Jaguar has riffed on the extended range electric concept theme in a very heavy way.
The British company has unveiled its breathtaking C-X75 extended range electric supercar at the Paris Motor Show.
The two seater contains four electric motors each 145kW (195bhp), one for each wheel producing a combined mind-numbing 778 horespower. This monstrous powertrain develops a stunning 1180lb ft of all wheel drive torque.
The car would be capable of a top speed of 205 MPH and a 0 to 60 time of less than 3.4 seconds.
In addition to the electric motors the drivetrain includes mid mounted micro gas-powered turbines which can produce a combined 140kW (188bhp). They would be used to charge the batteries allowing the car up to 560 miles of range. Alternatively the generators can be used to supplement the electric motors’ power.
The car is said to have a fuel efficiency of 28 g/km CO2 translating to 222 MPG and has a pure electric range of 68 miles. Jaguar isn’t saying how large the lithium ion batteries would have to be for this car.
The design is as dramatic as its power.
“The C-X75 is everything a Jaguar should be. It possesses remarkable poise and grace yet at the same time has the excitement and potency of a true supercar,” says Ian Callum, Design Director, Jaguar Cars. “You could argue this is as close to a pure art form as a concept car can get and we believe it is a worthy homage to 75 years of iconic Jaguar design.”
The interior of the car is also impressive.
The car has a CD of 0.32 and a weight of 2,970-pounds.
The massive press release is so packed with information, I have included it below the gallery. One big thing missing though, not surprisingly, are plans to actually build it.
PRESS RELEASE:
Jaguar C-X75 Overview
“Performance through innovation has always been a Jaguar hallmark. From the beginning, cars such as the C-Type and D-Type pioneered aluminum construction, aerodynamic design, racing monocoques and disc brakes. The
C-X75 demonstrates that the company is still leading the field in automotive design and technology.”
Dr Ralf Speth, Chief Executive Officer, Jaguar Land Rover
The C-X75 concept is both a celebration of 75 years of iconic Jaguar design and a look into the future of automotive technology. Designed as a range-extended electric two-seater supercar, it explores the outer limits of both performance and sustainability. With plug-in capability the car can achieve a zero tailpipe emissions range of 110km (68 miles) – three times round Paris’s Péripherique – when running under battery power alone, plus a potential top speed of 330kph (205mph) and blistering acceleration. The car demonstrates that it is possible to retain Jaguar’s core values of performance, design and luxury using technology that will make environmentally responsible performance and electric vehicles a practical proposition.
The aim was to produce not only the most innovative but also one of the most beautiful Jaguars ever; one which hints at an exciting evolution of the marque’s award-winning design language while paying homage to some of its most admired cars of years gone by. Advanced design features such as a ground-breaking propulsion system and active aerodynamics allow for an elegantly simple fuselage section that remains stable at very high speeds.
“The C-X75 is a tribute to the people who shaped the iconic Jaguars that are revered to this day. By making it an innovative test-bed for the technologies of tomorrow, it also ensures that our reputation for engineering excellence will continue for another 75 years and beyond.”
Mike O’Driscoll, Managing Director, Jaguar Cars
The C-X75′s 580kW (778bhp) propulsion system combines powerful 145kW (195bhp) electric motors at each wheel for outstanding performance. At the center of the car sit state-of-the-art, mid-mounted micro gas-turbines. These can either generate 140kW (188bhp) to charge the batteries and extend the range of the car to a remarkable 900km (560 miles) – enough to drive from London to Berlin on a single tank – or when in Track mode provide supplementary power directly to the electric motors. The four electric motors provide torque-vectored, all-wheel drive traction and grip, essential in a car that produces 580kW (778bhp) and 1600Nm (1180lb ft) of torque.
The car’s interior is equally impressive, with the driver and passenger seated ahead of a sealed airbox that houses the micro gas-turbines. The seats are fixed to the bulkhead as in a single-seater racing car, and air to feed the turbines passes smoothly around them via channels in the structure of the body. With the seats anchored in place, the steering wheel, controls, main binnacle and pedal box all adjust towards the driver.
Dramatic theater lighting is activated as the driver approaches the car; phosphor blue electro-luminescent wire lights illuminate the perimeter of the cabin and the turbines. When the car is started, additional blue LED lighting gently floods the door and bulkhead speaker cavities, highlighting the car’s lightweight construction. Bespoke interior materials include cream and grey leathers, polished and vapor-blasted aluminum and a soft-feel textured neoprene.
A new interface for the driver has also been created for the C-X75 using high-resolution TFT screens. Building on Jaguar’s 10-year expertise in touchscreen technology, the Jaguar Co-Pilot display in the center console supports the driver in extracting the full potential of the C-X75 by seamlessly managing information.
The C-X75 – At a Glance
DESIGN – A celebration of 75 years of beautiful, fast Jaguars which points the way to a new design language
PERFORMANCE – 0-100kph (62mph) in 3.4 seconds, top speed of 330kph (205mph) and 80-145kph (50-90mph) in just 2.3 seconds
PROPULSION SYSTEM – A Range-Extended Electric Vehicle (RE-EV) using a unique combination of electric motors and micro gas-turbines to increase its range to 900km (560 miles)
EMISSIONS – A zero tailpipe emissions range of 110km (68 miles) while running solely on battery power
SUSTAINABILITY – By capitalizing on its plug-in charge capability the C-X75 will produce just 28 grams of CO2 per kilometer on the EU test cycle
CONSTRUCTION – Jaguar’s advanced lightweight aluminum construction techniques provide great weight-saving and economy benefits. Additionally, up to 50 percent of the metal content is recycled
ACTIVE AERODYNAMICS – Drag coefficient of 0.32Cd and active downforce created through the use of an underbody Venturi
THEATER – A dramatic entrance to the car is created by striking electro-luminescent wire lighting which alters to enhance the driving experience
UNIQUE USER INTERFACE – The touchscreen Jaguar Co-Pilot interface manages the information workload by predicting the needs of the driver
BESPOKE MATERIALS – Interior seamlessly blends traditional, hand-tailored leathers with textured neoprene panels and two different aluminum finishes
Jaguar C-X75 Design – At a Glance
CELEBRATING 75 YEARS – Entirely forward looking, the C-X75 marks three-quarters of a century of iconic Jaguar design
FUTURE FOCUS – The current XF, XK and XJ have already won plaudits for their design and the C-X75 points the way to an evolving future style language
DESIGN-LED SOLUTIONS – An elegant demonstration of how Jaguar’s core values – performance, design, luxury – will be delivered in the future
DESIGN PURITY – The simple tubular fuselage exterior shape of the C-X75 has been achieved without sacrificing aerodynamic efficiency
AIRFLOWED INTERIOR – The simple, flowing curves of the interior are inspired by the movement of air to the turbines
DRIVER-FOCUS – The C-X75 tailors itself perfectly to the driver through an adjustable instrument binnacle, steering wheel and pedal box
INTERIOR THEATER – Unique interior electro-luminescent wire lighting welcomes the driver to the car and alters its output according to driving mode
CABIN TECHNOLOGY – An innovative nano-technology sound system offers active noise-cancelling and an exclusive clock is wound by the acceleration and braking forces of the car
UNIQUE MATERIALS – Bespoke interior materials combining Jaguar-commissioned leathers, metal micromesh panels, soft-feel textured neoprene and a mixture of polished and vapor-blasted aluminum surfaces
75 Years of Jaguar Design
For 75 years, Jaguar has been responsible for some of the most iconic road and racing car designs ever seen. The roll call of names will be familiar to all: XK120, C-Type, D-Type, XJ13, E-Type, XJ220. To that list can now be added the C-X75, which celebrates three-quarters of a century of beautiful, fast Jaguars by being the fastest and perhaps most beautiful concept of them all.
Jaguar has an award-winning portfolio of designs in its current range of XK, XF and XJ models and the C-X75 reinforces the marque’s design-led approach to product development. Created under the guidance of Design Director Ian Callum, the concept points the way towards an even more emotive design language which combines beautiful contemporary styling with world-class research and engineering.
Aficionados will identify elements from Jaguars of the past in the C-X75 but the intention was not to look back but forward. The C-X75′s designers stayed true to the long-held Jaguar design philosophy of natural, flowing lines and simple, elegant forms. Where inspiration from the past was found was in the innovative engineering and functional design elements of cars like the 1950s C-Type and D-Type racers and unique 1966 XJ13 Le Mans prototype – a car described by Callum as, “possibly the most beautiful Jaguar ever made.”
Just as the XJ13 acted a test-bed for a new engine, the C-X75 offers similarly positive and inspiring potential solutions to the challenges posed by environmental concerns. Performance cars have always aimed for efficiencies in terms of weight, agility and dynamics, all of which also benefit economy. Using previously unseen combinations of technology, the C-X75 supercar provides a glimpse into the future of Jaguar and its commitment to producing beautiful, fast cars powered by sustainable means.
Exterior Design
“The C-X75 is everything a Jaguar should be. It possesses remarkable poise and grace yet at the same time has the excitement and potency of a true supercar. You could argue this is as close to a pure art form as a concept car can get and we believe it is a worthy homage to 75 years of iconic Jaguar design.”
Ian Callum, Design Director, Jaguar Cars
Finished in Jetstream Silver, the C-X75′s beautiful proportions, sculpted lines and powerful stance have been created, in the words of Julian Thomson, Assistant Design Director and head of the Jaguar Advanced Design Studio, to “pull at the same emotional heartstrings as classic Jaguars such as the D-Type and XJ13 racers.”
The C-X75 borrows more than simply elegant looks from previous classic designs, however, for those cars were equally respected for the purity of their engineering. C-X75 has been created to indicate the future for luxury carmakers such as Jaguar. It shows that it is possible to retain core brand values while offering zero emissions motoring for much of the time, as well as range-extending technologies that will make electric vehicles significantly more practical.
Aerodynamic Purity
Shorter, slimmer and lower than the current crop of supercars, its exterior design is about pure performance with a simple central fuselage surrounded by prominent wheelarches. Thanks to the packaging efficiencies provided by the absence of a conventional piston engine, the car’s designers had maximum freedom in placing the mechanical components and creating the most elegant engineering package available. Consequently the car has the most perfect proportions and sense of balance possible with a compact cabin placed centrally between the dramatic wheel arches. The lines of the supercar are purposeful and agile, suggesting a sense of movement and poise.
Aerodynamics are a key factor in designing a supercar capable of accelerating to speeds in excess of 320kph (200mph). Yet, as Thomson explains, the designers weren’t prepared to sacrifice the car’s beauty when it came to creating downforce and stability at high speeds:
“Because we want this to be one of the most beautiful Jaguars ever, we took a much more elegant approach to the C-X75′s aerodynamics and exploited the benefits of having an electrically-powered drivetrain.”
Using an underbody Venturi and directional exhaust gas control kept the car as sleek, compact and low as possible while still generating immense amounts of grip and downforce. Indeed, the movement of air itself was one of the principle drivers behind many of the design cues that were incorporated into the bodywork. Principal designer Matt Beavan reveals how the airflow into the turbines helped to shape the surfaces of the car itself:
“We wanted to emphasize how the air makes its way not just over the car but is also channeled into the rear airbox. When operating at 80,000rpm, each gas-turbine requires 25,000 liters of air a minute which means we need a series of carefully honed intakes.”
The two beautifully sculpted sill-mounted aluminum intakes have a striking two-tone finish, with polished inner surfaces emphasizing their functionality. Above them sit two further intakes that feed cold air to a separate turbine cooling system.
The turbine theme is also echoed in the stunning alloy wheels which appear to have been cut from a single block of aluminum with a spoke design inspired by the fan blades of the engines themselves. The tires have been custom-made by Pirelli with an asymmetric tread pattern and bold green F1-style wear indicator running the circumference of the tire.
Forward-hinged doors are opened using Jaguar Sense touch technology, raising outwards and upwards for excellent cabin access. To maintain the purity of the side profile, the designers replaced conventional door mirrors with cameras housed in a tailfin which is a miniaturized echo of that of the D-Type – images are displayed on screens inside the cabin. Behind the doors, fuel fillers sit either side of the cockpit – reminiscent of the twin-tank system on the original XJ6 – which on the C-X75 access respectively the fuel tank for the turbines and the plug-in battery charging point.
The eye is then drawn towards the sealed compartment which houses the twin micro gas-turbines and the beautiful structural bracing that supports them. Exposed through the rear window – much like with the XJ13 – the remarkable turbines are showcased by their elegant aluminum housing and Texalium woven fabric lining the engine bay.
The compact packaging of the turbines allowed the designers further freedom at the rear of the car, which is shaped like the trailing edge of an aircraft wing. This is both functional – incorporating the Venturi aerofoil – and beautiful with a sharp swage line and dramatic, slim full-LED rear lights.
Interior
Jaguar has a long tradition of using the finest materials to create a cosseting and luxurious cabin that allows the driver to concentrate on the experience of driving, culminating in the award-winning interior of the current XJ. With the C-X75, Jaguar has blended beautiful leathers with innovative materials and finishes to create an elegantly tailored and driver-focused cabin that is defined and inspired by the technology that powers this sustainable supercar.
The twin micro-turbines provided great inspiration when designing the interior architecture. The turbines themselves require vast amounts of air and driver and passenger are placed in the calm centre of this storm. The soft shapes and surface changes of the cabin reflect the movement of air, unseen and unheard by those inside, within the channels surrounding it.
The seats are fixed into the rear bulkhead that forms part of the airbox feeding the turbines, integrating driver and passenger not only into the structure but also the function of the car. A beautifully formed aluminum spar directs air into the turbines which are supported by spiral-shaped cast brackets that appear to flow directly from the seats’ headrests.
Driver-focused cabin
While Jaguar cabins have always been calm, comfortable sanctuaries for passengers, their focus has remained centered on the driver. The C-X75 takes this commitment to its logical conclusion by placing the driver as close as possible to the centre of the car. As a result the cabin tailors itself perfectly and uncompromisingly to the driver. A rocker switch on the steering wheel brings the wheel and instrument panel towards the driver, revealing a beautifully polished aluminum surround to the binnacle. The pedal box is likewise fully adjustable to create the perfect driving position.
The sense of occasion and driver experience engendered by the C-X75 is unsurpassed. Electro-luminescent micro-wires and LEDs use vibrant light to create two very different environments within the cockpit, making it feel incredibly dramatic and highlighting the car’s width. As the driver approaches the car, a bright ring of phosphor blue wire lighting outlines the extreme plan shape of the car by leading the eye around the monocoque tub and into the turbine chamber.
When the driver enters, the electro-luminescent wire illumination is replaced by LEDs emitting a phosphor blue light that dims as the occupants settle themselves into the cockpit. This gentle illumination from inside the doors and bulkhead cavities creates a translucency inspired by lightweight aircraft structures and exposes the Bowers & Wilkins nano-speaker panels behind the micromesh. Additional LEDs behind the dashboard and underneath the turbines make both installations appear to ‘float’ inside the structure of the car.
The car is started using a switch mounted in the aircraft-inspired overhead control panel. Twin needles indicating turbine functionality sweep dramatically around the edge of the main dials and back to rest.
When driven in Track mode the cabin changes character once again – taking inspiration from fighter aircraft in combat mode. The Jaguar Co-Pilot touchscreen system switches to stealth and all ambient cabin lighting fades to minimize driver distraction. The electro-luminescent wire now forms blades of blue light which outline the driver’s seat and controls.
The lighting however is not the only feature which lends a sense of theatre and uniqueness to the experience of piloting the C-X75. The gear-selector is modeled on a fighter jet’s throttle control and includes a manual override for the turbines, allowing them to run continuously for maximum charge.
Unique Materials
A unique, sustainable performance supercar, the C-X75 utilizes materials that reflect its design and engineering ideals. A luxurious cream Ceramic semi-aniline leather was chosen for the dashboard to complement the purity of the polished aluminum. In contrast, a more technical full-aniline Storm Grey leather was used on the seats. The leathers themselves have their own sustainability story, having been sourced from Scottish company Bridge of Weir, one of the most modern and environmentally efficient leather producers in the world.
To highlight the main driver interfaces, the instrument binnacle, gear selector and certain areas of the steering wheel are covered in a soft-feel textured neoprene. This malleable material allowed the designers to sculpt soft, flowing surfaces that encase the technical hardware. The leading edges of the instrument binnacle have a satin smooth finish while further back the material is covered in grains subtly shaped like the traditional Jaguar ‘lozenge’ logo.
Reflecting the polished working surfaces on the exterior of the car, the air-conditioning vents also feature a dual finish although this time it is reversed, with mirror-finished external surfaces and vapor-blasted matt interior. Inside the vents can be found an aluminum honeycomb structure similar to that used in aircraft construction.
Jaguar C-X75 Innovation – At a Glance
PERFORMANCE – 0-100kph (62mph) in 3.4 seconds, a top speed of 330kph (205mph) and 80-145kph (50-90mph) in just 2.3 seconds
EFFICIENCY – Explores the outer limits of Range-Extended Electric Vehicle (RE-EV) technology with CO2 emissions of just 28g/km and a range of 900km (560 miles)
ZERO EMISSIONS – Fully charging the C-X75 from a domestic power supply takes six hours and allows the car to run with zero tailpipe emissions in electric-only mode for 110km (68 miles)
PROPULSION SYSTEM – 2 x 70kW (94bhp) micro gas-turbines and the plug-in Lithium-ion batteries provide power to four independent electric motors each rated at 145kW (195bhp) and 400Nm (295lb ft) of torque. These in turn provide drive to all four wheels
CONSTRUCTION – Uses Jaguar’s advanced lightweight aluminum construction techniques. Additionally, up to 50 percent of the metal content is recycled
ACTIVE AERODYNAMICS – An underbody Venturi system incorporates a movable aerofoil and directional control of the exhaust gases to provide maximum downforce without using spoilers
DRIVING POSITION – An electrically adjustable instrument binnacle, steering wheel and pedal box ensures the car is perfectly tailored to the driver
HUMAN MACHINE INTERFACE – Data from the car’s complex systems are shown on three information screens and can be transferred and filtered between displays as needed
Jaguar C-X75 – Innovation
“This evocative showcase of 75 years of performance heritage, the C-X75 also demonstrates Jaguar’s commitment to developing cutting-edge engineering solutions to the challenges facing future automotive development. The supercar shows that Jaguar will continue to build beautiful, fast cars that will generate their performance in a sustainable manner.”
Ian Hoban, Vehicle Line Director, Jaguar Cars
The Jaguar C-X75 is a high-performance demonstration for future technology and innovation. The 330kph (205mph) four-wheel drive supercar is capable of reaching 100kph (62mph) from rest in 3.4 seconds with zero tailpipe emissions during urban use. Even in range-extending mode it emits just 28 grams of CO2 per kilometer thanks to its ultra-efficient micro gas-turbines which provide charge to four 145kW (195bhp) electric motors.
A six-hour plug-in charge of the Lithium-ion batteries allows an electric-only range of 110km (68 miles). However, as a Range-Extended Electric Vehicle (RE-EV), the C-X75 removes the range anxiety that currently hinders the mainstream adoption of electric vehicles. The innovative twin turbines can either charge the car’s batteries on-the-fly, allowing the supercar to travel 900km (560 miles) between fill-ups or, in Track mode, automatically provide supplementary power directly to the electric motors to allow the car to top 330kph (205mph).
In creating the C-X75, Jaguar, under the aegis of the Government sponsored Technology Strategy Board (TSB), has worked closely with other British firms, each of which is at the forefront of its field. The TSB is a public body that brings together businesses in a range of programs to drive innovation with an emphasis on sustainability. Jaguar’s partners in this project are Bladon Jets, makers of the micro gas-turbines, and SR Drives who supply the switched reluctance generators.
The decision to use technology originally designed for aeronautical applications was an obvious one given both Britain’s and Jaguar’s heritage in this area. Born in Coventry, a short distance from the site of what would become the Jaguar’s historic Browns Lane factory, Sir Frank Whittle is credited with developing the gas-turbine jet engine. It is Whittle’s concept that has been refined by supplier Bladon Jets into the compact, efficient powerplant used by Jaguar in the C-X75.
Jaguar itself has an aeronautical heritage, a number of great Jaguars of the past – C-Type, D-Type and E-Type – were shaped by aerodynamicist Malcolm Sayer. Aircraft-inspired technology also led to the development of the aluminum spaceframe chassis around which those early Le Mans-winning Jaguars were constructed; the same technique used today in the C-X75.
For the C-X75 Bowers & Wilkins, the supplier of exclusive premium audio systems for Jaguar, has explored future audio technologies to develop a product that delivers unrivalled sound quality while making extremely low power demands.
Advanced aluminum lightweight construction
Jaguar’s expertise in the use of aluminum stretches back more than 50 years to the first XK120s, through the lightweight E-Types and pioneering X350 to the XK and all-new 2010 XJ. It was with this latter creation that Jaguar fully realized the lightweight metal’s benefits to performance, agility, economy and sustainability in a luxury car, creating a lead its rivals have yet to close.
The C-X75 naturally follows the same construction techniques with an extruded and bonded aerospace-inspired aluminum chassis clad in panels of the same material, making it significantly lighter than current supercars. Not only does this save weight, crucial in a car with an extreme performance envelope, but aluminum is one of the most easily recyclable metals available, boosting the C-X75′s sustainability as well as its speed. As with the current XJ, up to 50 percent of the supercar’s structure is made from recycled aluminum.
Active Aerodynamics
Aerodynamics have always played a large part in Jaguar design with legendary designer Malcolm Sayer elevating it into an art form in cars such as the XJ13, the prototype from which the C-X75 draws inspiration.
Today Jaguar is aiming to reduce the drag coefficient of its future models in order to increase fuel efficiency. The C-X75 presented the additional challenge of managing the high volume of air required by the turbines. To achieve this active aerodynamics have been utilized for the first time on a Jaguar.
By opening the front grille and brake cooling vents only when necessary, Jaguar has increased the design’s aerodynamic efficiency dramatically. At the rear corners of the car vertical control surfaces automatically engage at higher speeds to direct airflow aft of the rear wheels for increased stability and efficiency.
The carbon-fiber rear diffuser, a crucial element in guiding airflow under the car and creating downforce includes an active aerofoil, which is lowered automatically as speed increases. Vanes in the exhaust ports then alter the directional flow of the gases to further increase the effectiveness of the Venturi tunnel.
Propulsion System
Jaguar has already made a sizeable commitment to developing future generations of cars that minimize their impact on the environment. Jaguar is aiming to reduce its carbon dioxide emissions by a quarter over the next five years and as a business £800m is being invested in research into innovative solutions to forthcoming sustainability challenges.
The C-X75 is capable of running in purely electric, zero tailpipe emissions mode for 110km (68 miles) on a six-hour domestic plug-in charge. However, unlike a conventional electric vehicle, the enjoyment of this supercar won’t end there. The innovative, lightweight micro gas-turbines are capable of very quickly and efficiently recharging the Lithium-ion batteries, giving the car a theoretical range of 900km (560 miles) and can also automatically provide supplementary power directly to the motors when in Track mode.
This remarkable range-extension system is a result of Jaguar’s research engineers adopting a clean-sheet approach to the question of powering the supercars of the future. The C-X75 turns to the very latest evolution of a pioneering piece of British technology: the gas turbine.
British engineering firm Bladon Jets achieved a recent breakthrough in producing the multi-stage axial flow compressors – the technology used on all large gas turbines – on a miniaturized scale and to very high tolerances. This increased the compression and efficiency of micro gas-turbines to the point at which they can be viewed as a realistic power source. Each of the micro gas-turbines weighs just 35kg and produces 70kW of power at a constant 80,000rpm.
Because the exhaust gases form part of the active aerodynamic package, Jaguar has utilized a specialized zirconia-molybdenum coating. This advanced heat-resistant coating is regularly used in Formula One cars and is applied in a plasma spray to the carbon-fiber diffuser to protect it from the exhaust gases.
Turbines offer a number of advantages over a reciprocating piston engine when powering range-extending generators. With fewer moving parts and air bearings, turbines do not need oil lubrication or water-cooling systems, all of which offers considerable weight-saving benefits. They can also be run on a range of fuels including diesel, biofuels, compressed natural gas and liquid petroleum gas.
Turbines reach their optimum operating speed and temperature in seconds and so can be used in short bursts to top up the batteries without compromising fuel consumption or life-cycle. Coupled to two switched reluctance generators supplied by SR Drives, the turbines operate either in sequence or together, depending on energy needs, to swiftly and efficiently charge the batteries – or provide power directly to the electric motors – as dictated by the propulsion system supervisory system.
Battery technology is currently the greatest limiting factor in the development of high-performance electric vehicles with a realistic range. Jaguar’s engineers are currently carrying out research with leading battery suppliers into the next generation of power cells in order to find the best compromise between energy and power densities. The batteries used in the C-X75 are of a state-of-the-art composition which offers significant benefits in terms of weight, lifecycle, energy density and safety.
Power and Control
The energy created by the turbines and stored in the batteries is transmitted to the road using four independent electric motors. Using individual motors has benefits in terms of weight saving and distribution, packaging and efficiency. Each motor weighs just 50kg but produces 145kW (195bhp) of power and an astonishing combined total torque output of 1600Nm (1180lb ft).
Because each wheel is driven by its own electric motor, the C-X75 is four-wheel drive – with all the traction, grip and safety benefits that entails – without the weight disadvantages of a purely mechanical set-up. Inherent in this drivetrain is the ability to independently vector torque to each wheel across the full speed range. This offers potential benefits in terms of stability and control, creating an infinitely and instantaneously adjustable traction and stability control system.
Electric motors also produce maximum torque from almost zero rpm, making the traditional power curve a thing of the past. In fact, such is the C-X75′s power that Jaguar’s engineers had to artificially limit the torque available from rest in order to improve the driveability of the car. The performance available in the mid-range is truly startling. The C-X75 will accelerate from 80-145kph (50-90mph) in just 2.3 seconds. The quarter-mile sprint takes 10.3 seconds at a terminal velocity of 251kph (156mph) and acceleration peaks at 0.88G.
Such astounding performance requires equally impressive braking. Jaguar already has a system proven to be up to the task. The C-X75 is fitted with the brakes used on the supercharged XFR which in 2009 became the fastest Jaguar ever, achieving 363kph (226mph) at the Bonneville Salt Flats in Utah. In this application, regenerative braking technology on all four wheels helps recharge the batteries during driving. The 380mm internally ventilated front discs and 345mm rears are covered by polished alloy wheels of 21 and 22 inches respectively.
Interior Innovation
The driver-focused interior of the C-X75 is a statement of intent from Jaguar, using cutting-edge technology that is seamlessly integrated into the car in order to enhance the driving experience. In creating the C-X75, Jaguar has forged relationships with other British companies that share its philosophy of engineering and design purity.
Fingertip Information Control
As on the new XJ, traditional analogue instruments have been replaced with high-resolution TFT-LCD technology for all three Human-Machine Interfaces (HMI) within the cockpit.
The main Driver Information screen is housed within the instrument binnacle. Needles float on the periphery of the twin cowls and sweep round the outer edge to display the status and rpm of the two turbines. The amount of information that can be displayed required a new graphic interface. The design team combined designs from instrumentation in the new XJ saloon with those from fighter aircraft to create virtual 3D ‘gimbals’ around which the gauges wrap and rotate to provide status updates.
Information on speed, acceleration, power production, power usage and active aerodynamic status is selected using rocker action paddles mounted on the steering wheel, giving the driver fingertip control over all the complex systems of the car.
A secondary ‘Jaguar Co-Pilot’ touchscreen in the centre of the dashboard is angled towards the driver and performs a predictive function, suppressing superfluous information and allowing the driver to concentrate on the task in hand. As its name suggests, this seamlessly manages the relationship between car and driver. By syncing with technology such as smart-phone calendars for instance, it will recognize that the driver is due to attend a track session at Le Mans and will not only offer to calculate a route but also suggest activating high-performance modes once on the circuit itself. Once accepted by the driver, this information wipes seamlessly to the main binnacle display.
The two screens operate in three modes:
Standard Mode – The left-hand dial displays speed, navigation information is shown in the centre with range and time in the right-hand dial. The Co-Pilot screen is used for economy and emissions data.
Track Mode – The right-hand dial changes to display available power while the needles surrounding the binnacle show the turbine status. The Co-Pilot screen changes to display performance and lap time data.
Heritage – Both screens transform into accurate recreations of classic D-Type instrumentation, demonstrating how owners might download their own bespoke interfaces.
A third, smaller screen mounted low in the centre console displays gear information.
Bremont Watches
The need for the information screens to be able to display information with timeless clarity led to co-operation with Bremont, an independent British company creating beautiful mechanical watches that are hand assembled at their dedicated atelier in Switzerland. Its aviation inspired designs and commitment to engineering excellence has seen the company quickly establish itself in the world of authentic luxury.
Jaguar designers took styling cues from the Bremont MB2 watch when creating the graphics for the time related elements of the HMI. The result is a perfect combination of traditional Jaguar warmth and absolute purity and precision.
Bremont also produced a unique clock, which can be mounted in a turbine-inspired holder in the centre console. The clock’s mechanism uses the acceleration and braking forces of the car to keep it wound.
The relationship with Bremont inspired another element of the interior design. The company produces a watch, the MB1, exclusively for those who have had their lives saved by the Martin-Baker ejector seat. To date this British-developed safety system has saved more than 7000 people. In recognition of this, the interior door release handles of the C-X75 are crafted from aircraft-grade aluminum and mounted in the base of the seat, in the same position as a fighter jet ejector lever.
Surround Sound
Jaguar tasked its existing in-car entertainment partner, audio experts Bowers & Wilkins, with creating a revolutionary new sound system that reveals how audio technologies are set to evolve.
The innovative result was a system that uses dozens of tiny moving coil transducers arrayed in an ultra-thin honeycomb pattern that allows them to line the doors and rear bulkhead. The housings, magnets and coils are built up by the nanometer and faced in B&W’s own polycrystalline diamond diaphragm material, the finest available. The array of tiny speakers literally surrounds the driver and passenger with a powerful and all-enveloping sound but their small size also means the power draw of the system is kept very low.
This system also allowed the development of active sound cancelling technology, isolating the cabin from the noise produced by the turbines and creating a peaceful, luxurious cocoon allowing the driver to focus on the enjoyment inherent in driving a Jaguar. Similar technology could be used to cancel any noise broadcast to the outside world by the turbine operation.
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From its beginning as a manufacturer of motorcycle sidecars in 1922, Jaguar Cars has grown to become one of the world’s premier manufacturers of luxury sedans and sports cars and with that, one of the most recognized commercial brands. The company’s vision is simple: To produce beautiful fast cars that are desired the world over. The company operates two manufacturing plants in the United Kingdom and is fully engaged in environmental programs, community work and brand awareness exercises such as motorsports.
This entry was posted on Saturday, October 2nd, 2010 at 7:00 am and is filed under Competitors, E-REV. You can follow any responses to this entry through the RSS 2.0 feed. Both comments and pings are currently closed.
Oct 2nd, 2010 (7:07 am)Love the use of gas turbines and 4 electric motors, hope to see that in gen 2volt too.
+28
Oct 2nd, 2010 (7:10 am)Impressive… Now all they need is a British version of Lyle to force them to build it
.
+4
Oct 2nd, 2010 (7:10 am)Lyle,
I think you picked the best from Paris, when do you go for a test drive?
Can I have your Volt when you get the Jag?
Cheers
+3
Oct 2nd, 2010 (7:11 am)This has got to be the longest press release I haven’t read.
Cool tech. I like the micro speakers for both noise cancellation and immersive sound.
+7
Oct 2nd, 2010 (7:17 am)Holy sh**! What a monster! That is a very cool concept, but I doubt it will ever be built in anything other than very limited numbers. And a cD of .32 could be better, but with 778 BHP and 1180lb ft of torque I guess the point is moot…
+1
Oct 2nd, 2010 (7:20 am)Looks cool, but gas turbines have traditionally been:
1. Loud.
2. Inefficient.
Oct 2nd, 2010 (7:25 am)Sounds like a great car. Next exit the Indy 500? Volt funny car at the Winternationals in Pamona? All that’s lacking is the finch chirp pedestrian friendly alert.
=D-Volt
-3
Oct 2nd, 2010 (7:32 am)It seems to me Paris Auto show is underlining that Europe is once again at least a decade behind North America and Asia.
They have next to no hybrids or EVs in the European marketplace. That is outside of a handful of garage shop operations, that produce mostly Press Releases and no cars. They are showing electric sports cars now… Hmmn didn’t Tesla and then Dodge do that years ago, here? Tesla actually manufactured some, and seems to have exhausted the tiny market of wealthy poseurs who want to scream how “green” they are (NOT!).
They sure get a lot for their $10/gallon fuel which is mostly tax. Oh and they do get dirty diesels and free air pollution, too. And free “clean diesels” propaganda too. Wow, What a bargain!!
Oct 2nd, 2010 (7:38 am)Looks like more than just a concept, as they show it driving on the road.
Of course if they build this car it will be in very small quantities at extremely high price, but still I think they will build and sell this gorgeous car!
I hope they go racing with it, love to find out how it competes with other super cars.
I find it curious that being English and driving on the left side of the road, that the steering wheel was on the left side. Why wouldn’t the concept be right-hand drive?
+1
Oct 2nd, 2010 (7:42 am)That’s crazy! (In a good way). Could be a nice competitor with the Fisker Karma provided that ever comes to be. Gorgeous design.
I agree with what Statik mentioned yesterday though about super exotic cars like the above…for me also, the real hotness is EV’s for the masses.
+4
Oct 2nd, 2010 (7:46 am)True.
Totally NOT true. Gas turbines have higher thermodynamic efficiency than diesel engines (and Otto cycle ICEs) because of higher combustion temperature.
Why they are not used on all cars, then? Answer: because turbines work at very high RPM and mechanically transforming high-RPM low-torque thrust to usable low-RPM high-torque thrust is very complex.
However, use of turbines to power a generator which powers electric motors is nothing new: http://en.wikipedia.org/wiki/Gas_turbine-electric_locomotive
+1
Oct 2nd, 2010 (7:53 am)From the article “The two seater contains four electric motors each 145kW (195bhp), one for each wheel producing a combined mind-numbing 778 horespower. This monstrous powertrain develops a stunning 1180lb ft of all wheel drive torque.”
Does that mean in-wheel motors? If so, I wonder if they have solved the problem of “unsprung weight”.
The software that will be required to control those 4-wheel motors is complex beyond belief. Volvo, GM and others have been working on this for years. Not sure where all that development stands as of now.
+3
Oct 2nd, 2010 (8:02 am)With approx. 100hp, one of those turbine generators would power a Volt very nicely, it seems.
I wonder if a car with this drive train actually exists. Sounds like a Vapor-concept to me.
+2
Oct 2nd, 2010 (8:07 am)I think it’ great that they keep playing with super cars. That will keep the Opel Ampera (Volt) the only real choice in EREV. And if GM is smart and fulfills demand, they will be nicely in the lead. Super cars are just to expensive for the average person.
+1
Oct 2nd, 2010 (8:11 am)Another overpriced and over ambitious EV. Not gonna happen, and not sure what drives (pun intended) automakers to come up with such outlandish designs that will never see the light of day.
What in the world does anyone need 778 HP for?
\Move along…nothing to see folks…
+5
Oct 2nd, 2010 (8:14 am)Oh yeah….
Comfortably priced under $300,000!
+1
Oct 2nd, 2010 (8:18 am)Meh, the seats being fixed to the bulkhead indicate that they probably don’t recline much. Dealbreaker! Advantage, Volt!
Also at the Paris show, Lotus unveiled http://www.greencarcongress.com/2010/09/lotus-20100930.html#more a “city car” built around their three-cylinder genset.
This is the stuff! I used to hate seeing articles on this site about another pure EV mini. Kurt Vonnegut once remarked about how, once he had gotten some note as a literary author, he was taken out of the “drawer” with the science fiction writers. He was thrilled because critics tended to mistake that “drawer” for a urinal. The constant association, IMHO, hurt the Volt.
I don’t think anyone will tie the sobriquet “glorified golf cart” to this car, nor even, despite it’s size, the Lotus.
From what I gather from various sources (google Bladon and Jaguar) Jaguar is going to use the jet (just one, though) in an “e-limo” project. There’s an EU contest to build large PHEV “prestige” cars. Jaguar seems to be hanging its hat on the jet genset EREV.
Time for GM to get cracking on that Buick Electra project for when my Volt lease is up.
Oct 2nd, 2010 (8:46 am)True, but they also help spur R&D and real-world testing of new tech which eventually finds its way into less exotic platforms – much like bleeding-edge technology used in new Aerospace and Defence projects.
Things like teflon, carbon fibre, small CPU’s, fuel cells, solar panels, good ol’ velcro, and – last but not least – the Internet owe their existence to this process.
+5
Oct 2nd, 2010 (9:13 am)Bruce Wayne will get one as the perfect compliment to his other turbine-powered car:
+3
Oct 2nd, 2010 (9:21 am)wow, that car, whether it goes into production or not, is freakin awesome, i bet there’s not one true volt fan out there that wouldnt love one of these! i mean if you won one in a contest, you wouldnt knock it back!!! anyone else here noticed how many other companies are coming out of the wood work lately with erevs? great to see! this will just spur on the technology at an even more rapid pace!!!!
go volt, and go erev tech!
Oct 2nd, 2010 (9:33 am)It’s less than vapor. To qualify as vapor, a product must be introduced for production even if it is only vaguely implied, for example to mollify investors or to delay customers who would buy from competitors. Jaguar has already said there are no plans to ever build production vehicles from the concept.
Oct 2nd, 2010 (9:36 am)And yet your own reference invalidates your claim:
” With a rise in fuel costs (eventually leading to the 1973 oil crisis), gas turbine locomotives became uneconomical to operate, and many were taken out of service.”
http://en.wikipedia.org/wiki/Gas_turbine-electric_locomotive
+1
Oct 2nd, 2010 (9:58 am)As our friend from Australia(#20) touches on–whether or not this car is ever built doesn’t really matter.
What does matter, to me, is that if Jaguar can come up with a fuel efficient sports “monster” then there is no reason it can’t come up with a more affordable(for its customer base, of course) vehicle that gets EXCELLENT mileage.
Moreover, if Jaguar can do it–they all can do it.
I see no reason why we have to export our petrodollars to enrich other countries while impoverishing ourselves more than another decade or so.
Oct 2nd, 2010 (10:13 am)Haven’t really researched it enough, but turbines have always seemed like a natural for a extended-range generator. I’ve assumed that cost is the only thing keeping this from happening. With micro-turbine companies like Capstone continuing to do research it seems like that may be overcome. What I’d really like to see is someone like GE or Alsthom getting involved.
+2
Oct 2nd, 2010 (10:15 am)Sustainability? I had to let out a laugh when I read that.
It’s about as sustainable and practical as a Ferrari F50.
Just another dream car that only the super rich can afford. If they are looking to get rid of the “golf cart” stigma that EVs evoke in most people then mission accomplished.
If imitation is the greatest form of flattery then GM engineers should be proud.
+1
Oct 2nd, 2010 (10:22 am)Jay Leno car.
Oct 2nd, 2010 (10:24 am)That thing would be so cool when taking my dog to the dog park. Ha ha!
Here’s why I’m thinking I would never buy a Jaguar. Funny but true story. A friend got suckered into trying to replace a rear headlight for his real estate agent who said Jaguar wanted to charge her $1500. He figured it was just a fuse, so he finds the box which has twenty fuses and checks them. All good. He figures there must be another fuse box, so he goes online and finds out there is — it’s in the trunk but you have to tear up the carpet to get to it. He does and checks that one out. Same box with twenty fuses. All good. He goes online again and finds out there is a third box under the floor of the driver’s back seat passenger, but again you have to tear up the carpet. He does and finds a third identical fuse box. All the fuses are good. At this point he figures there must be yet another one, so he tears up the carpet on the other side of the back and finds the fourth identical fuse box. Unfortunately those are all good as well.
Turns out this is a known problem with Jaguars. Ordinarily you have to replace a controller which costs $800 (plus labor for installing it and then redoing all your keys etc.) but he’s able to find a thread online that explains how you can solder a $3 part onto the board to fix it, which he does. Of course then he has to put back down all the carpet which you literally had to rip up — no screws or other handy attachments.
All the work to check on a few fuses is right up there with the Porsche $700 oil change. No thanks.
Oct 2nd, 2010 (10:24 am)This whole thing is a pipe dream. This car just a body and they are claiming X HP and torque, Y 0-60, Z top speed. If they actually had a PROTOTYPE, I would get excited. Concept cars are just so they can BS whatever they feel like and make it sound like they’ve been working on something. Obviously this car is pretty sweet, but it’s not real. Dreaming about me owning a solar powered airplane that’s 100% efficient is just as realistic.
+3
Oct 2nd, 2010 (10:26 am)British? Didn’t Jaguar get sold to some outfit in India?
+1
Oct 2nd, 2010 (10:28 am)If I was really in the midst of a serious mid-life crisis I think I’d rather have an EV version of the Lotus Evora. It has much nicer lines — more appeal for the ladies — and its low mass should make it fun to drive. http://www.nytimes.com/2010/10/03/automobiles/autoreviews/03lotus-evora.html?_r=1&ref=automobiles
Oct 2nd, 2010 (10:45 am)Probably not in-wheel motors. just 4 motors at the center of the car driving the wheels with half-shafts, they could place the brakes at the same place.. lots of room gets freed up with no complicated transmissions. The software is trivial compared to whats used today for traction control.
This may be the way of the future supercar, you dont need a very temperamental (and expensive) engine/transmission, plus the cost of the battery is probably even less than the custom wheels.. reliability should be magnitudes better. You dont even need a turbine, an Ecotec 2L 4 cylinder driving the generator is plenty. Essentially what Fisker is doing.
Oct 2nd, 2010 (10:56 am)This is what GM should have done with a Caddy show car. These are only design concepts but this would have been a major cool lead in to the Volt going on sale. The buzz would be terrific.
I have thought for many years that Caddy and Lincoln have lost their way (until the CTS-V of course). They should have performance monsters that compete on the world stage not accessorized versions of base cars. I’d love to see a 550 hp Lincoln that costs 100k – quiet as a church mouse at 140 mph and rock solid on the road. Sort of like an M5 is to the 5 Series but without the badging. Nothing gaudy. Perhaps the only outward difference would be 45/315 tires on the performance Lincoln and a discretely placed “performance” button.
Oct 2nd, 2010 (11:01 am)Related:
I’m surprised at what Nissan is putting in $20k cars:
Preview of the Nissan Juke Torque Vectoring AWD
http://broadbandsports.com/node/38836
/ Juke S model AWD $20,460 msrp
Oct 2nd, 2010 (11:06 am)Do you think we’ll actually see the day when a half a million $ car sits in the driveway with an electrical cord tethered to it?
Oh, wait, the first Volts we drove cost a little more than that, now didn’t they!
The Jag shows just one example of how stunning an EREV can be as an extreme design exercise. What will the Volt spawn next?
Oct 2nd, 2010 (11:14 am)778 hp of masturbatory excess. I think my awe of ‘supercars’ peaked with the Lamborghini Countach – this just seems to be one of the latest bids to surpass something that will not be surpassed. It’s now all about gluttony, and it makes my head spin.
Sure the tech sounds interesting – but will we ever see it? Don’t hold your breath. Why bother?
Wake me up when there’s a concept that is grounded in reality, that I can dream about owning – not some dream car fantasy that ultimately ends up being a ho-hum distraction in life.
Oct 2nd, 2010 (11:15 am)This would find great uses in a LOT of places, not least of which would be in small aircraft. I agree completely with the VAPOR assessment.
+2
Oct 2nd, 2010 (11:17 am)No, thanks. I’m keeping my Aztek.
+2
Oct 2nd, 2010 (11:48 am)Tata
+1
Oct 2nd, 2010 (11:54 am)I’d like to see the Gen II or Gen III Volt come with 4 electric motors and have a pure electric range of 68 miles.
Regards, George, Sudbury, Canada…go Volt!!
+1
Oct 2nd, 2010 (12:19 pm)Holy crap, Batman.
That car is phenomenal.
Why wouldn’t they build it?
+1
Oct 2nd, 2010 (12:34 pm)As I predicted, there are many car companies, excluding GM, that realize the desirability of a car that looks really good. The morons at GM seem convinced that a Geek car should look nondescript
(practical). Even if true, the problem is that there ain’t that many geeks out there. Those in-wheel electric motors no doubt will be sourced by PML Flightlink, an English company that, I believe, was the first to market with in-wheels. Pricing I know not, although Siemens and others are jumping into the fray, at which point market forces will inform us as to what they should really cost. Flightlink makes several varieties, with the claimed 195 BHP version apparently new to their lineup as the highest powered motor (150 used to be their topend). In-wheels are the obvious way to go, and these will allow far better traction and active suspension systems than currently available. They also, obviously, efffortlessly allow for 4 wheel drive, although lower priced cars will probably only drive two wheels. They also allow for limp home ability should one (or even all but one) motor fail.
They also vastly simplify chassis design and provide more cabin space. As I recall, the PML wheels, including brakes, don’t weigh any (or much) more than a conventional brake and rotor component – around 40 pounds. One more example (along with solar panel microinverters, and old style computer mainframes) where centralized command and control is woefully inefficient
(remind anyone of the brainless policies of a centralized government?). The PML Flightlinks include a two speed tranny within each motor as well, as I recall. Looks like the entire chassis can now be sourced without the need for any mammoth automotive companies. I wonder if this signals a return to the old days, when cars were built by two companies – one built the chassis and another
the coachwork. GM’s Fisher Body was originally a coachbuilder. The buyer shopped bodies and then specified, or chose, the chassis to be used. Today we live with an automotive production
system that rests on proprietary components for a large part of its profits. Proprietary anything is anathema to consumer value. The existence of proprietary components is a good example of the falure of governments to perform a task for which they are uniqely positioned to carry out. Except they don’t, naturally, and we are left with 40 different 1.5 liter OHC engines out there
in the marketplace.
+2
Oct 2nd, 2010 (12:44 pm)Supercar
Supercar
With beauty and brains, fast as can be
…
It’s the marvel of the age.
http://www.youtube.com/watch?v=WL2vaSNbPbo
http://www.youtube.com/watch?v=phLI_5zH5nM
Not quite up to what was imagined in 1961, but getting closer…
http://en.wikipedia.org/wiki/Supercar_(TV_series)
Oct 2nd, 2010 (12:48 pm)The aerodynamics really confuses me
The car has a CD of 0.32 and volt /prius is at .27/.28 range, the EV1 was some where 0.21 range and the the Xprice car The Wave II boasts a coefficient drag of 0.157, Mercedes-Benz reported a drag coefficient of 0.19 for Mercedes-Benz Bionic car. Model S Tesla has a drag coefficient of 0.28.The original insight was having drafficient of drag of 0.25
Can some body guide me on this and what is the effective measure for aerodynamics and how its can be increased.
I thought this is a very aerodynamic design
+2
Oct 2nd, 2010 (1:26 pm)Awesome. This is just a taste of what’s in store. You can make ridiculous performance cars with the series hybrid setup. As EV’s become more and more widely available and tech continues to improve and better electric motor solutions are developed for EV’s you’ll see more and more concepts and super cars similar in engineering to this. Not to mention the best part. Affordable EV’s with good range and quickish charging available to everyone. I know I can’t wait.
Oct 2nd, 2010 (1:52 pm)#4
Really. +1
-2
Oct 2nd, 2010 (1:57 pm)Using the fuel tank vs range method of for calculating efficiency in CS mode for the C-X75 results in ——
…(drum roll please)…….
21 mpg!**
**approximate conversion to U.S. testing standards assuming the given range is based off of EU cycle and imperial gallons
——————-
“Jaguar claims a theoretical range of 560 miles, including 68 miles of electric running….”
http://www.telegraph.co.uk/motoring/motor-shows/paris-motor-show/8036925/Paris-Motor-Show-2010-Jaguars-new-C-X75-concept-car-launch.html
” A 15.9-gallon tank carries the fuel required by the turbines.
http://www.insideline.com/jaguar/c-x75-concept/jaguar-c-x75-concept-2010-paris-auto-show.html
Oct 2nd, 2010 (1:57 pm)#15
My sentiments exactly. Tata must have plenty of money to burn to be indulging in science projects like this.
Yawn.
LJGTVWOTR!!
-1
Oct 2nd, 2010 (1:58 pm)Take a good look at the first photo, c-x75jaguarconcept002.jpg! Notice the ground in the background is blurred and the same for the cars wheels. The same applies for several other photos. Plus it looks like the driver is sitting on the left side with his right arm exteneded to hold the steering wheel.
No, it’s for real!
<b?Happy trails to you ’til we meet again.
+1
Oct 2nd, 2010 (2:12 pm)WOW, I CAN’T BELIEVE I READ THE WHOLE THING! Here’s several mostly-trivial comments…
I counted (roughly) 5,000 words, a few “Briticisms”, but not even ONE typo, Lyle! (WOW again!).
I LOVE redundancy when it makes anything more reliable; but this is ludicrous! Some topics were covered 4-5 times (the Brits do do things by committee, so they probably had at least 5 writers).
But I feel GREAT ’cause I know I’m not the only guy with writer’s diaherra —Jag has 5 of ‘em!
…And I also feel GREAT ’cause I have a 25-seat home theater using Bowers & Wilkens speakers!
/All in jest, hoping I can recover from the pain
of reading the entire press release 
//Most jet airliners since the ’60′s have used gas turbines aboard to power their APUs
+2
Oct 2nd, 2010 (2:21 pm)…More seriously, I am glad to see both Jaguar and Lotus see the EREV approach is the way to go!
/Elon, listen to your engineers (unless of course you’ve effectively “muzzeled” them) —EREV makes sense both from both a reliability and a cost standpoint!
Oct 2nd, 2010 (2:25 pm)Turbines!!!
Clearly the good folks at Jaguar have come to realise that turbines are the way to go, just like the good folks at General Motors realised this when they made an EV1 Turbine Serial Plug-In Hybrid.
Check it out:
http://en.wikipedia.org/wiki/EV1#EV1_series_hybrid
Oct 2nd, 2010 (3:40 pm)Sadly, we are in the future of 1961 and the future is quite boring.
+1 to you for that post.
+3
Oct 2nd, 2010 (3:42 pm)Adapt this level of propulsion system to a mass produced 3/4 ton 4X4 pick-up and you will have hoards of American males clamoring to buy it. Performance, economy, extra ground clearance, a dream come true. A lack of engine noise might cause them to feel squeamish about driving it, but that could be taken care of with the sound system. Please GM, don’t be second in the almost certain transition from fuel-to-electric in this traditionally huge sector of the global market. Wouldn’t it be ironic to see EREV suburbans flooding the sand roads of the middle east?
+1
Oct 2nd, 2010 (3:43 pm)That’s what I see as the real significant angle with this car – the more manufacturers come out with EREV concepts, the more that confirms to me that EREV is not only a concept that is here to stay, but it is the expected direction carmakers plan to go with EV’s.
+1
Oct 2nd, 2010 (4:25 pm)TURBINE CARS FROM HISTORY:
Here’s some turbine cars from the past – Some big successes – others …..???
Remember this? All-wheel-drive and but for a small bearing costing a buck or so, came a couple laps from winning the Indy 500 in 1967.
Or Joe Leonard in 1968 Winning the Indy pole and again, coming only a few laps short of the bottle of milk ( my fave Indy car of all time ).
Oops!….
But there’s THIS –
Jay Leno’s ( GM designed body ) bio-diesel turbine car. IMO a failure since it gets about 1/2 mpg….
http://images.dieselpowermag.com/images/0807dp_01_z+biodiesel_gm_eco_jet_concept_car+rear_side_view.jpg
PUMP OUT THE VOLTS! ,
James
+1
Oct 2nd, 2010 (4:47 pm)TURBINE CARS FROM HISTORY – Part Deux
Chrysler built 70 of these – and gave them to customers to evaluate in real world driving.
- Turbine engines were the wave of the future in 1963– a technologically-advanced powerplant that could run on anything combustible that would flow through a pipe, from kerosene to perfume. Chrysler’s test program racked-up over 1.1m miles.
Remember the Firebird? ( no, not THAT one, THIS one! ) GM’s been at the turbine game b4, a few times!
Firebird I , II, III
PUMP OUT THE VOLTS! ,
James
Oct 2nd, 2010 (4:55 pm)Ironic you put this photo of turbaned Sikhs in response to CorvetteGuy who works for Singh Auto Group, whose owner wears a turban (?).
http://www.facebook.com/people/Dalip-Singh-Sethi/865560494
Oct 2nd, 2010 (5:00 pm)http://www.solarimpulse.com/
Have a nice day
+1
Oct 2nd, 2010 (5:16 pm)Oh the irony!
Well, scratch me from Corvetteguy’s list! LOL ( if Dalik reads this site, that is ).
All I have to say is- “If you Sikh ye shall find”…. LOL
PUMP OUT THE VOLTS! ,
James
IMHO , political correctness makes me ill – to the level it’s become today in America… I in no way meant to offend anyone ( noticed you didn’t give my post a +1 ). I just sigh a universal: ” hey, lighten up, already! “.
+1
Oct 2nd, 2010 (6:12 pm)Well it’s a nice design but I like the Voltec version of the Mach-5 better.
BREAKING: Ford sells Jaguar / Land Rover for $2 billion to Tata Motors
by John Neff (RSS feed) on Mar 25th 2008 at 3:32PM
http://www.autoblog.com/2008/03/25/breaking-ford-sells-jaguar-land-rover-for-2-billion-to-tata/
Isn’t Tata Motors an Indian Company?
http://www.tatamotors.com/contactus/
NPNS!
+1
Oct 2nd, 2010 (6:48 pm)No problem here… I just got back from a Corvette Car show. Took a Grand Sport for a little jaunt. It took me 10 minutes to figure out what you guys were talking about. It’s true. The boss wears a White one on most days. A red one on special days. He is from India. He does not do the huge beard thing. Much smaller. He is ‘American-ized’.
+1
Oct 2nd, 2010 (6:54 pm)As I recall, Robin’s checklist was “atomic batteries to power, turbines to speed”. The Batmobile was apparently a serial hybid, always “power” ed by the battery with turbines ramped up to “speed” in order to maintain the charge.
What a truly visionary series!
Oct 2nd, 2010 (7:50 pm)I do remember that one. As I recall, after the race, the Turbine Engine was deemed ‘illegal’ to use at Indy from that day forward because it gave an “unfair horsepower advantage”. I will have to look that one up to be sure.
+1
Oct 2nd, 2010 (8:02 pm)If a turbine engine gives an unfair horsepower advantage. Just think what a EREV would do. Picture the 4 wheel motors and Li-ion batteries would reduce fuel stops to about 1/2 and wouldn’t that be a problem for the other drivers.
Take Care,
TED
Oct 2nd, 2010 (8:03 pm)OT: After a little 48 hour break…site is alive and now running on a dedicated server like it should, lol
Oct 2nd, 2010 (8:20 pm)There are several guys on this site who can give a detailed discussion on CD. I will merely point out that what LOOKS aerodynamic and what IS aerodynamic are often entirely different.
Oct 2nd, 2010 (8:31 pm)Jay Leno’s jet bike. 100HP-130HP is normal for a bike of this size. I believe the jet bike runs about 500HP.
Jet bike video:
http://www.streetfire.net/video/jay-lenos-ridesounds-nicemotorcycle-je_18606.htm
Jay’s Ecojet concept car:
=D-Volt
Oct 2nd, 2010 (8:35 pm)Turbine engines are great, but not a slam dunk. They are used in aircraft because they are very light, very powerful, an nearly maintenance free. But they are VERY expensive as an initial investment, only made up for as maintenance costs stay low for a very long time. The “microturbines” that are talked about in automotive applications are an entirely different animal (that I know next to nothing about). I understand that they are very similar to an automotive turbocharger. BTW, gas turbines (aircraft engines) are not particularly fuel efficient, but one could argue that those used in train locomotives are very fuel efficient (although aren’t those usually diesel piston ICE’s).
Oct 2nd, 2010 (9:06 pm)Witness the mercedes Bionic concept:
http://apologeticspress.org/articles/318
Oct 2nd, 2010 (10:22 pm)Interesting article on this vehicle: “Such copying of the natural world is not a unique event. A popular field of study known as biomimicry has arisen of late in which scientists and technologists look to nature to supply optimal designs and functions.”
The article reminds me of one of my uncles who was an inventor. He always looked to nature for ideas to improve various machines. He told me that nature gives the answer to many questions. He invented a fishing lure testing machine where the water moved and lure remained stationary: he found that there are three wavelengths for infrared, but machines to form eyeglass frames only used two. Wellah, with three wavelengths, it was easier and faster to bend the eyeglass arms. He studied paramecium to learn how they propelled through the water in an effort to improve on electric motor design because the magnetic field reversals from tens of thousands to many millions of years could stop the motor working.
The wind drag coefficient of 0.06 for this vehicle is amazing. And the use of hexagonal structures to strengthen and lighted the body is brilliant. The fish like shape reminds me of the Chichlid species. Maybe Nissan and Toyota are on to something with the fish-like appearance of the Leaf and Prius but haven’t yet achieved a wind drag coefficient like the Bionic.
Happy trails to you ’til we meet again>
Oct 2nd, 2010 (10:49 pm)Just had to point out the red one was for special days…
So he is from India, when is he going to start selling Jaguars?
+1
Oct 2nd, 2010 (11:04 pm)Recent Volt photos:
=D-Volt
Oct 2nd, 2010 (11:26 pm)Sadly, some Mexican guy has the Jaguar dealership in this town.
Oct 2nd, 2010 (11:58 pm)I was pretty close. The Indy Turbine Car did lose, but not by much:
“A.J. Foyt would admit feeling sorry for Parnelli’s coming so close to victory in the turbine, but he would also state that the car had an unfair advantage at the Speedway. He would go on to say that the turbine car had twice as much horsepower as any other car at the track and should be banned, but that he would run one himself if he were forced to. In reality, the turbine didn’t have any more horsepower than any other car at the track, maybe not even quite as much as some of the Fords. The turbine engine was much lighter than the piston engines it ran against, weighing only 250 pounds, and producing 540 hp. The lighter weight allowed for the 4 wheel drive system without the extra weight penalty the earlier Novis had to endure. The turbine may have looked bulbous and cumbersome, but it was, in fact, one of the lightest cars on the track, at 1450 pounds. It wasn’t really any faster than the other cars through the turns, but the tremendous torque-on-demand made it a rocket coming off them. It was a tremendous effort that just came up a little short. And, it should be remembered that the weather was cool, unusually so for Indianapolis in May…and that Parnelli Jones had a very light touch behind the wheel.
Andy Granatelli would return to Indy in 1968 with all-new Lotus turbine cars with backing for STP and Amoco Oil, after filing and losing a bitter lawsuit over rules changes designed to curtail the turbine car’s “unfair advantage.” And, again, the cars would come tantalizingly close to winning, but would fall short in the end. They would be legislated out of competition after that.”
+1
Oct 3rd, 2010 (2:15 am)FYI – those gentleman are sikh… not Arabs (I assume you were looking for a picture of Arabs there?). You can tell because you can see two of the five panj kakaar (the five articles of faith that all baptised sikh are obligated to wear). These are the Kesh (uncut hair tied in a very specific kind of turban called a Dastar) and a Kara (iron bracelet) which is a symbol of eternity.
Oct 3rd, 2010 (2:42 am)Apparently micro turbines have been used successfully before. Another article , I think by Popular Mechanics, shed additional light by pointing out that the micro turbines weigh in at 80 pounds , or 5 times less than a conventional ICE, but are not quite as fuel efficient. The in wheels SHOULD extract no weight penalty whatsoever, another plus.
Does anyone know whether the Volt allows AC/heat production while plugged in? If GM didn’t provide it, they should, since HVAC usage has apparently wreaked havoc on their 40 mile target.
Oct 3rd, 2010 (2:55 am)Yes, this is part of the cabin temperature control and battery conditioning smart phone application. When cabin heat is needed the seats will heat before warm air flows through the cabin. GM states that battery conditioning isn’t needed in moderate climates. Reducing recharge time to 8 hours at 120V. Unusually cool or hot climates will require 8 1/2 to recharge at 120V. It will be common to return to your garage with battery range remaining. Especially if your can recharge your Volt at work.
=D-Volt
+1
Oct 3rd, 2010 (3:17 am)Thanks every one, i also would like some one to have a guest post on aerodynamics ( more engineering preferred ) on the looks aero vs areo.
seems there are some new videos on volt available on youtube.
http://www.youtube.com/watch?v=JQeVVqP8nGY
http://www.youtube.com/watch?v=N8HjBFidLqo
http://www.youtube.com/watch?v=Y4mA0A2OHNU
http://www.youtube.com/watch?v=sWMBOQrXLNk
http://www.youtube.com/watch?v=fiBDQeX0RxA
http://www.youtube.com/watch?v=DvIvLZQwdzU
http://www.youtube.com/watch?v=xtMACEqCgDg
Oct 3rd, 2010 (4:57 am)Good info in post #78, thanks much.
=D-Volt
Oct 3rd, 2010 (7:49 am)Unless this car sells for less than $27,000, it will be a failure, because that is what the Prius model V will be priced at………
Sorry, I just couldn’t resist!!!!!!!!!!!!!!!
Oct 3rd, 2010 (8:17 am)http://www.youtube.com/watch?v=h9SmTSJfKww
200 hp turbine
Tom
Oct 3rd, 2010 (9:27 am)Temperatures, please.
+1
Oct 3rd, 2010 (1:09 pm)The fuel efficiency of the gas turbine is very high at high loads, but not at low loads. This is why it has not been used in cars. However, with an E-rev application, the gas turbine can efficiently recharge the batteries when needed, acting as a generator, while the electric motor is driving the car. As noted several times above, the main advantage of the gas turbine is its low weight, but in addition it’s also much more efficient than a ICE at high loads. One example of an efficient application of this is the projected Jet Train from Bombardier, here in combination with a diesel engine for low loads. http://en.wikipedia.org/wiki/JetTrain
Oct 3rd, 2010 (4:38 pm)Not really. Situation was much more complex, turbines have greater efficiency but they basically can work only on one speed. So gas turbine engines could only be used for continuous high-speed transfer without compromising their efficiency. That turned out to be too expensive for cargo hauling.
And what’s worse, it was not possible to replace turbines with less powerful versions, because in that case trains wouldn’t have enough power to move over the hills. There were ideas for various hybrid schemes but they turned out to be too impractical.
Oct 3rd, 2010 (5:51 pm)???
So I guess YOU are going to invalidate your own claim.
lol
Oct 4th, 2010 (8:46 am)No. If you take a turbine and always run it at the optimal speed, then it’ll be more efficient than diesel. That’s the case with Jaguar.
However, it was not the case with railroad engines. They have to work in different modes, so their turbines could not work at the optimal speed all the time.
Oct 4th, 2010 (11:33 am)For comparison, the electric hybrid Jaguar C-X75 has a torque to weight ratio of 0.397306 while my $7500 electric dirt bike has a torque to weight ratio of 0.357143, at 1 rpm, so the Jaguar would beat my dirt bike off the line – just barely. (A higher torque to weight ratio is more desirable). For additional comparison, a full gasser Corvette has a torque to weight ratio of 0.0 at 1 rpm as it’ll stall at 1 rpm and just sit there as a smelly paperweight as my electric dirtbike goes romping through outbackoffroad trails and the electric Jaguar goes down a straight paved road at around 206 mph after it spools up.
Oct 4th, 2010 (2:12 pm)Wow! I thought everyone knew that ( Sikhs )! The photo was a joke – a visual pun – they’re wearing TURBINES…..TURBINES….. hello?
There’s no inference regarding Arabs, Muslims or even any point as to one’s culture or religious belief — only that these gents were wearing rather large TURBINES —- You see, the Jaguar of note in today’s post has a TURBINE range-extender – and my posts pictured TURBINE CARS in history. I don’t think this is abstract or obtuse at all.
Hello?
Oct 4th, 2010 (2:41 pm)FYI, the actual vehicle pictured (Lincoln Futura) and as used as the Batmobile had a torque to weight ratio, at optimal rpm on its best day ever, of 0.073091, which is really pathetic.
-1
Oct 4th, 2010 (3:21 pm)Overall, a 188 hp supercar you can charge up for 2 days and go fast for a very short distance. I”m sure Jaguar will sell at least bakers dozen.
Bugatti Veyron drivers are pissing their pants……