Flockhart and Ninian Sanderson crossed the line in
first position.
Late in 1956 the Mark VII was replaced by the evolutionary Mark VIII. In appearance the car benefited
from being given a one-piece windscreen, and the radiator grille was altered. Mechanically the car was
given a new cylinder head christened the B-type, illogically following the C-type! This new head had an
altered valve angle and enabled the engine to produce 210 bhp. Around this time the very exciting XK-
SS, a road-going version of the D-type, with refinements, was produced. Amazingly, this was to use up
D-type parts which were surplus because of poor sales of that model! However, XK-SS production was
abruptly halted after just 16 had been made due to an enormous, and potentially catastrophic, fire at the
factory. Luckily damage was reasonably restricted, and with marvellous co-operation from workforce and
suppliers, normal production was resumed remarkably swiftly. But the vital jigs for the D-types and XK-
SS's had been destroyed.

The same near-disaster almost ruined the launch of a new sister for the 2.4 saloon. Logically, Jaguar had
decided to fit the 3.4 engine in the saloon body and this made a very sprightly sporting saloon. Maximum
speed was 120 mph and 60 mph could be reached in just 11.7 seconds. Having developed disc brakes in
the best testing conditions possible - endurance racing - Jaguar were ready to fit them to production cars
and the first models to benefit were the new XK150's in May, 1957. Fitted as standard with the 190 BHP
XK140 engine, the 150 could also be purchased in Special Equipment guise with the 210 BHP B-type
engine. Braking had never been the XK's strongest point and with performance and weight gradually
increasing, the new disc brakes adequately provided much needed improvement.

At the end of 1956 Jaguar announced that it intended retiring from motor racing, at least for a year or
so. The small engineering team was hard-pressed to maintain Jaguar's outstanding record on the track,
and also design and develop new road cars. There were no factory D-types at Le Mans in 1957, but
there were private entries and Ecurie Ecosse had a pair of ex-works cars out once more. All five D-types
finished, the Ecurie Ecosse cars driven by Flockhart and Bueb and Sanderson and Lawrence, taking the
first two places, the French duo of Lucas and Mary third, and the Belgian pairing of Frere and Rousselle
fourth. Duncan Hamilton and American Masten Gregory, though the fastest, were delayed when the
exhaust burnt a hole in the floor, and came home sixth. That same year it had been decided to mount a
challenge race between the best of Europe and the fastest Indianapolis cars from the States.

Billed as the 'Race of Two Worlds' it was to be held on the banked track at Monza in Italy and was given
the name, Monzanapolis! With the exception of Ecurie Ecosse, the European teams boycotted the event.
The US cars were designed specifically for this type of event but only three of their eight starters were
still running at the finish. The three D-types, two of which had just completed 24 hours of racing, ran
faultlessly and finished 4th, 5th and 6th.

In early 1958 the roadster version of the XK150 joined the other two body styles in answer to demand
from the States. This roadster had the luxury of wind up windows and a less crude hood. Coincidental
with the launch of the XK150 Roadster was the introduction of the 'S' variant with a new cylinder head
developed by Harry Weslake. This was known as the 'straight port head' and, with three SU carburettors,
increased power considerably to 250 bhp. With this engine the XK150 could attain 133 mph and reach 50
mph from stationary in just 7.3 seconds. Soon afterwards the 'S' engine became available in the other
XK150's. At the 1958 Motor Show the Mark VIII was succeeded by the Mark IX. Visually the cars were
virtually identical, but the new car was given an enlarged 3.8 litre version of the trusty XK engine and
disc brakes. Power assisted steering was also offered.

During '59 it was the turn of the small saloons to receive attention and a vastly improved Mark II model
was announced towards the end of the year, these benefiting from an increased rear track and disc
brakes fitted as standard. The changes that were most apparent, however, were in appearance, with the
glass area being increased significantly by using slender roof supports. The 120 BHP 2.4 litre and 210
BHP 3.4 litre models continued to be offered, but were joined by a racy stablemate in the shape of the
new 3.8 litre. With 220 BHP on tap this turned the already rapid small Jaguars into businessmen's
expresses, which cost only £1,842. As the horsepower race continued to hot up in the States, Jaguar
countered once again by offering the new 3.8 litre engine in the XK150 from 1960. This could also be
had in triple carburettor 265 BHP 'S' form giving a top speed of 136 mph. Not surprisingly, a number of
Mark I's and II's were raced. Their successes were prodigious and examples were driven by top Grand
Prix drivers of the day, such as Mike Hawthorn, Stirling Moss, Graham Hill, Roy Salvadori, Bruce
McLaren, Denny Hulme and Mike Parkes.

A positive plethora of rallying successes were gained with overall success in the Tulip Rally for the Morley
brothers in 1958 and team prizes and class wins in the Monte Carlo, RAC and Alpine Rallies. Five
successive victories were gained in the increasingly tough Tour de France. The 1963 event, which saw
Jaguar's last victory, consisted of 3,600 miles of high speed motoring. Touring car races were won in
Germany, Australia, New Zealand and Tasmania, and International Long-Distance Records set in Italy. In
the UK the Mark II's kept up Jaguar's tradition of winning the Production Car race every year at
Silverstone and in 1961 took the company's 13th annual win. In 1960 Jaguar purchased the motor
pioneer firm of Daimler. Jaguar needed more space and Daimler had a large factory in Coventry, to
which engine manufacture would subsequently be transferred.

Od 1963 do 1968.
Jaguar had planned a short retirement from racing, but various
factors delayed their return. The factory fire; the need to concentrate
on road cars and, above all, high market demand for the product.
However, the engineering department had been planning a successor
to the D-type as far back as 1955. Malcolm Sayer, the legendary
aerodynamicist, had been working on a car that could be both a
sensational road car and a Le Mans winner - the E-type. Sayer was
one of the first to apply the
principles of aerodynamics to
motor car design. During
development the E-type project
diverged into two distinct
categories; a road car and a sports
racing car, a prototype of the latter
being built in 1960.

Briggs Cunningham, the American sportsman and gentleman racer, had, in the mid-fifties, transferred
his allegiance to Jaguar. He opened a large dealership and ran D-types in American colours. Whilst
visiting Jaguar in early 1960, he was shown the prototype, E2A, and persuaded Lyons to let him run it at
Le Mans that year. Lack of development time mitigated against the venture and, although it set the
fastest time in practice, retirement followed in the race during the early hours of Sunday morning.

By 1961 the XK150s, though good cars, were no longer pacesetters and Jaguar needed to make a
quantum leap forward to maintain sales and prestige. The E-type, which was announced at Geneva in
March 1961, was just that. Like the XK120 in 1948, it was an absolute sensation. The body styling was
sensuous, beautiful, and the car set new standards in all areas. A brand new independent rear
suspension was designed by Bob Knight and situated in a cradle, which was mounted via rubber blocks
to the body unit. The brilliant rear suspension, used on the XJ-S, gave excellent roadholding, a first class
ride and great refinement. The car had the triple carburettor 3.8 litre XK engine first seen in the XK150
'S'. Producing 265 BHP in a lighter aerodynamic body gave virtual 150 mph performance, with
acceleration of 0-60 mph in 6.9 seconds.

The E-type, or XK-E as it would be known in the States, seemed to have the best of all worlds. It was
very fast, had vivid acceleration, great flexibility, unheard of comfort and refinement for such a car, and
pure good looks. Even the launch was dramatic. Most testing had been carried out on a couple of open
roadsters, but it was decided to produce a Fixed Head after a brilliant American sheet metal craftsman,
Bob Blake, created a mock up for Lyons. The Fixed Head version was built and loaned to various
motoring magazines and newspapers in early 1961. The car was just capable of the magic 150 mph, a
relief to Jaguar who had already printed the brochures.

This same car was due to be launched to the press at Geneva. The press reaction was ecstatic, as was
that of the public. Rarely, if ever, had a car been so lauded. The price added to the incredulity at £1,830
for the Roadster and £1,954 for the Fixed Head. Aston Martins were twice the price and Ferraris nearly
three times. A few weeks later two Roadsters and two Fixed Heads were shown at the New York Motor
Show. The reaction was equally extraordinary. As with the XK120, Jaguar's claims were tested on the
racetrack. Two cars were entered in the 25 lap GT Trophy race on the twisting, undulating circuit at
Oulton Park. They were entrusted to Graham Hill and Roy Salvadori, who were up against competition
Ferraris and Aston Martins.

The two E-types led until Salvadori experienced brake trouble and was passed by Grand Prix driver Innes
Ireland in a DB4 GT Aston Martin. Try as he might, Ireland could not pass Hill who used all his skills to
fend off the Aston and the three finished in close formation. It was a brilliant victory first time out and
unassailable proof of the E-type's prowess. Later the same year, Jaguar announced another new model,
a replacement for the Mark IX. This time the new Mark X was no evolutionary update but a completely
new concept. Whereas the Mark IX had still employed a separate chassis, the Mark X was of full
monocoque construction. It used a widened version of the new independent rear suspension as fitted to
the E-type and was fitted with the same engine. The car was designed almost wholly with the US market
in mind. It was very large by European standards and seated five people. In spite of the car's bulk, it
was not slow with a top speed of 120 mph, and it certainly appealed to Americans with the US and
Canadian dealers placing orders worth 63 million dollars (£22.5m). Unfortunately the model did not turn
out to be quite as successful as hoped, though gradually it matured into an excellent vehicle capable of
transporting four or five people quickly and in great comfort.

Three E-types were privately entered for Le Mans in 1962. One retired but the Briggs Cunningham entry,
driven by Briggs and Roy Salvadori, finished a highly creditable fourth followed by the Peter
Lumsden/Peter Sargent E-type one place behind. Meanwhile E-types had been clocking up a number of
successes around the world and one car, entered by Jaguar dealer John Coombs, was being increasingly
developed. The success of the E-types inspired Ferrari to build the 250 GTO and this led Jaguar to
counter with a special racing version of the E-type, developed from the Coombs car. Generally known as
the 'Lightweight E', these cars, of which just 12 were built, had an aluminium monocoque body and
engines with a block of the same material. With fuel-injected, dry sump engines, considerably stiffened
suspension and wider wheels, they posed a genuine threat to the Ferraris and beat them on a number of
occasions.

In 1963 Cunningham took three Lightweight E's to Le Mans. Unfortunately one retired with gearbox
problems, the second crashed heavily after hitting an oil patch at 170 mph on Mulsanne and the third
only managed to finish ninth after a long pit stop to repair a badly damaged bonnet. Also in 1963 the S-
type saloon car was announced. This was a pleasing compromise between the Mark II and the Mark X in
shape. Most importantly the S-type was given independent rear suspension and the S-type was offered
with either the 3.4 or 3.8 litre engine. Two 'Lightweight Es' were entered for Le Mans in 1964. Sadly,
both cars retired with mechanical problems. To improve torque, the E-type was given a new 4.2 litre XK
engine and synchromesh gearbox. Braking was improved by the deletion of the Kelsey Hayes bellows-
type servo in favour of a Lockheed vacuum booster. Internally the 4.2 E-types were given far better
seats. The aluminium dash panels and centre consoles were now covered in black leathercloth. Like the
Mark X, the only external way of distinguishing the 4.2 E-types was by the badge upon the bootlid.

Sir William Lyons had felt for some time that the company needed a four seater 'sports car'. In 1966 this
was achieved by lengthening the E-type and adding a pair of small seats in the rear, so that the car
could 'extend dad's youth for another seven years' as Motor put it. The new car, known as the 2+2, was
not to everybody's liking but certainly made a more practical machine. Performance was not helped by
the extra weight and frontal area. Top speed was now down to 136 mph. Price, as ever, was very
competitive at £2,385 and a very healthy number were sold with, like all E-type production, the vast
majority crossing the Atlantic to the States. The 420 saloon was introduced in 1966. This was akin to a
revised S-type with the Mark X frontal styling treatment. Offered, as the name implied, with the 4.2 litre
engine, the 420 was an excellent car. It was, though, a stopgap model for Lyons and Knight who were
working on something very special which would appear in a couple of years time.

For many years Jaguar had been Britain's top dollar earner and the most popular imported car in the US.
By 1966 Jaguar's post-war exports totalled £200m. A year later the Mark IIs metamorphosed into 240s
and 340s. The models, now near to the end of their lives, were rejuvenated by a few minor trim changes
and the 3.8 model was dropped from the range. From time to time Jaguar's thoughts had turned to
competition and Sayer had wanted to build a mid-engined car. Heynes and colleagues had realised that if
Jaguar was to remain competitive it would need to design a completely new engine, preferably of 12
cylinders. In 1965, with the Lightweight E-types uncompetitive, a small team including Sayer and Mike
Kimberley, later to head Lotus Cars, drew up plans for a mid-engined sports racing car. To power it, they
designed a four cam V12 of 5 litres.

The car, the XJ13, was built in great secrecy in 1966 but there was an unfortunate lack of urgency about
the project. It was eventually run in 1967. Sadly it was never to race and has become a museum piece
for enthusiasts. The shape was another Sayer masterpiece. Of obvious ancestry, it was one of the most
beautiful cars ever conceived, and a lasting tribute to this brilliant man who prematurely died in 1970.
In 1968 the E-types underwent changes dictated by the US Federal Regulations. With a less clean shape
and increasing weight, the E-type was in need of another boost both in terms of prestige and
performance. Jaguar was working on the answer and it had rather more than six cylinders.

Od 1968 do 1979.
In the late sixties Jaguar had rather too many saloon models for a
relatively narrow sector of the market. Equally, those worthy models
were becoming a little outdated and it was time for another quantum
leap and some rationalisation. The XJ6 arrived in 1968 and it was
undoubtedly just what was required. Without question it was the
finest Jaguar yet, and met with instant and ecstatic praise. First and
foremost, the shape was another Lyons masterpiece. In an era when
cars were starting to lose their character, the Jaguar strongly retained
its identity. Not only did the car look superb, thanks to Bob Knight's
sterling work on development, the XJ also set new standards of ride
and refinement. With the advent of the XJ saloons, all other saloon
models were deleted with the exception of the 420G which continued
for a while at low volume. To satisfy a larger spread of the market
with just one body style, Jaguar offered a choice of the familiar 4.2
litre XK engine, or a new 2.8 litre variation. However, the majority of XJ6's were sold with the larger
engine.

The price, at just under £2,253, as ever was quite remarkable, and the waiting lists were long, to say the
least.

Sir William Lyons' decision to concentrate on one model proved to be the right one, for the XJ range
eventually sustained the company for nearly two decades. During 1969 William Heynes retired from the
company. He had been in overall charge of engineering since 1934 when he joined SS Cars at the age of
just 32 and he had moulded together and guided a brilliant team. Heynes and his colleagues had been
thinking of a new engine for some time, inspired by the racing cars, and a need to keep ahead of their
rivals. They had always leaned towards a V12 configuration and such a unit had been built for the
stillborn XJ13 project in the mid-sixties. By this time, emission controls and safety regulations were
blunting the E-type's once electrifying performance. Equally the XJ range needed another engine to
satisfy a wider range of markets.

In 1963 Jaguar had acquired Coventry Climax who in the fifties and sixties had built highly successful
Grand Prix engines. Wally Hassan had left Jaguar in the early fifties, joined Climax and been responsible
for the world-beating engines. He was now brought back into the fold and there was nobody better to
design Jaguar's new engine. Heynes and Claude Baily designed the four cam racing engine that powered
the XJ13 and, following their retirement, Hassan and colleague, Harry Mundy, carried out extensive
research with single camshaft engines before building 'their' single cam V12 of 5.3 litres. To save weight,
the block was to be of aluminium and for the first time transistorised ignition was used. Both to give the
E-type a boost, and to prove the engine in a relatively low volume model, the new V12 unit was offered
in the E-type from 1971. The appearance of the Series III, as the V12 engined E-type was designated,
was changed quite considerably. A larger mouth air intake was now covered by a grille, and flared wheel
arches allowed for the increased track and bigger tyres.

The Fixed Head model was dropped and just the Roadster and 2+2 variants produced. The open car was
now based on the longer four seater floorplan and as a result could for the first time be offered with
automatic transmission. Power steering was fitted as standard on both models. The V12 engine was
remarkable for being silky smooth. It powered the car effortlessly and thus the image of the V12 E-types
was entirely different from that of their predecessors. They were no longer a raw sports car but an
increasingly sophisticated, touring machine.

In 1972 the car for which the engine had been primarily designed was finally launched. The XJ12 was
another triumph of even greater proportions than the XJ6, which it joined rather than replaced. This was
Sir William Lyons' crowning achievement. He had set out to imitate the style of the most expensive cars
with styling that suggested rather more performance than his cars really had. He was now producing a
car that gave these eminent manufacturers a run for their money in any department you cared to name -
style, performance, refinement, comfort or the use of traditional materials. Performance, not
surprisingly, was superb and Jaguar could now claim that the XJ12 was the fastest production four-seater
in the world. That maximum speed was just short of 140 mph, whilst 60 mph could be accelerated to in
7.4 seconds.

Daimler versions of the XJ saloons were also produced though they were identical mechanically and
differed in appearance only by having the traditional fluted grille. In 1972 a Vanden Plas version of the
V12 engined Daimler Double Six was introduced. One criticism levelled at the XJ saloons was that they
were a little cramped in the rear and so, in September 1972, a longer wheelbase Vanden Plas Daimler
Double Six was introduced. Soon after that the long wheelbase body became available for the rest of the
range. These were designated the XJ6L or XJ12L, as appropriate.

Aged 71, Sir William Lyons retired in 1972, handing over the Jaguar reins to Lofty England. The company
had been in existence for some 50 years and was now one of the most respected in the world. An
autocratic man, Lyons had led from the front, building a sound business empire and a product that
enjoyed a rare loyalty. Apart from being a superb businessman, he was one of the finest stylists of his
era.

Most of his designs have stood the test of time and are a monument to his unique contribution to the
history of the car in the twentieth century.

In 1973 the immensely popular XJ's received a facelift, the new Series II versions were introduced at the
Frankfurt Motor Show. Also at Frankfurt, Jaguar launched a new body style. This was the XJ Coupe and
exceptionally stylish it was too. The basic shell was changed to have just two doors and no window
frames. Thus with no central window pillar the door windows and rear quarter windows could be lowered
to give a complete pillarless effect. In this guise the XJ6C and XJ12C were extremely good looking and
had a sporting appearance.

A pair of V12 XJ Coupes were being prepared and raced by Broadspeed for British Leyland in the
European Touring Car Championship. In spite of using top drivers, such as Derek Bell, the cars were not
successful in '76, lacking development. Just as they were starting to become a serious proposition the
following year, they were retired for good. Sadly after a relatively small number of the beautiful Coupes
had been built, Jaguar decided in November 1977 to discontinue manufacture of the short wheelbase
shell and concentrate on production of the saloons in the long wheelbase version.

Meanwhile in the USA the V12 E-type was making a big impact on the racing scene. Bob Tullius, whose
team Group 44 had successfully entered Triumph and MG sports cars in SCCA racing, persuaded Jaguar
that the E-type would be competitive. Jaguar decided to back Group 44 on the east coast and Joe
Huffaker, who had been similarly successful with MGs over the years, on the west coast. The E-types
dominated their respective regional championships for two years, breaking the Corvette domination of
the series. In 1975, Tullius easily won the B Production Championship. To put this into perspective it is
worth reflecting that in the previous 17 years Corvettes had won the championship 14 times. Ironically,
the E-type had gone out of production towards the end of 1974 and these racing successes just served to
illustrate what an advanced design it had been in 1961. Arguably the most famous sports car of all time,
some 70,000 had been built with around 60% shipped to the States. US legislation played a major role
in the design of the E-type's replacement, which was not a conventional sports car but was rather more
of a Grand Touring car.

Launched in September 1975 the XJ-S was closely related to the XJ saloons. While some considered the
overall appearance of the new car to be somewhat controversial, no one could argue about its impressive
specification. The fuel injected V12 engine was used and gave the car superb performance. 0-60 mph
was achieved in 6.9 seconds and the maximum speed was 150 mph. Levels of refinement and quietness
were raised to saloon car standards with air conditioning as a standard feature. Initially both manual
and automatic transmissions were available but later the manual option was dropped. With the advent
of the XJ-S, Group 44 built an example to go Trans-Am professional racing. A few exploratory outings in
1976 showed the potential and a full season was planned for '77. Group 44 fought off a multitude of
Porsches with their XJ-S, which was now developing 540 bhp, and Tullius ended the season as Category
1 Trans-Am Champion.

The following year, with a new lighter car fitted with a 560 BHP engine, Tullius won the last seven races
and again took the Championship. By entering the '77 XJ-S for Brian Fuerstenau, the car's designer, to
drive in the last three events, Jaguar took the Manufacturer's Championship as well. In 1979 the XJ
saloons were extensively revised. The new Series III range was subtly restyled with a flatter roofline and
a larger glass area giving the car crisper lines. This, together with improved ancillary equipment had the
effect of modernising the car and increasing rear seat headroom. Indeed it seemed almost to have
become a timeless style of enduring popularity.

Od 1979 do 1989.
In 1980 a new era began at Jaguar with the appointment of John
Egan as Chairman and Managing Director. Egan's motor industry
career had taken in General Motors (AC Delco), Triumph Cars, Unipart
(British Leyland) and others. Jaguar's quality had not been all that it
might have been in the late seventies and Egan's immediate goal was
to restore customers' confidence in the British marque.

This he proceeded to do and Jaguar enjoyed a strong resurgence of demand, particularly in the States.
Jaguar's style stood the company in good stead and ensured loyalty amongst owners. However, fuel
crises of the seventies had not helped matters and in 1981 Jaguar announced new High Efficiency
cylinder heads for the V12 engines. These were based on principles espoused by Swiss engineer Michael
May, and Jaguar engineers had spent five years applying them to the V12 engine. The result was a very
healthy decrease in fuel consumption which gave the V12 engined saloon and XJ-S a considerable
advantage in the more fuel conscious eighties.

The XJ-S HE was now capable of 155 mph and returning 27 mpg at a steady 56 mph. Also Jaguar could
claim that the model was the fastest production car in the world, fitted with automatic transmission. At
this time Jaguar was seeking a new six cylinder unit to replace the venerable XK unit. It had been
intended to build a V8 version of the V12, or even a six cylinder by, as it were, chopping the engine in
half. Neither of these courses turned out to be practical and so a completely new design was embarked
upon under the guidance of Engineering Director, Jim Randle and Trevor Crisp, Chief Engineer Power
Units. After many experiments, it was decided to offer the new straight six engine with two types of
head. The higher performance version would use a four valve arrangement and an economy unit would
use the V12's head which benefited from the May principles.

The new engine was named the AJ6 and for Jaguar represented an investment of over £21m. It had a
capacity of 3580 cc and was inclined at 158 degrees from the vertical. With the 24 valve head the output
was 225 BHP which compared favourably with the current 3.4 litre XK engine which was producing 162
bhp. Additionally the new AJ6 was around 30% lighter due to the use of an aluminium block. The AJ6
was intended for a completely new range of saloons but, in true Jaguar tradition, it was first fitted in a
lower volume model launched in September 1983. The six cylinder XJ-S had automatic transmission or a
Getrag 5-speed manual gearbox. Sixty miles per hour could be reached in 7.6 seconds and a top speed
of 145 mph was possible. At the same time a new version of the XJ-S also became available. This was
the Cabriolet, Jaguar's first open car since the demise of the E-type. Retaining the cantrails, roof pillars
and a cross bar, the Cabriolet had two lift off, interlocking roof panels and the option of either a folding
rear hood or a fixed rear window. Safety regulations decreed that the XJ-SC was just a two-seater.

Late in 1982 Group 44 had been given the go-ahead to design and build a sports racing car around the
Jaguar V12 engine. The car was built for IMSA racing in the States. Named the XJR-5, the car featured
an aluminium honey-comb monocoque which employed the mid-mounted engine as a stressed member
from which was hung the rear suspension. A striking fibreglass body was finished attractively in white
with green stripes. The car finished third on its debut at Road Atlanta and won at the same venue in '83.
Two further victories followed at Mosport and Pocono, much to the delight of the British racing fans. The
following season brought a late decision to enter the Le Mans French classic, as a learning experience.
One car retired after damage sustained from a puncture and the second was running in the top six after
18 hours. It sadly succumbed to gearbox maladies.

Back in Britain a new force had appeared on the competition scene. Racing driver, Tom Walkinshaw had
prepared an XJ-S for racing in Australia in '82 and had the idea of building a pair of cars for the European
Touring Car Championship. The first season brought first and second in the Tourist Trophy Race at
Silverstone. The following year the Jaguars took five wins to BMWs six; weight of numbers telling with
around five of the German cars entered for each of the two Jaguars. Sir William Lyons had merged
Jaguar with the British Motor Corporation (later to become BL) in 1966, in the belief that he was
safeguarding the future of the company. The reality, however, was that the company suffered a severe
loss of identity and image. The Conservative government, elected in 1979, planned to privatise a
number of state-controlled companies, however, and in the early eighties Jaguar began to prepare for
privatisation. In August 1984, Jaguar shares were floated on the London Stock Exchange for the first
time. The government was keen to encourage public share ownership - and the share offer was
oversubscribed eight times.

The 1984 season was a good one for Tom Walkinshaw Racing, who had added a third XJ-S to the team.
The team dominated the European Championship with a string of wins and Walkinshaw ended the season
as the European Champion. Following their emphatic success, TWR were given the task of designing a
sports racing car to take on the world and win Le Mans for Jaguar for a sixth time. Teams such as
Porsche and Lancia were well established but the British Formula One teams were worldleaders in chassis
design and Tony Southgate, an ex-Grand Prix designer, was retained to pen the new XJR-6. Current
Grand Prix cars used the 'ground effects' phenomenon to 'suck' the car down on to the road at higher
speeds and Southgate's design made good use of this. Indeed the car was unusual in that the rear
wheels were covered by spats to heighten this effect.

In February 1985, Sir William Lyons passed quietly away at his home, Wappenbury Hall having lived to
see his beloved company returned to independence the previous year. The tributes were plentiful and
glowing. For fifty years 'he' had been Jaguar and the part he played in the history of the automobile is
quite immeasurable. In July the XJ-S Cabriolet became available with the V12 engine and a few months
later the new XJR-6's made their debut at Mosport Park. They finished third, an excellent debut. It was
decided to bring the TWR XJ-S's out of retirement for the prestigious Bathurst 1000 race in Australia in
October. The dominant Jaguars finished first and third. Group 44 debuted a new XJR-7 at the end of '85
and in 1986, in front of the home crowd the team managed two fourths and a string of seconds, this
consistency rewarding them with second in the Manufacturers' Championship once again. The TWR team
had a fair season taking victory in the Silverstone 1000kms and coming close to achieving the World
Championship.

The engineers in Coventry had been working for some time on a saloon replacement. The XJ6 was still
selling well which meant that Jaguar could ensure the new car would be really right. Jaguar consulted
several distinguished Italian styling houses but eventually it was Bob Knight who created the initial shape
of the XJ40, as the project was entitled. A number of styling clinics were held with the new designs
alongside Jaguar's main rivals. The new designs had little difficulty in scoring more votes than Jaguar's
competitors, but the hardest car to beat was the existing Series III and Jaguar learnt from these clinics
how important were the traditional materials used inside Jaguars. The Americans were emphatic; the
appeal of the Jaguars lay in handcrafted leather upholstery and walnut veneers - British craftsmanship
made a Jaguar!

Bob Knight had retired at the beginning of the decade and Jim Randle took over responsibility for
engineering, designing a completely new suspension for the car. Prototypes were built and tested in
every extreme of climate over a total of 51/2 million miles. Launched in Europe in late 1986 and in the
States in early '87, the new XJ6 met with widespread approval. Offered with the 3.6 litre AJ6 engine and,
in Europe, a 2.9 litre version as well, the waiting lists were once more extended. The 3.6 had very lively
performance and the new suspension gave superb levels of ride and roadholding.
Either 5-speed manual or automatic transmission could be ordered. The automatic had a novel gear
selector, the brainchild of Jim Randle. The 'J' gate allowed the easy and rapid selection of gears for more
lively motoring. Three model derivatives were offered - the XJ6, Sovereign and, top of the range,
Daimler. The Series III was not to be completely dropped from the range continuing in V12 engined form
for certain markets. It was appropriate that in the year that the new XJ6 appeared, John Egan was
knighted for his vital contribution to Jaguar. An excellent ambassador, he had admirably filled the gap
left by Sir William's retirement. For 1987 the TWR XJR-6 was considerably revised and re-named XJR-8.
They were now stiffer, lighter, more powerful and had greater downforce to assist roadholding.

The changes were effective for the Jaguars won the first four rounds of the 1987 Championship. The next
round was Le Mans and Southgate produced a body design specifically for the fast French circuit. Three
XJR-8LM's, as they were entitled, were entered but luck was not on their side as a puncture and cracked
cylinder head eliminated two of the cars and gearbox problems delayed the third. Round seven brought
a first and third at Brands Hatch, and victory at the Nurburgring in Germany clinched the World
Championship for Jaguar who went on to win eight out of the 10 races that year.

The following year the TWR team would be representing the company in the US IMSA series as well as
the World Championships.

In May 1988, the XJ-S Cabriolet was replaced by a stylish full Convertible with a power-operated hood
fully lined and insulated, which could be raised or lowered in 12 seconds. This hood was fitted with a
solid, heated rear window as opposed to the usual flexible type. As usual with any new Jaguar, there
were a great many orders placed immediately and supply struggled to keep pace with demand. The price
for the beautiful Convertible was £36,000. For 1988 the sports racing car was further updated and
became the XJR-9. The IMSA cars were sponsored by Castrol and finished in a very smart green, red and
white livery, achieved victory at the first event, the Daytona 24 Hours; an excellent start to the season.

Meanwhile the World Championship team began with a second to the Sauber Mercedes at round one,
followed by victories for team leaders, Martin Brundle and Eddie Cheever, at Jarama in Spain, Monza in
Italy and Silverstone in England. The Porsches had been dominating Le Mans for several years. TWR
countered in 1988 by entering no less than five new XJR-9LM's. Twenty-five minutes into the race,
Dutchman Jan Lammers took the lead in one of the Jaguars. First one Porsche and then another took up
the challenge, but to no avail. At half distance, Brundle was lying third in another Jaguar. After 24 hours
of hard racing the XJR-9LM driven by Lammers, Johnny Dumfries and Andy Wallace crossed the line to
add another victory to the five Jaguar have achieved in the fifties. It was a moment to savour. The rest
of the season went very well and Martin Brundle and Jaguar finished up, respectively, winners of the
Drivers' and Manufacturers' Championships by an emphatic margin.

In 1989 the TWR Jaguars fared rather better in the IMSA series than the World Series. A pair of the new
XJR-12s took the first two places in the classic Daytona event and victories followed at Tampa, Portland
and Del Mar. Another new car was used for the last two events. The XJR-10 was not fitted with the
familiar V12 engine but a twin-turbocharged V6. For some time the Jaguars had been struggling in the
shorter distance events against cars powered by smaller but turbo-charged engines. They had the
advantage that they could briefly turn up the turbo boost to increase power. Thus TWR developed the
XJR-10 for sprint type events but continued to use the V12 engined XJR-12s for the long distance
endurance races like Daytona and Le Mans.

In September 1989, Jaguar announced considerable enhancements to the XJ6 range. The fundamental
change was an enlarging of the 3.6 litre AJ6 engine to 4 litres. This new 235 BHP engine would accept
either leaded or unleaded petrol and gave a 14% improvement in torque. This was reflected in the 0-60
mph times reducing from 7.4 seconds to 7.1, and a top speed now of 140 mph for the manual model.
For the 4.0 litre models, a new electronically controlled, programme switchable, 4-speed automatic
transmission was developed to cope with the increased torque of the 3,980 cc, 24 valve power unit. A
new Teves Anti-lock braking system was adopted for the 1990 models. Some significant changes were
made to the interior. A new instrument pack was designed and featured conventional analogue main
dials and minor gauges.

In introducing the new 4.0 litre, Sir John Egan stressed the extent of the changes which resulted in what
he liked to describe as a 'world class car'. "I believe our latest 4.0 litre is essentially a new generation
XJ6 - the effect of the changes is that fundamental. We have enjoyed great success with the XJ6 range
since launch, but our mission is one of constant improvement. I think the 4.0 litre is evidence that we
are succeeding in that mission, and it has been achieved by listening to customers and setting ourselves
ever stiffer targets." It was as well that Jaguar had not rested on its laurels for the luxury car market
was becoming an increasingly competitive one. Though the company had a fine range of products, the
management increasingly realised that to meet the challenge of the nineties and beyond, it would be
necessary to have the backing of one of the automotive giants behind the scenes. Without Jaguar losing
its essential identity and relative autonomy, there were a myriad of minor, but important, ways in which
a benevolent parent could assist.

Od 1989 d0 1996.
 The Jaguar Story now entered a totally new era. Since its flotation in
1984 Jaguar had achieved considerable success in the growth and
development of its business. The demand for its cars had increased
significantly and output increased accordingly. The profitability of the
company funded substantial improvements to manufacturing and
engineering facilities, and the establishment of a new £52 million
product engineering centre at Whitley in Coventry. Plans to
manufacture Jaguar's own body panels by the early 1990s through a
joint venture with GKN led to the formation of Venture Pressings, and
during 1988 another joint venture, JaguarSport, was formed to
produce and market sporting versions of Jaguar's saloons and high
performance sports cars, including the breathtaking XJ220 and the
racing XJR-15.

Difficult trading conditions and adverse exchange rates latterly,

however, led the Jaguar Board to recognise the potential value of
collaboration with a world class car manufacturer.
Discussions took place with a number of major car companies,
including Ford, to explore ways of broadening Jaguar's product range
and achieving access to world class technology and components.
Meetings with General Motors were held to explore the possibility of
the two companies entering into certain manufacturing, marketing
and other commercial joint venture arrangements. As part of these arrangements, General Motors was
considering taking a minority interest in Jaguar. On 19 September 1989, however, Ford announced its
intention to purchase up to 15 per cent of Jaguar's issued share capital, and on 16 October 1989, Ford
advised the Jaguar Board that, with their support, it was prepared to make a full bid for the company.
Later the same month on 31 October 1989, Mr Nicholas Ridley, Secretary of State for Trade and
Industry, announced in the House of Commons that he would consent to an amendment to Jaguar's
Articles of Association removing restrictions which prevented anyone holding over 15 per cent of Jaguar's
shares, once such an amendment had been approved by the shareholders. In short he was prepared to
remove the 'Golden Share' constraint.

On 1 November 1989, Ford approached the Jaguar Board with a proposal which, after long discussion of
the terms offered, led to agreement being reached. The agreed plans for Jaguar's future recognised the
integrity of the Jaguar marques and stipulated that Jaguar was to remain a separate legal entity with a
self-sustaining capital structure and its own Board of Directors. An Extraordinary General Meeting of
shareholders was held on 1 December 1989, when the Board's recommendation to accept Ford's offer
was approved. It became unconditional seven days later, and Ford announced the closure of its offer on
February 28, 1990, when application was made to remove Jaguar from the Stock Exchange list.

A Ford Transition Team spent three months preparing a report on Jaguar's operations, and during this
period Ford executives were appointed to the main board. Towards the end of March, Sir John Egan
announced he was to retire from Jaguar, and although he immediately relinquished the position of Chief
Executive, he continued as non-executive Chairman until the end of June 1990. William J Hayden CBE,
who had assumed the position of Chief Executive in March, took over as Chairman and Chief Executive
with effect from July 1, 1990. Bill Hayden had vast experience in the British motor industry in which he
had held a number of very senior positions. Commenting on his appointment, he said: "I believe in
Jaguar, its products and its people. The skills, education and abilities of the employees are as good as
any I've seen anywhere."

One of the ways in which Ford committed themselves to continue to build on Jaguar's heritage was by
continuing the Coventry firm's participation in motor sport. The 1990 racing season could not have
started better. Two XJR-12's were entered for the famous 24-hour Florida classic at Daytona. At the
finish the leading Jaguar, driven by US star Davy Jones, Jan Lammers and Andy Wallace, was four laps
ahead of the second Jaguar, which in turn was five laps up on the third placed Porsche. It was a superb
victory and the first time for over 20 years that a team had finished in the top two positions. With an
encouraging victory at Silverstone, the Jaguar racing team went to Le Mans in confident mood.

Four of the V12-engined long distance XJR-12's were entered against a strong field including 19 Porsches
and 7 Nissans.

Jaguar's Team Management though was quite content to let the turbo-charged cars fight it out at the
front in the early stages. The Nissans made the early running but gradually the faster cars destroyed
themselves and the Jaguars moved up to take the lead. In the last hour the leading Jaguar held a one
lap advantage and it looked as though they were going to finish in first and third positions when drama
struck with just 15 minutes to go. The fastest Porsche had the misfortune to blow up its engine and so
the Jaguars completed a memorable first and second at the world's most famous long distance race. It
was the fortieth anniversary of the first appearance of Jaguar at Le Mans and the company's seventh
victory.

The worldwide economic decline during 1990, which resulted in tougher market conditions particularly in
the luxury car sector, meant reduced Jaguar sales in many markets. Despite the decline, however, the
company did establish record sales in Germany, Italy and Japan during the year. Towards the end of
1990, a new hourly paid working agreement was reached, in which a versatility payment was included in
return for new working practices, aimed at eliminating constraints on efficiency. Early in 1991 the
workforce were also told, through a series of presentations, of future plans for the company during the
final decade of the twentieth century. These plans had to address the immediate problems created by the
continuing economic recession as well as providing the foundation for the long term future.

The objectives were centred on three fundamental issues; continual improvement of product quality,
increased manufacturing efficiency and the development and implementation of an exciting new model
programme. With sales showing no signs of recovery Jaguar was facing a critical situation. It would
require a dramatic reduction in headcount to make the company more efficient and guarantee its
survival. During 1991 early retirement and voluntary redundancy programmes were introduced which, by
the end of the year, had reduced the workforce by a third; the total headcount was down to 8,000
employees. It was a period of great change that was however, not without its bright moments. Jaguar
regained the World Sports Car Championship with the revolutionary XJR-14 totally dominating the series,
which included the Le Mans 24-hour race in its calendar. Despite narrowly missing out on victory in this
race, Jaguar recorded one of its greatest Le Mans results in 1991 with three V12 engined XJR-12's
finishing second, third and fourth. Le Mans was also the time for nostalgic celebration. It was the
fortieth anniversary of Jaguar's first victory there in 1951 with the legendary XK C-type. To
commemorate the occasion a cavalcade of 20 original C-types drove from Browns Lane to Le Mans and
completed three spectacular demonstration laps of the famous circuit prior to the start of the race.

Another Jaguar celebrating its anniversary that year was the E-type, which had been launched 30 years
before at the Geneva motor show. The Jaguar marque clubs joined forces to hold a massive festival at
the Donington Park race circuit, which brought together over 1,000 E-types from around the world. The
gathering included 77RW, the first production roadster and HDU 555N, the very last V12 roadster.
Having made its public debut as a concept car at the 1988 Motor Show the sensational XJ220 became a
production reality during 1991. JaguarSport created a purpose built factory at Bloxham near Oxford for a
limited production run of 350 cars. Even with a price tag of £400,000, options to purchase the 200 mph
mid engined supercar were heavily over-subscribed. Following an intensive test and development
programme final assembly began in early 1992 with the first cars being delivered in July.

Although no new mainstream production models were introduced during this period, there were many
exciting new developments to enhance the product range. The most significant came in May 1991 with a
substantial face-lift to the XJS range. The new cars incorporated body styling changes, a redesigned
interior, improved feature and equipment levels and the adoption of the AJ6 4.0 litre engine in place of
the 3.6 litre version in the six cylinder coupe. The styling changes were significant in scope yet subtle in
character. Nearly 40% of the car's body panels were changed, including the boot, rear wings, doors, sills
and coupe roof. The aim was to give a smoother and more contemporary look to the XJS whilst
preserving the essential and enduring qualities of the original design.

The result was a tremendous success with both the motoring press and the public alike providing much
needed new interest in the product. The following year the XJS range was further extended with the
introduction of the 4.0 litre Convertible. The new model featured a driver's-side airbag, making Jaguar
the first UK company to offer this facility, and the fitment of a stainless steel strut assembly under the
front end of the car increasing torsional rigidity of the body shell by 25%.

Chairman and Chief Executive, William J Hayden CBE, retired from the company at the end of March
1992. He was succeeded by Nick Scheele, who had come to Jaguar at the beginning of the year as Vice
Chairman. Bill's extensive manufacturing experience had enabled Jaguar to make significant quality and
efficiency improvements during his two years at the helm and he handed over a much sounder
company. When the company celebrated its seventieth birthday in September that year Nick Scheele
made it clear that Jaguar would continue to build on its strengths, "Sir William Lyons believed in
providing his customers with distinctive, exciting products which offered world class performance, ride
and handling at a value for money price. These qualities are still at the heart of the company today. Our
aim for the future is to remain true to that tradition and produce new products which are unmistakably
Jaguar and are worthy of their heritage."

November 1992 saw the end of the line for two classic models, the Series III and the Daimler Limousine.
The completion of the last Series III saloon brought to a close one of the longest chapters in Jaguar
history - a production run that spanned 24 years and over 400,000 cars, which began with the XJ6 back
in 1968. There were few cars that could compare with the majesty of the Daimler Limousine. Sadly,
when the last car left the 'Limo' shop at Browns Lane, it ended a production run of 4,116 finished cars
plus an additional 927 drive-away chassis, which had begun in April 1968. Although during 1993 there
were no entirely new products launched, the company did put a lot of resource into improving and
extending the current range. A new V12 saloon was the first addition to be announced. The new Jaguar
XJ12 and Daimler Double Six featured a more powerful, refined and economical 6.0 litre version of the
V12 engine providing 318 BHP and a new 4-speed electronic automatic transmission. Jaguar then
announced extended wheelbase versions of the Jaguar Sovereign and Daimler saloons called Majestic.
The Majestic saloons incorporated a 125 mm 'stretch' behind the centre pillar or 'b' post of the standard
car, which provided a significant increase in rear legroom. Rear passenger headroom was also increased
with a raised and redesigned roof.

The final additions to the saloon range were the XJ6 3.2S and 4.0S. These new cars were aimed at the
younger driving enthusiast seeking a tauter handling car, sportier exterior and interior design, and a high
level of equipment at a value for money price. These cars also featured the additional standard fitment of
both driver and passenger airbags. Jaguar's developments in the area of occupant protection earned the
XJ6 the title of 'The Safest Car In Britain' in a study carried out by the Department of Transport. The XJS
range underwent significant changes in specification to strengthen its appeal and competitiveness. The
main changes were the installation of the new 6.0 litre V12 engine, which provided startling
improvements in performance, the 4-speed automatic transmission was also available on V12 models,
the introduction of a 2+2 Convertible model and the fitment of new moulded bumpers and cast alloy
wheels to give both coupe and convertible a more contemporary appearance.

During August 1993 Jaguar installed a new, £8.5 million, assembly line at the Browns Lane Plant. The
new overhead mounted, doors off, single track assembly line replaced the former twin track saloon car
production line which had been installed thirty years previous. The new state-of-the-art facility was
installed in just 21 days and provided a further boost to quality control and efficiency at Browns Lane as
well as a much better working environment for employees. By the end of the year all of Jaguar's
assembly plants had gained registration to BS5750 and early in 1994 both Browns Lane and Castle
Bromwich also achieved the coveted Ford Quality Standard - Q1.

In a constantly changing world Jaguar is always looking for opportunities to capitalise on new markets.
During 1993 Jaguars went on sale in Russia and many of the new Eastern Block countries. In October,
Nick Scheele signed an agreement with Inchcape Pacific as Jaguar's distributor for the whole of China, a
country with tremendous opportunity for economic growth. Jaguar also made another appearance at Le
Mans in 1993 with a team of three specially prepared XJ220C's, which competed in the new Grand
Touring class. A month earlier the XJ220C had a dream debut at Silverstone when Win Percy won the
BRDC National Sports GT Challenge race with ease. Things were a little tougher at Le Mans and by the
early hours of Sunday morning only one Jaguar was left running. There was further drama when the
remaining Jaguar of John Nielsen, David Brabham and David Coulthard lost 73 minutes as a result of a
fuel leak. However once fixed the XJ220 steadily overtook Jurgen Barth's Porsche to regain the GT lead
and take the chequered flag. The final irony of the race occurred several weeks later when the winning
Jaguar was disqualified for an alleged technical infringement.

A new XJ Series made its world debut at the Paris Motor Show in October 1994 and the launch of the
new car dominated the year for Jaguar. The launch was even more remarkable as for the first time the
company launched a new car, built to world class quality standards, simultaneously in every one of its
markets around the globe. Code named X300 during its development, the new XJ Series represented an
investment of over £200 million and was the first product programme to be delivered by Jaguar since its
acquisition by Ford. The new car maintained the long heritage of engineering excellence and styling
pedigree but combined this with world class manufacturing process management. The most striking
aspect of the new range was the way traditional and modern styling cues were combined to produce an
elegant new body design. Every external body panel was changed from the previous XJ models. Whilst
the new sculpted bonnet shape and rear end styling evoked memories of the classic Series III saloons,
the essential modernity of the design was emphasised by contemporary features such as colour keyed
bumpers, a slimmer radiator grille and distinctive head and tail light treatment. Jaguar engineers made
the new XJ Series quieter, smoother, more comfortable, faster yet more economical, safer, more secure
and more reliable. The new 326 BHP supercharged 4.0 litre engine, a first for volume production luxury
saloons, also ensured that the new XJ was more exciting and appealed to a new range of Jaguar
customers. The car was a tremendous success and won accolades from Jaguar dealers, the press and
customers around the world.

The year was rounded off in fine style when Her Majesty Queen Elizabeth II honoured the company with
a visit to the Browns Lane plant in December. It was the Queen's first visit to Jaguar since 1957 and it
proved to be a memorable day. The Queen was delighted to meet so many Jaguar employees and
displayed a keen interest in every aspect of the assembly process impressing everyone with her
knowledge of car production. She also ordered a new 6.0 litre Daimler in British Racing Green.

Jaguar began 1995 with sales of the new XJ Series soaring to a five year high. In May the company
announced two Celebration XJS models to commemorate 60 years of the legendary Jaguar marque.
Jaguar's product range was further extended in June with the launch of long wheelbase versions of the
XJ Series Saloon range. The new models incorporated a 5 inch (125 mm) stretch behind the centre pillar,
providing significantly improved rear passenger comfort and space. The cars were designed to extend
the appeal of the XJ Series saloon in all major markets worldwide, providing a springboard for further
sales success. In July it was confirmed that the X200 programme, Jaguar's smaller, more affordable
saloon car, would be built at the Castle Bromwich plant. The programme was approved by the Ford board
after the UK government indicated that there would be a substantial grant towards the cost of the new
project.
The limited edition model - only 100 were built - bore the Daimler hallmark fluted radiator grille. Based
on the Daimler Double Six long wheelbase model, the Century was distinguished by chromed "Turbine"
alloy wheels, chrome body side mouldings and discreet gold-on-black 'Century' badging. The interior
featured supple Autolux leather; with the famous Daimler crested 'D' woven into each headrest.

A special 'Century' script was inlaid on the passenger side of the burr walnut dashboard, the theme
continuing with a Daimler Century logo set into each of the sumptuous lambswool footwell rugs.

The year also saw the last XJS roll off the production line on 4 April, to be superseded by the new XK8
coupe and convertible models, which made their debut at the Geneva and New York Auto shows early in
the year to critical acclaim. The powerful, flowing lines of XK8 evoke the great Jaguar sports car legends
- the XK120, the C, D and E-types and more recently, the XJ220. XK8 is Jaguar's first new sports car for
a generation, representing the latest step in Jaguar's long term product strategy. Building on Jaguar's
heritage, XK8 delivers a unique blend of style, luxury, refinement and craftsmanship, while setting new
standards in the sports car market for dynamic performance, advanced technology, quality and
reliability. Jaguar engineers created a completely new body design and a new interior incorporating
major feature and functional improvements. Advances in performance and economy over XJS provide
best-in-class levels of performance feel and powertrain refinement. The XK8 also maintains Jaguar's
reputation for best-in-class ride and handling balance with new suspension, steering and braking
systems.

State-of-the-art multiplexed electronics support the comprehensive feature specification and provide
world class reliability. The engineering process for XK8 drew heavily from industry best practice, to
deliver the new car in just 30 months from programme approval. At the heart of the XK8 is an all-new,
AJ-V8 engine. Designed and developed at Whitley, the 4.0 litre, 290bhp, 32-valve, quad cam V8 sets
new standards of refined power for the Jaguar marque - high performance, smooth power delivery and
exceptional refinement. The AJ-V8 engine is manufactured in an all-new £125 million, dedicated Jaguar
facility, located within the Ford Engine Plant in Bridgend, South Wales. The Jaguar facility comprises a
linked flow-line of computer numerically controlled machines with automated loading and assembly.

Final engine dress and assembly into cars is undertaken at Browns Lane. The AJ-V8, only the fourth
Jaguar series production engine in the company's history, is coupled with Jaguar's first five-speed
automatic transmission, which matches perfectly the engine's power and torque. The vehicle dynamics
systems of the new XK8 are designed to enhance the legendary Jaguar driving experience. The model
features a new braking system, electronically controlled variable ratio, speed proportional power steering
and new twin wishbone front suspension. The rear suspension is a development of that fitted to the high
performance Jaguar XJR sports saloon. Anti-roll bars are fitted front and rear.

XK8 incorporates an extensive range of safety features, including twin airbags and pyrotechnic seat-belt
pre-tensioners, while the body structure has outstanding impact resistance, exceeding all crash
legislation worldwide. From the time of its unveiling at the Geneva Show, when it won a "Best in Show"
accolade, the XK8 has attracted awards and plaudits from around the world for its styling, beauty,
performance, handling and even its sex appeal! At the same time, the strategies employed in building
XK8 have resulted in awards for the Jaguar teams involved in manufacturing the new model.

The company won the Manufacturing Industry Achievement Awards "Manufacturer of the Year" award in
1996, and the "Manufacturing Excellence Awards" in 1997. The company celebrated the 75th
anniversary of its founding in 1997. The last V12 engined saloon was completed in April and the final in-
line six cylinder engined saloon in June. By the mid 1990's the demand for V12 models had dwindled
both in the USA and Europe. The increasingly powerful AJ-16 six-cylinder engine range, particularly in
supercharged form - was delivering similar levels of refinement, but with far superior Fuel Economy.

The outgoing six cylinder saloon, launched in 1994, had been the first model of Jaguar's new era,
signalling the quality renaissance of the company. The XJ Series had achieved unprecedented levels of
customer satisfaction, equalling the best competitive standards. It has been replaced by the new V8 XJ
Series, which builds on this success and is the latest step in Jaguar's long term product strategy. Subtle
refinement of the saloon's lithe, elegant exterior signals extensive changes beneath the skin. The Jaguar
AJ-V8 32-valve, alloy engine, first introduced in the XK8 has now been introduced in the XJ Series saloon
in three forms - 3.2 and 4.0 litre normally aspirated, and an ultra high performance supercharged 4.0
litre, all mated to five speed automatic transmissions.
Over 30 per cent of the body structure is new or modified for enhanced quality, durability and structural
performance. Torsional stiffness, a key determinant of bodyshell refinement is also improved, placing
Jaguar among the leaders. The softer shapes of the new bumpers and new front grille complement the
sculpted surfaces of the sheet metal. All exterior lamps incorporate the latest complex surface reflector
technology, combining a 10 per cent increase in headlamp output with a sparkling "jewel-like"
appearance. The interior of the V8 XJ Series is a contemporary evolution of Jaguar's styling 'signature',
where traditional materials and expert craftsmanship are thoughtfully blended with high technology.
Occupant comfort, ergonomics and legroom are improved, while safety is enhanced through new front
seat-mounted side airbags and front seat belt pre-tensioners. The bodyshell has also been strengthened
to meet the latest worldwide safety regulations. The vehicle dynamics systems of the new V8 XJ Series
are redesigned to enhance the legendary Jaguar driving experience. Where possible, the chassis
systems of the XK8 sports car were adapted to the requirements of the new V8 saloons. The extensive
changes include a new front suspension, the latest generation Teves Mk XX braking system, stability and
Traction Control, variable ratio speed proportional power steering, drive-by-wire throttle management
and retuned rear suspension. The new on centreline differential and two-piece propshaft reduce noise
and vibration. Jaguar's Computer Active Technology Suspension (CATS) introduced on XK8, is standard
fitment on supercharged saloon models to provide a unique combination of sports handling and limousine
comfort.

All models are fitted with Pirelli tyres and alloy wheels. The result is a fully optimised vehicle dynamics
package of wheel, tyre and suspension changes tailored for each individual model in the new V8 XJ
Series range. The new V8 XJ Series features the same advanced electronics design principles as XK8, to
support the comprehensive feature specification, as well as providing world-class reliability. The system
incorporates multiplex harnessing, a Controller Area Network for all drivetrain functions and a Standard
Corporate Protocol for body systems. Multiplexing enables the vehicle's electronic modules to
intercommunicate quickly and share information. It also reduces the number and length of wires for
improved reliability and packaging.

The same principles as those used in the XK8 product development process were employed, delivering
the new saloon range in just 28 months from programme approval. A minimum of 80 per cent by weight
of each new Jaguar is recyclable. Care for the environment is a major priority for Jaguar engineers and
the new saloons and sports cars reflect the company's ongoing commitment to an environmentally
benevolent strategy. All XK8 and V8 XJ Series bodies are painted at Castle Bromwich, using waterborne
paint systems, which cut basecoat solvent emissions by 85 per cent. By the end of 1997, Jaguar's three
sites at Browns Lane, Whitley and Castle Bromwich had achieved the stringent QS9000 quality standard.
Furthermore, Jaguar had become the first Vehicle Operations company world-wide to achieve the
coveted FTPM Checkpoint D - Ford's Total Productive Maintenance Award - in recognition of the
company's adherence to the philosophy of zero accidents, zero equipment downtime, zero rejects and
zero waste.

Fittingly, in the year when the company celebrated its 75th anniversary, a major expansion of the Jaguar
Daimler Heritage Trust was announced during October. The development will form a lasting memorial to
Jaguar's founder, Sir William Lyons. At the heart of the development will be a new, £1 million world
headquarters and museum for the Trust at Browns Lane. The Jaguar Daimler Heritage Trust has the
responsibility for preserving a unique and historic collection of vehicles, which graphically trace the
lineage of Jaguar and its associated marques back to the very start of the motor industry in the United
Kingdom.

Early in 1998, Jaguar announced that the mid-sized S-Type sports saloon, (codenamed X200), will make
its world debut at the Birmingham International Motor Show in October. The S-Type will be in full
production by 1999 and will ensure that Jaguar will enter the new millennium with record levels of
production and the broadest product range in the company's history. The company also announced
plans for a new, smaller saloon. Codenamed X400, the car will compete in the C/D sector of the market
and will be built at Halewood on Merseyside - which will become a Jaguar plant by the time of the new
car's launch in 2001. Announcing the decision, Nick Scheele commented: "This is excellent news for
Jaguar. Over the course of the next four years, we will progress from being a company with just two
model lines, selling 45,000 cars a year, to being a full-line, four model premium vehicle manufacturer,
producing 200,000 vehicles each year."

Od 1996 do 2000.

Having been associated with Daimler since 1960, Jaguar has always
been proud that its most luxurious flagship models have been
designated 'Daimler.' During 1996 the motor industry celebrated the
centenary of motoring and Jaguar was delighted to mark a family
birthday by producing a special commemorative 'Daimler Century'
model to celebrate the centenary of the Daimler Motor Company of
Coventry: the oldest surviving British car marque. The limited edition
model (only 100 were built) bore the Daimler hallmark fluted radiator
grille. Based on the Daimler Double Six long wheelbase model, the
Century was distinguished by chromed Turbine alloy wheels, chrome
body side moldings and gold-on-black Century badging. The interior
featured supple Autolux leather, with the famous Daimler crested 'D'
woven into each headrest. A special Century script was inlaid on the
passenger side of the Burl Walnut dashboard, the theme continuing
with a Daimler Century logo set into each of the sumptuous lambswool footwell rugs.

The Last XJS Rolls Off the Line

The year also saw the last XJS roll off the production line on April 4, to be superseded by the new XK8
coupe and convertible models, which made their debut at the Geneva and New York Auto Shows early in
the year to critical acclaim. The powerful, flowing lines of XK8 evoke the great Jaguar sports car legends
- the XK120, the C, D and E-types and more recently, the XJ220. XK8 is Jaguar's first new sports car for
a generation, representing the latest step in Jaguar's long term product strategy. Building on Jaguar's
heritage, XK8 delivers a unique blend of style, luxury, refinement and craftsmanship, while setting new
standards in the sports car market for dynamic performance, advanced technology, quality and
reliability.

The New XK8 Coupe and Convertible

Jaguar engineers created a completely new body design and a new interior incorporating major feature
and functional improvements. Advances in performance and economy over XJS provide best-in-class
levels of performance feel and powertrain refinement. The XK8 also maintains Jaguar's reputation for
best-in-class ride and handling balance with new suspension, steering and braking systems. State-of-
the-art multiplexed electronics support the comprehensive feature specification and provide world-class
reliability. The engineering process for XK8 drew heavily from industry best practice, to deliver the new
car in just 30 months from program approval.

At the heart of the XK8 is an all-new, AJ-V8 engine. Designed and developed at Whitley, the 4.0-litre,
290-hp, 32-valve, quad cam V8 sets new standards of refined power for the Jaguar marque: high
performance, smooth power delivery and exceptional refinement. The AJ-V8 engine is manufactured in a
dedicated Jaguar facility located within the Ford Engine Plant in Bridgend, South Wales. The Jaguar
facility comprises a linked flow-line of computer numerically controlled machines with automated loading
and assembly. Final engine dress and assembly into cars is undertaken at Browns Lane. The AJ-V8,
only the fourth Jaguar series production engine in the company's history, is coupled with Jaguar's first
five-speed automatic transmission, which matches perfectly the engine's power and torque.

"Best in Show" at Geneva Auto Show

The vehicle dynamics systems of the new XK8 are designed to enhance the legendary Jaguar driving
experience. The model features a new braking system, electronically controlled variable ratio, speed
proportional power steering and new twin wishbone front suspension. The rear suspension is a
development of that fitted to the high performance Jaguar XJR sports sedan. From the time of its
unveiling at the Geneva Show, when it won a "Best in Show" accolade, the XK8 has attracted awards and
plaudits from around the world for its styling, beauty, performance, handling and sex appeal. At the
same time, the strategies employed in building XK8 have resulted in awards for the Jaguar teams
involved in manufacturing the new model. The company won the Manufacturing Industry Achievement
Awards "Manufacturer of the Year" award in 1996, and the "Manufacturing Excellence Awards" in 1997.
Advanced technology features added since XK launch provide major enhancements in driving comfort
and convenience. For 2000 model year Jaguar's new Adaptive Cruise Control (ACC) employs radar
technology to keep a set distance from the vehicle in front, while Jaguar's DVD-based navigation system
delivers highly accurate and virtually instantaneous positional information.

Jaguar Celebrates 75 Years

The company celebrated the 75th anniversary of its founding in 1997. The last V12 engined sedan was
completed in April and the final in-line six cylinder engined sedan in June. By the mid 1990s the demand
for V12 models had dwindled both in the USA and Europe. The increasingly powerful AJ,16 six-cylinder
engine range, particularly in supercharged form, was delivering similar levels of refinement, but with far
superior Fuel Economy. The outgoing six cylinder sedan, launched in 1994, had been the first model of
Jaguar's new era, signalling the quality renaissance of the company.

Jaguar's Quality Renaissance

The XJ Series had achieved unprecedented levels of customer satisfaction, equalling the best competitive
standards. It has been replaced by the new V8 XJ Series, which builds on this success and is the latest
step in Jaguar's long term product strategy.

Subtle refinement of the sedan's lithe, elegant exterior signals extensive changes beneath the skin. The
Jaguar AJ-V8 32-valve, alloy engine, first introduced in the XK8 has now been introduced in the XJ Series
sedan in three forms: 3.2- and 4.0-litre normally aspirated, and an ultra high performance supercharged
4.0 -litre, all mated to five speed automatic transmissions. Over 30 percent of the body structure is new
or modified for enhanced quality, durability and structural performance. Torsional stiffness, a key
determinant of bodyshell refinement is also improved, placing Jaguar among the leaders. The softer
shapes of the new bumpers and new front grille complement the sculpted surfaces of the sheet metal.
All exterior lamps incorporate the latest complex surface reflector technology, combining a 10 percent
increase in headlamp output with a sparkling "jewel-like" appearance.

The interior of the V8 XJ Series is a contemporary evolution of Jaguar's styling signature, where
traditional materials and expert craftsmanship are thoughtfully blended with high technology. Occupant
comfort, ergonomics and legroom are improved, while safety is enhanced through new front seat-
mounted side airbags and front seat belt pre-tensioners. The bodyshell has also been strengthened to
meet the latest worldwide safety regulations. The vehicle dynamics systems of the new V8 XJ Series are
redesigned to enhance the legendary Jaguar driving experience. Where possible, the chassis systems of
the XK8 sports car were adapted to the requirements of the new V8 sedans. The extensive changes
include a new front suspension, the latest generation Teves Mk braking system, stability and Traction
Control, variable ratio speed proportional power steering, drive-by-wire throttle management and
retuned rear suspension. The new on-centreline differential and two-piece propshaft reduce noise and
vibration.

Jaguar's Computer Active Technology Suspension (CATS, introduced on XK8, is standard fitment on
supercharged sedan models to provide a unique combination of sports handling and limousine comfort.
All models are fitted with Pirelli tires and alloy wheels. The result is a fully optimized vehicle dynamics
package of wheel, tire and suspension changes tailored for each individual model in the new V8 XJ Series
range. The new V8 XJ Series features the same advanced electronics design principles as XK8, to
support the comprehensive feature specification, as well as providing world-class reliability. The system
incorporates multiplex harnessing, a Controller Area Network for all drivetrain functions and a Standard
Corporate Protocol for body systems. Multiplexing enables the vehicle's electronic modules to
intercommunicate quickly and share information. It also reduces the number and length of wires for
improved reliability and packaging. The same principles as those used in the XK8 product development
process were employed, delivering the new saloon range in just 28 months from programme approval. A
minimum of 80 percent by weight of each new Jaguar is recyclable.

A Commitment to the Environment

Care for the environment is a major priority for Jaguar engineers and the new sedans and sports cars
reflect the company's ongoing commitment to an environmentally benevolent strategy. All XK8 and V8
XJ Series bodies are painted at Castle Bromwich, using waterborne paint systems, which cut basecoat
solvent emissions by 85 percent. By the end of 1997, Jaguar's three sites at Browns Lane, Whitley and
Castle Bromwich had achieved the stringent QS9000 quality standard. Furthermore, Jaguar had become
the first Vehicle Operations company world-wide within Ford to achieve the coveted FTPM Checkpoint D,
Ford's Total Productive Maintenance Award, in recognition of the company's adherence to the philosophy
of zero accidents, zero equipment downtime, zero rejects and zero waste.

New Jaguar Daimler Heritage Trust Centre

Fittingly, in the year when the company celebrated its 75th anniversary, the development of a new
facility for the Jaguar Daimler Heritage Trust was announced. The new JDHT centre, situated at Browns
Lane, was officially opened in September 1998, forming a world headquarters and museum for the Trust
as well as a lasting memorial to Jaguar's founder, Sir William Lyons. The Trust has the responsibility for
preserving a unique collection of vehicles ranging from the oldest surviving Daimler, built in 1897, to the
prototype of the XJ220. The collection in the heritage centre traces the lineage of Jaguar and its
associated marques back to the very start of the motor industry in the United Kingdom, with many of the
cars on permanent display. The centre has a gallery displaying the world's most comprehensive
collection of art devoted to Jaguar and its products. It also houses an archive of historic company
records and a photographic collection of over 100,000 negatives and images.

The XK180 Concept at the 1998 Paris Motor Show

At the Paris Motor Show in October 1998 Jaguar unveiled a new vision of the classic roadster. Fifty years
after the company launched the XK engine and the XK120 sports car, the XK180 concept car was created
to showcase the skills and talents of Jaguar designers, craftsmen and engineers. Inspired by the great
Jaguar roadsters of the nineteen fifties and sixties, the Jaguar XK180 was hand-built in the company's
Special Vehicle Operations (SVO) workshops at Browns Lane. Although not intended for production, the
concept car was based on a shortened version of the supercharged XKR convertible. The all-new
bodywork, hand-made in aluminium, followed a styling theme combining influences from past Jaguars
with completely modern styling. The AJ-V8 power unit was modified to produce 450 horsepower and the
brakes, wheels and suspension were upgraded to match the engine's performance.

The XK180 was styled by Keith Helfet under the eye of Jaguar's late director of styling, Geoff Lawson.
Helfet's brief was to celebrate the fiftieth anniversary of the introduction of the XK series and he drew
influences from a range of XK-powered machines, most notably the D-Type. The result combines echoes
of past racing Jaguars, in the shape of its rounded nose and the headrests behind the seats, and such
unique forms as the 'double-bubble' windscreen. The detailed attention paid to the car's mechanical
specification underscored Jaguar's philosophy that concept cars should not be just static showpieces but
fully engineered vehicles. Many of the engineering features incorporated into XK180 were road and track
tested on a fully instrumented engineering prototype.

The S-TYPE Debuts at the Birmingham International Motor Show

Also in October 1998, Jaguar's most eagerly awaited new model for decades, the S-TYPE sports sedan,
made its world debut at the Birmingham International Motor Show. The S-TYPE, designed and developed
at Jaguar's Engineering Centre at Whitley and built at the company's Castle Bromwich plant in
Birmingham went on sale in March 1999. The S-TYPE was conceived as an all-new, more affordable,
compact, luxury sports saloon to complement and extend Jaguar's existing range. Positioned below the
XJ Series sedan range in both size and price, the S-TYPE ably represents the company's core marque
values of distinctive style, refined power, agile handling, supple ride and luxurious comfort. While S-
TYPE's instantly recognizable styling signature evokes the spirit of its acclaimed antecedents, the Mark 2
and original S-TYPE sedans, advanced technologies set new standards in terms of durability, quality,
reliability, customer convenience and driving pleasure.

The S-TYPE comes with either a 30-litre V6 or a 4.0-litre V8 engine. The high output 3.0-litre V6 engine,
the company's first-ever production V6 engine, shares many design features with the larger V8, including
combustion system, cooling system, cylinder head and valve gear was designed especially for S-TYPE.
The 4.0-litre V8 engine is similar to that fitted to the Jaguar XJ sedan and XK8 sports models, further
refined for its S-TYPE application. These refined powerful engines are allied to a chassis which combines
outstanding ride comfort with poised agile handling. S-TYPE also features new five-speed manual (3.0
litre) and five-speed automatic (3.0 litre and 4.0 litre) transmissions along with a new double wishbone
suspension providing traditional Jaguar refinement but with a distinctly dynamic character. A number of
innovative technologies are also employed in the S-TYPE including, for the first time on a production car,
voice activated controls of all primary audio, phone and climate control functions, providing safe, hands-
free operation.

Throughout S-TYPE's design and development, Jaguar employed a cross-functional team of highly
qualified engineers with international design and manufacturing experience. The flair and ingenuity of
Jaguar engineers, so effectively executed on the XK8 sports car and V8 XJ Series sedan were applied to
S-TYPE, particularly in the areas of powertrain, ride and handling, refinement, styling and interior
ambience. In addition, Jaguar engineers employed innovative design methodologies and simulation
techniques to ensure the achievement of all functional and quality targets. The development of Castle
Bromwich to accommodate S-TYPE production represented one of the largest inner city investments in
the UK in 50 years, and the largest brown-field site development in Europe. The S-TYPE represents the
first stage of a dramatic product-led expansion for Jaguar attracting a new generation of customers to
the Jaguar marque.

Jaguar Achieves ISO 14001 Certification

At the same time that S-TYPE made its debut; Jaguar celebrated achieving certification to ISO 14001,
the International Standard for Environmental Management Systems, across all its operations. The drive
for ISO 14001 helped to establish a programme of progressive environmental performance
improvements throughout the company. The program encompassed existing initiatives such as energy
and waste management, recycling and product design, while environmental awareness training programs
were designed to emphasize individual employee responsibility for environmental aspects of their
everyday work. A new long term strategy began to emerge, which gave environmental issues equal
standing to quality and safety in influencing market competitiveness and purchasing behaviour. Jaguar
wanted to enhance its reputation for quality products through an energetic approach to environmental
management, involving all of its people.

Jaguar Begins to Sponsor Conservation Efforts

As part of the company's environmental strategy, in March 1999 Jaguar announced that it was to
sponsor a unique conservation project at Chester Zoo in the North West of England. A contribution of $3
million over a three year period would enable the zoo to build a state-of-the-art rainforest exhibit and
breeding environment for the rare and endangered Jaguar cat - which for over 60 years has been the
company's corporate symbol. Chester Zoo, which attracts over 1 million visitors and over 70,000
students each year, plans to have the new conservation centre completed by 2001.

Throughout 1999, Jaguar continued to work hard to reduce its environmental impacts, in the belief that
continued participation in world luxury car markets is consistent with its responsibility to the environment
and future generations. Jaguar's efforts were acknowledged in August 1999, when it was awarded with
the National Crystal trophy in the Green Apple Awards for Environmental Best Practice. The company
was praised for having made enormous strides which embrace most areas of its operations, from the
paint shop, through transportation and logistics, to packaging and energy conservation.

Jaguar Chairman and CEO Nick Scheele Appointed Chairman, Ford of Europe
In April 1999 Nick Scheele, Chairman and Chief Executive, was appointed Chairman, Ford of Europe. In
his seven years with Jaguar he had helped transform the company's performance. Under his leadership,
Jaguar regained its rightful place as one of the top marques worldwide in terms of brand image, product
quality and customer satisfaction. At the same time as Nick Scheele's departure was announced, it was
confirmed that Dr. Wolfgang Reitzle, would become Group Vice President of Ford's newly formed Premier
Automotive Group and Chairman of Jaguar Cars Ltd. Dr. Reitzle brought his worldwide automotive
experience in the premium segment and an appreciation of classic marques to this newly formed group
of companies. The Premier Automotive Group, consisting of the powerful brands Aston Martin, Jaguar,
Lincoln and Volvo, was formed to bring specialist focus to each company in the group. The main
objectives of the group are to develop strategies to leverage and grow these premium brands whilst
preserving the diversity of each company's vehicles in terms of customer appeal and cultural heritage.
Shortly after his own appointment Dr. Reitzle confirmed Jonathan Browning as the new Managing
Director of Jaguar Cars. At the same time Dr. Reitzle confirmed Mike Beasley as Executive Director
responsible for Manufacturing and Engineering.

Jaguar Enters the FIA Formula One World Championship

In October 1999 Jaguar announced its intention to enter the FIA Formula One World Championship. The
announcement was made at the Frankfurt Motor Show by Dr. Reitzle. The decision to enter Formula One
came after Ford purchased the Stewart-Ford Formula One team in June of 1999 and the team was
renamed Jaguar Racing.

Jaguar's long and distinguished record in motor sport clearly pinpointed the company as a natural and
logical challenger in Formula One. Over a fifty year period Jaguar has won Le Mans seven times, the
world sports car championship twice, as well as winning the Monte Carlo Rally and countless other
events. Trevor Crisp, Jaguar's Group Chief Engineer for power train engineering was appointed
Managing Director of Cosworth Racing, heading up the Formula One engine development programme at
the company, where Jaguar's racing engines will be designed, developed and built.

On the day Jaguar announced its arrival in Formula One, it also confirmed that Eddie Irvine would join
the team for the 2000 season. Irvine joined from Ferrari where he enjoyed his most successful Formula
One season in 1999 with victories in the Australian, Austrian and German Grand Prix and second places
in Monaco and Great Britain. Jaguar Racing also confirmed that Johnny Herbert, who drove for the
Stewart-Ford team in 1999, would partner Irvine for the 2000 season. Jaguar Racing held a launch for
the new racing car, the Jaguar R1, at a ceremony in London, in January 2000.

The F-TYPE Concept Roadster

Also in January 2000, Jaguar's F-TYPE concept roadster was unveiled at the North American International
Auto Show in Detroit. Inspired by the XK180, Jaguar designers set out to create the ideal, compact
Jaguar roadster, evoking the spirit of the legendary E-type. The F-TYPE concept is the most compact
Jaguar sports car in more than forty years. Design work commenced under the direction of the late
Geoff Lawson, Jaguar's Director of Styling, who sadly died in June 1999. The project was completed
under the aegis of the new Director of Design, Ian Callum, who sees the F-TYPE concept as a tribute to
Geoff Lawson.

Jaguar Announces Plans for a Smaller Sedan

In February 1998 Jaguar had announced plans for a new, smaller sedan, which will compete in the
Premier C/D sector of the market. Codenamed X400, this new model would be built at Halewood on
Merseyside, which became a fully operational Jaguar plant and launched as the X-TYPE in 2001. By the
time of the car's launch, Jaguar had progressed from a company with just two model lines, selling
50,000 cars a year in 1998, to a full-line, four model, premium vehicle manufacturer.

Ford's Halewood Plant Transforms to Support X-TYPE Production

The Halewood plant was built in 1962 and built its last Ford Escort in June 2000. The plant underwent a
massive transformation with the installation of new manufacturing facilities to support X-TYPE
production. Jaguar assumed management responsibility for the plant in October 1999. In order to
prepare for the new model a Jaguar transition team moved to the plant to begin the process of re-
engineering the existing culture and processes in line with Jaguar's quality expectations. Centres of
Excellence were set up in key areas right across the organisation to drive the quality operating principles
and lean manufacturing techniques required to produce the new car. Shopfloor workers were organised
in smaller, leaner autonomous workgroups and encouraged to contribute their own ideas in order to
improve the way they work. Employees also underwent intensive training programmes learning the new
"Halewood Values" in order to help create a productive working environment capable of producing one of
the world's best luxury cars.

Looking Forward to the New Millennium

Jaguar entered the new millennium with record levels of sales and production, and with the broadest
range of products in its history. The entire organization underwent a massive transformation during the
1990s. With an internationally strong brand image and exciting plans for the future, Jaguar is now one
of the world's pre-eminent premium vehicle manufacturers.

Od 2000 do 2004.

The new millennium dawned with Jaguar entering Formula 1, an event

that was celebrated by the creation of the 'Silverstone' special edition
of the XK8. Based on the supercharged XKR version of the XK8, the
Silverstone was strictly oriented toward performance, with 20-inch
alloy wheels shod with Pirelli's P-Zero tyres and Brembo 4-piston brakes with aluminium calipers. The car
was equipped with Jaguar's CATS (Computer Advanced Technology Suspension) system and a special
handling pack developed by the company's SVO (Special Vehicles Operation) department. Originally, just
100 cars were planned, 50 coupes and 50 convertibles, which would be sold in Europe.

The cars proved so successful, however, that a further production run of 500 cars was set up to provide
for the demand from the United States and the rest of the world. Naturally, in view of the model's name,
all 600 cars were painted in Platinum Silver.

The Silverstone model foreshadowed a new range of performance

options, the R range, which became available as options on
production cars later in the year. The options included wheels,
uprated brakes and handling packs specifically tailored to the XJR and
XKR. The R options were developed by the Special Vehicle Operations
department, which had built the XK 180.

New Lawson Design Studio at Whitley Engineering Centre

In mid-2000 the company inaugurated a new advanced styling
studio, named in honour of Geoff Lawson, the director of design who
had died suddenly in June 1999. The purpose of the Lawson studio,
located at the Whitley engineering centre and under the direction of
Design Director Ian Callum, is to look beyond the immediate future and to explore new design concepts
and market niches that could be realities for Jaguar's future. The head of the studio, Julian Thomson,
summed up its purpose by saying: "Our job is to say 'What if?'"

Introducing the X-TYPE

As 2000 came towards its end, first details were made public of the car that had so far only been known
under its codename of 'X400.' The X-TYPE, as it would be known, would go on sale in 2001 and was
planned to double Jaguar's sales in its first year. The eagerly-awaited 'small Jaguar' would be a four-door
sedan, powered by 2.5 and 3.0-litre V6 engines driving all four wheels. The minimal information that was
released created enormous interest world-wide and much anticipation of the car's unveiling at the
Geneva Motor Show in 2001.

New Web Site Launched

Late in 2000, Jaguar introduced a new web site that enabled customers to see the complete range and to
specify a car on-line. With access to all the available colours and options, the customer could view a
'virtual' car specified exactly to their personal taste. Research had shown that more and more potential
customers for luxury cars were using the internet to research car purchases and the new site,
www.jaguar.com, was a powerful selling tool.

2001 Geneva International Motor Show

February of 2001 saw the unveiling of the X-TYPE at the Geneva International Motor Show. The car was
the highlight of the show, for although basic details had been released ahead of the launch, so that
testing of undisguised cars could be carried out without the fear of spy photographers, this was the first
public showing. The appearance at the show and subsequent press road tests confirmed the fact that
despite its size, this was a true Jaguar. The elegant and restrained styling carried over sufficient
'Jaguarness' to make the car instantly recognizable, and the interior trim maintained all the quality and
comfort that had made the marque's reputation.

Jaguar's First All-Wheel Drive System: Traction 4

Technically, the X-TYPE was notable for its all-wheel drive system, which split the drive 40/60 per cent
between the front and rear wheels through a viscous coupling. It was the first all-wheel drive system
fitted to a production Jaguar, and as such it reflected Jaguar's engineering knowledge and experience.
Among the unique features of the Traction 4 system, as it was known, was a unique two-bearing top
strut mount for the front suspension. Combined with ZF speed-sensitive power steering, the new design
set new standards for all-wheel drive cars.

2.5-Litre and 3.0-Litre V6 Engines

The engines for the X-TYPE
were lightweight 4-cam V6 power units of 2.5 and 3.0 litre capacity that offered best-in-class specific
power. Specially developed by Jaguar engineers to measure up to the high standards expected of the
company that had created their legendary XK and V12 precursors, the new engines had continuously-
variable cam-phasing, a variable-geometry air intake and a patented precision low-volume, high-velocity,
cooling system.

Designed to appeal to a wider, younger client base, the X-TYPE range started with the 2.5-litre V6,
producing 194 horsepower, and was topped by the 3.0-litre Sport, with 227 horsepower. After an
excellent reception in Geneva and by the press, the X-TYPE went on sale in May in Britain with other
markets following soon after. The on-sale date followed closely upon the official inauguration of the
Halewood plant, which had successfully been converted not only to Jaguar standards of quality and
reliability, but also to the special mindset of pride in the product that identifies all Jaguar production
facilities.

1,500,000th XJ8 Rolls Off Production Line

That pride was clearly evident in July, when the 1.5 millionth Jaguar, an XJ8 sedan, came off the
production line at Jaguar's oldest-established factory, Brown's Lane in Coventry. It had taken almost
sixty years since the company was established for the production total to reach this landmark figure, but
production was expanding at such a rate that 1.5 million should be doubled within less than ten years.

The R Coupe Concept at the 2001 Frankfurt Motor Show

The Frankfurt Motor Show in September saw the first example of the work of the Geoff Lawson advanced
design studio, a muscular coupe designed to show possible future design trends and to gauge the
public's response to these trends. Called the R-Coupe, the two-door four-seater featured paddle-type
gear-changing, headlights that follow the steering, electronic door releases and a voice-control system
for a range of accessories. This last feature continued to develop a system introduced in production
Jaguars in the S-TYPE. The R-Coupe was not intended for production, enabling it to showcase less than
practical but superbly stylish features including silver-plated interior detail and leather floor-covering.

Mike Beasley Named Managing Director

At the end of October, 2001, Jonathan Browning resigned as managing director and was succeeded by
Mike Beasley, the man who had guided Jaguar manufacturing since the days of privatization. In a move
designed to maximize the synergies of the three British luxury marques within the Premier Automotive
Group, an operating committee was set up to oversee the activities of Jaguar, Aston Martin and Land
Rover. The CEO of Land Rover, Bob Dover, who during his days at Jaguar had been responsible for the
XK8 project, was made its chairman.

The S-TYPE Range Expands

December 2001 marked the announcement of an important development in the S-TYPE range, which
underwent major modifications to its chassis, including all new front and modified rear suspension. The
body was lightened and stiffened, and for the first time there was an R performance version of the car.
The S-TYPE was now available with an enlarged version of the XK8 engine, with a capacity of 4.2 litres.
The R version was equipped with a supercharger, and in this form the engine delivered no less than 390
horsepower, making the S-TYPE R the fastest Jaguar sedan at the time. A new introduction on the 4.2-
litre models was an electronic parking brake, operated by a button on the dash rather than a floor-
mounted lever. Total production for 2001 exceeded 100,000 cars, a landmark for the company. The
extended X-TYPE range and the improved S-TYPE made an improvement on that figure for 2002 a target
that could be attacked with confidence.

The Jaguar Heritage Collection

2002 opened with the announcement that Jaguar was to establish a collection of important historic cars,
on the same lines to that held by the Jaguar Daimler Heritage Trust, in the United States. To be called
the Jaguar Heritage Collection, it would have the purpose of building a collection of cars relevant to
Jaguar's development in its largest export market. The cars would act as a reminder of Jaguar's heritage
and would be available to Jaguar dealers in North America for exhibition purposes.

Mark Fields Named New CEO of Premiere Automotive Group

In April, Dr Wolfgang Reitzle resigned his post as CEO of Premier Automotive Group to take up a leading
post in German industry. The new CEO of the group was Mark Fields, previously head of Mazda Motors
Corporation.

The All-New XJ Unveiled at the 2002 Paris Motor Show

The Paris Motor Show, held in September, marked the unveiling of a completely new and technically
advanced saloon range that replaced the existing XJ8. Developed under the project name of X350, the
new XJ is a major step forward not only for Jaguar but also for the automobile industry, the first series-
production car to use aluminium for the majority of its body components.

The XJ's Use of Aluminium

Aluminium is a material that poses unique problems to the engineers, but offers unique advantages to
the driver and owner. Jaguar's engineers were determined to overcome the problems they faced in order
to create a car that would fully utilise twenty-first century technology. The body structure features the
first use in the industry of rivet-bonded joining technology, with self-pierce rivets and aerospace-sourced
epoxy adhesive joining together the aluminium pressings, castings and extrusions. The extensive use of
aluminium made the new XJ up to 200 kg lighter than the model it replaced, despite the fact that the
new car was longer, taller and wider than its predecessor, offering improved headroom, legroom and
shoulder-room for all the occupants. In addition to being 40% lighter than that of the previous XJ, the
bodyshell of the new car is 10-15% stiffer, offering valuable improvements in body strength and
driveability.
The All-New XJ: Stronger, Faster, Safer, Smarter
The new car is powered by the existing 4.2-litre V8 engine, in both supercharged and normally-aspirated
forms. In addition there are versions powered by a new 3.5-litre V8 and a 3.0-litre V6. All engines drive
through a six-speed automatic transmission. Self-leveling air suspension is another innovation, and is
standard on all models in combination with the CATS system. The car features a wide range of electronic
technologies, including Dynamic Stability Control, Adaptive Cruise Control with Forward Alert, and
Jaguar's Adaptive Restraint System, previously introduced on the XK8, which adapts the deployment of
the passenger airbags in relation to the size and position of the passenger.

The new car's styling clearly shows its Jaguar DNA. Designed to be a luxury car, with the gravitas that
implies, its proportions and stance, together with its obvious dynamic quality, give it real presence on
the road. The 'aluminium XJ' is the seventh generation of Jaguar to carry the XJ badge. The first was in
1968. By the time the new car went on sale, in the spring of 2003, some 800,000 XJ's had been
produced.

X-TYPE Celebrates 100,000 Sales

It is interesting to note that as the new big sedan was being released into showrooms, the X-TYPE was
celebrating its first 100,000 sales.

New Rail Terminal at Castle Bromwich

In March of 2003, Her Royal Highness The Princess Royal, Princess Anne, inaugurated a new rail terminal
at the Castle Bromwich factory. The new railhead would serve as a loading-point for cars for export and
would take a large amount of traffic off Britain's overloaded road system.

Mike Wright Named Managing Director of Jaguar

In Mid-2003 Mike Beasley retired from his position as managing director and was replaced by Mike
Wright. Mike Beasley joined Jaguar in 1974 as director of product and plant engineering. He was
successively promoted to become plant director, director of Manufacturing, and in 1999 executive
director Manufacturing and Engineering. He was appointed managing director in October 2001.

Jaguar's First-Ever Diesel-Powered Cars

In June 2003 a joint announcement between Jaguar's parent, Ford, and France's PSA Peugeot Citroen
released details of two new diesel engines that would provide Jaguar with its first-ever diesel-powered
cars. Designed by teams from the American and French companies working together, the two new
engines were a 2.0-litre four-cylinder unit, to be offered as an alternative to the 2.0-litre gas engine in
the X-TYPE, and a 2.7-litre turbocharged V6 that would be introduced into the S-TYPE range in 2004.

Both engines utilise the latest common-rail diesel technology and were specially developed to satisfy the
needs of luxury car buyers, with low noise levels and smooth performance. The smoothness, high torque
and modest fuel consumption of modern diesels have made them big sellers in Europe, and Jaguar's
expansion into a wider market made a diesel option an important element in the company's range.

Introducing the JP1 Sport Racing Car

The summer of 2003 saw a new performance car with a Jaguar engine at its heart. Former racing driver
turned motor sport entrepreneur Jonathan Palmer introduced the JP1, a sports racing car designed to
give normal drivers the feel of driving a real competition car on a closed track. Designed in the style of a
Le Mans-type sports racing car, the JP1 is powered by a 3.0-litre V6 similar to that used in the X-TYPE.
The engine has been modified by Cosworth, the company that provides Jaguar's Formula 1 engines, to
give more power and increased torque. The JP1 is a mid-engine rear-drive car with a racing-style six-
speed sequential gearbox. It has fully-adjustable racing suspension mounted on a chassis built of steel
tubing and covered with fibreglass body panels. Weighing just 650 kg, the JP1 can accelerate from zero
to sixty miles an hour in just 3.6 seconds. A pure racing car, the JP1 was designed strictly for track use
at Jonathan Palmer's Autodrome facility near the town of Bedford, where enthusiasts are able to sample
high performance cars under controlled conditions.

New Testing Facility Opens at the Nürburgring in Germany

While the JP1's were being deployed on the private track, Jaguar was opening its own facility at one of
the most famous racing circuits in the world, the Nürburgring in Germany. Although the 14.2-mile track
is no longer used for major international races, the 'Ring' has become a world-class test track for major
motor manufacturers. Testing prototypes over the hundreds of corners and climbs and descents of the
legendary road course enables engineers to push the cars to extremes that could never be duplicated on
normal roads with normal traffic and traffic laws. By setting up its own workshop and test facility in
Germany, Jaguar can draw the full benefit from the testing opportunities that the Nürburgring provides.

2003 Frankfurst Motor Show

The Frankfurt Motor Show, in September 2003, was an important showcase for Jaguar. It was the first
public appearance of a major extension of the X-TYPE range, the X-TYPE Estate, and it marked the
surprise unveiling of another concept car from the Advanced Styling Studio, the RD-6. The X-TYPE
Estate, Jaguar's first-ever station wagon, was introduced, like the diesel-engined version, in response to
changing trends in the X-TYPE's market segment. More than a quarter of the sales in this segment are of
station wagons, and Jaguar customers have a right to expect that the company should provide a vehicle
combining the spaciousness and adaptability of this body style with the qualities that had made the X-
TYPE such a success. The new Estate was based on the X-TYPE sedan, with unique new body styling and
structure from the B-pillars back - including the rear doors and roof. With the rear seats folded down, the
X-TYPE Estate offers more loading volume than all its main German rivals. The all-wheel drive system is
standard throughout the range, and all engine options are available, from the 2-litre gas and diesel-
powered units to the 3.0-litre V6 gas engine. The format of the Estate, with its capability to carry all the
requirements of a family, together with its competitive price mean that the pleasure of owning a Jaguar
is now open to an even greater range of customers.

The R-D6 Concept

The R-D6 concept car showed Jaguar's "new design direction". It took the form of a close-coupled four-
seater coupe, which differed from the conventional ideas of coupe styling by having four doors. Apart
from the grille, which is similar to that of the S-TYPE of the present and the C and D-TYPE racers of the
past, the R-D6 broke away from accepted ideas of "Jaguarness." Shorter than an XK8, despite being a
full four-seater, it uses very large wheels, no less than 21 inches in diameter, and short front and rear
overhangs to emphasise muscularity and power.

The interior follows the established Jaguar style of using rich materials - fine leather and highly-polished
wood - to create an environment that is welcoming and comfortable. However, the materials and styles
are strictly 21st century, styled in a manner that is described by design director Ian Callum as "beyond
contemporary." Using machined aluminium fixtures and trim together with black leather and black-
finished American walnut veneers on the doors, instrument console and even the floor. The rear doors
are hinged at their rear edges, like some cars of the nineteen-thirties, and the rear luggage-hatch is
hinged at the side, in a fashion originally used in the E-TYPE.

Underlining the forward-looking ethos behind the R-D6, the power-unit is the 2.7-litre V6 turbocharged
diesel announced in mid-2003 and due for use in the S-TYPE in the 2004 model year. The torque of the
diesel is greater than that of the 4.2-litre V8 gas engine, so it is no surprise that the R-D6 should be
capable of zero to sixty miles an hour in under six seconds. A maximum power of 239 hp gives the car a
top speed that is electronically limited at 155 mph.

Joe Greenwell Named Chairman and CEO of Jaguar and Land Rover
Later in September there were further management changes when Bob Dover retired. His successor as
chairman and CEO of Jaguar and Land Rover was Joe Greenwell, who had joined Jaguar twenty years
earlier. Having held executive positions in sales and marketing and communications and public affairs in
Jaguar and Ford, he returned to Coventry, where he had started his career with Jaguar, from the position
of Vice President of Global Marketing at Ford in Detroit.

2004 North American International Auto Show

The first new model of 2004 was the third generation of the S-TYPE, introduced at the North American
International Auto Show in Detroit in January. Building on the chassis improvements introduced at the
end of 2001, the new styling modifications incorporated in the latest iteration of Jaguar's mid-range car
gave it a cleaner, leaner, more muscular look. A new hood, made of aluminium rather than steel,
lightened the car both in overall terms and in terms of front/rear weight distribution, with less weight on
the front wheels improving the handling balance. In addition to the new bonnet, revised exterior body
panels gave the car tighter panel fits and improved quality. There were changes inside the car too, one
of the most noticeable being the introduction of aluminium as an alternative to wood for the facia panels
of the more sporting models. The soft gleam of the lightweight metal brought back memories of classic
sporting Jaguars of the past.

The suspension had been subtly modified, but the influence of the changes was significant, making the
car even more refined and comfortable. The engine range remained wide, from the all-aluminium 2.5
and 3.0-litre V6 units to the supercharged 4.2-litre V8 of the S-TYPE R, but one of the most important
introductions was the availability from June of the 2.7-litre twin-turbocharged V6 diesel announced the
previous year. It was confidently expected that this would make the S-TYPE even more popular in
European markets.

2003 Geneva Motor Show

In Geneva, two months later, Jaguar once again introduced major updates, this time to the XK range.
The XK8 coupe and convertible had been continuously improved throughout their lives, particularly since
2001, but the 2004 model year saw noticeable external changes, designed to give the car a more
contemporary feel. These took the form of a revised nose and rear section that were complemented by
new side sills, wheels and trim. Combined with major improvements in the cars' electronics, introduced
in 2001, and the more powerful 4.2-litre engine, producing 390 hp in supercharged form in the XKR
models, the new styling features gave the XK8 a new lease of life in the luxury sports car segment of the
market.

2003 New York Auto Show

As spring came to New York, that city's motor show brought another Jaguar introduction and another
stylish concept car. The introduction was that of the long wheelbase version of the aluminium-bodied XJ
sedan. With a wheelbase five inches longer than that of the standard XJ, the long wheelbase version,
which will go on sale in the autumn of 2004, provides even more legroom for rear seat passengers.
Weighing just 24 kg more than the standard wheelbase model, the longer version is still 200 kg lighter
than the previous generation XJ. It is also considerably lighter than all its competitors in the long-
wheelbase luxury saloon car segment, despite having the longest wheelbase and overall length in its
class.

Jaguar's Concept Eight

To show the potential of the new extended XJ, the designers in Jaguar's Advanced Design Studio created
the Concept Eight, a car designed, in the words of Design Director Ian Callum, not for work, but "for
luxurious entertaining on those long, late nights out." The car is a vehicle for sybarites, equipped not
with plugs for laptop computers, but with craftily-stowed Waterford crystal champagne flutes. There are
no reading lamps suitable for the fine print of the financial press, but a unique diffused glow of red light
that adds atmosphere to the interior and escapes into the night air through a full-length glass roof. And
of course, since champagne flutes are useless without champagne, there is a bottle cooler integrated into
the centre console.

It's obvious that this is a car designed around the passengers, mainly the two that occupy the pair of
luxurious rear seats. But since it is a Jaguar, it is still a driver's car, with a 4.2-litre supercharged engine
that will take it to a maximum speed of 155 mph, when the electronics cut in to remind the driver that
even in a Jaguar there are limits.

Introduced eighty-two years after young William Lyons started his first business, the Concept Eight is a
perfect example of how his standards have been maintained. Elegant, luxurious, powerful, exciting to
drive and just a little naughty, it couldn't be anything other than a Jaguar. Sir William would have
approved.

Bibiana Boerio Named Managing Director of Jaguar

Bibiana 'Bibie' Boerio rejoined Jaguar as managing director for Jaguar Cars in July 2004 after serving a
year as director of Strategy and Finance for Ford Motor Co. International Operations. Prior to that, she
served as Ford Credit's executive vice president and chief financial officer from October 2000 to April
2003, where she helped develop, launch and implement Ford Credit's Revitalization Plan. From August
1995 to October 2000, she was the director of Finance for Jaguar Cars and was responsible for providing
financial support and business strategy for the design, development, manufacturing and sale of Jaguar's
premium luxury vehicles around the world.

Ford je kupio Jaguara.