2007 XK series

[Jaguar D-Type]

You have to wonder what would happen if drivers and pedestians were just more careful and if legislators encouraged car safety instead of dictating it.

The numbers are seconds.

[Jaguar D-Type]

Designed in parallel with the Coupe, the new XK Convertible uses the same advanced aluminium body structure technology to achieve excellent rigidity while minimizing weight. At just 3,759 pounds, the new Convertible is one of the lightest car in its competitive set.

A 300 hp, 4.2-litre V8 engine and Jaguar Sequential Shift steering-wheel-mounted gearchange controls ensure rapid performance of 0-60mph in just 6.0 seconds and an electronically limited top speed of 155mph.

The luxurious triple-lined, fabric roof - which can be powered up or down in less than 18 seconds - stows fully out of sight beneath an aluminium tonneau cover when retracted. A roll-over protection system comprising two 'hidden' aluminium hoops that deploy in the event of an incident is standard on all XK Convertibles.

The XK Convertible will be available from spring 2006. Full details of the car and pricing will be announced later this year.

[Jaguar D-Type]

[Jaguar D-Type]

The new Jaguar XK convertible weighs over 500 pounds less than the 2006 BMW 650Ci convertible.

The new XK Convertible's chassis is 48 % more rigid than the current XK8's chassis.

[Jaguar D-Type]

The following information is from a press release dated 10-5-2005:

Lightweight Vehicle Technology

- Chassis consists of riveted and bonded aluminium

- All-aluminium construction gives best-in-class torsional rigidity for Coupe and Convertible

- Lightweight body structure means better performance, handling, safety, and economy

- Volume production of aluminium monocoque body structure unique to Jaguar in the automotive industry

Key to the all-new XK’s character is Jaguar’s industry-leading bonded and riveted aluminium monocoque body structure, introduced with the latest XJ saloons. The aluminium body incorporates the latest thinking in epoxy bonding and riveting techniques to produce a chassis that is very safe and very light. In fact the new XK’s aluminium chassis is significantly lighter and stiffer in both Coupe and Convertible form than the steel model it replaces. The new Coupe chassis is over 30 percent stiffer than the previous XK, while the Convertible is an impressive 50 percent stiffer.

As a consequence the new XK accelerates faster, uses less fuel and produces lower emissions than the model it replaces, while offering high levels of safety, reduced noise and vibration intrusion, and improved ride and handling characteristics thanks to improved suspension dynamics.

Jaguar’s Lightweight Vehicle Technology is unique in the industry as a complete aluminium monocoque body structure as distinct from an aluminium spaceframe with separate aluminium panels. Developed from aircraft industry methods, where strength is critical, Jaguar’s manufacturing process produces a massively strong but very light structure. The new XK takes the concept a step further with extended use of lightweight aluminium castings and extrusions as well as the pressed aluminium panels. Its strength and light weight come from the way the shell is constructed, using new jointing technologies developed by Jaguar and its suppliers.

There is only a single welded joint in the new XK Coupe body, the one ‘cosmetic’ joint on the roof. That also has an environmental benefit in that the body construction needs no high electrical current, produces no welding sparks or fumes, and needs no water for cooling. All the other joints in the new XK shell are formed using Jaguar’s unique combination of riveting and bonding. Most joints are produced using self-piercing rivets applied by hydraulic pressure against a fixed tool. Where access to only one side of the joint is possible, as in some of the new extruded box sections, a new riveting process has been developed; and where particularly high stiffness is required in a joint, a combination of riveting and bonding is used – with the adhesive bond in effect creating a continuous joint which is stronger than a similar, riveted-only joint. All visible exterior panels are bonded to the underlying structure, and a new automated seam-sealing process seals all relevant areas of the shell before painting, to ensure that no gaps are missed.

In the new XK, a secondary front bulkhead of aluminium and composite materials helps reduce noise transmission from the engine compartment and provides a dry area under the bonnet for accommodating electrical components. The new structure also has benefits in refinement; castings used for the mounting points for the engine, transmission and suspension make those points significantly stiffer, further reducing transmitted noise and helping to improve suspension dynamics. In terms of long-term strength, Jaguar’s all-aluminium shell has durability approaching twice that of a traditional spot-welded steel body.

Another major advantage of this Lightweight Vehicle Technology is that all the necessary stiffness is in the structure of the body shell, with very large rectangular-section side sills. So the Convertible, even without a roof, does not need the traditional additional stiffening panels seen on many other convertibles - meaning no added weight and no penalty in stiffness or refinement. The aluminium monocoque construction is the biggest contributor to the low overall vehicle weight of the new XK, and the Coupe shell is over 30 percent stiffer than the previous model, while the Convertible boasts an impressive 50 percent improvement in torsional rigidity.

That lightweight body significantly also offers a 10 percent improvement in power to weight ratio. The all-new XK is up to 90 percent stiffer and 180kg lighter than key rivals, with a kerb weight of just 1595kg. In Convertible form the BIW weight, at just 287kg is 19 percent lighter than the previous XK Convertible.

“The lightweight vehicle architecture really helps the all-new XK to handle, steer and brake better than ever,” says Al Kammerer, Jaguar’s product development director. “Imagine how much easier it is to turn a lightweight object travelling at speed compared to a heavy one. The aluminium chassis makes the XK so much more controllable in corners and a whole lot of fun to drive!”

Safety is another major benefit of this very strong construction method. That is partly inherent in aluminium as a material, which absorbs significantly more energy per kilogramme of material weight than steel when it is deformed. But the strength advantage doesn’t only apply to high-speed impacts, it also means lower-speed accident repair costs are kept to a minimum. The reduction in the number of joints in the all-new XK further increases strength, and the front of the body is protected by easily replaced ‘crush cans’ that absorb the energy in impacts up to 15kph.

The all-new XK’s all-aluminium doors are each over 6kg lighter than an equivalent steel door and their mountings are significantly stiffer, which allows smaller gaps. Mounting the window glass rails directly to the aluminium castings at the front and rear of the door gives better sealing from the frameless layout, and an impressively solid sound and feel when closed.

The all-aluminium Liftback rear door is strong, light and simple to operate. Once it has been lifted manually through the first 20 per cent of its opening arc, gas struts lift it the rest of the way.

With lower weight and higher strength, Lightweight Vehicle Technology is the starting point for improved performance, safety, refinement, economy, emissions performance and driving dynamics in the new XK.

Jaguar AJ-V8

The latest AJ-V8 engine was developed to satisfy Euro 4 emissions requirements. Compared to the Euro 3 requirements, that meant a 50 percent reduction in hydrocarbons (HC) and oxides of nitrogen (NOx) and a 60 percent reduction in carbon monoxide (CO) emissions. The new engine also satisfies more stringent American regulations requiring a 50 percent reduction in HC emissions. It features Exhaust Gas Recirculation and the latest generation of catalyst cores with thinner coatings of higher density catalysing material – which reduces exhaust gas restriction and is more efficient.

The major difference between this engine and the previous generation 4.2 litre XK engine is in the fuel injection technology. This latest V8 now uses multi-hole injectors, which improve the fuel spray pattern in the combustion chambers, improving both power and fuel efficiency.

Optimum throttle response (a crucial ingredient in confirming the new XK’s sports car character) is delivered by full ‘drive-by-wire’ electronic throttle control, with no mechanical connection between the accelerator pedal and the throttle body. The response is based on the torque demand for every instantaneous driving situation. That is calculated by the electronic engine management control, based on parameters including the driver’s accelerator input, and other vehicle factors such as road speed, engine speed and gear selection. The electronic controls then call up the required torque at any instant by adjusting throttle position, variable cam phasing, fuel flow and exhaust gas recirculation settings.

Equally important for its new role in Jaguar’s sportiest cars, the 4.2 litre engine has been engineered to give the sound expected from a real sports car engine – especially under acceleration – but without being undesirably noisy. The new XK’s Semi-Active Exhaust system varies the flow of exhaust gases through the main, large silencer box depending on the pressure in the system, and features acoustically tuned tailpipes that eliminate low speed boom. There is also an underfloor resonator with two chambers (one for each cylinder bank) which balances the sound from the two banks. By tuning the sounds from the air-induction system and the exhaust system, Jaguar concentrated on both the solid, powerful low-frequency sounds and more technically ‘sophisticated’ higher frequency sounds, to give a feeling of power and performance.

More Interior Room

There is 59mm more seat-track travel, 54mm more front leg room, up to 31mm more front head room and 32mm more shoulder room [than the previous XK].

There are more interior stowage spaces, and the combination of more interior space plus longer seat travel effectively increases rear seat space and makes rear seat access through the long doors easier.

[Jaguar D-Type]

[Jaguar D-Type]

Jaguar Chooses Novelis as Aluminum Supplier for New XK

October 14, 2005 - Novelis Inc. announced today that it has been selected by Jaguar Cars Limited as the sole supplier of aluminum sheet for the new Jaguar XK sports car to be launched in early 2006.

The all-new XK features an advanced aluminum body structure constructed with the aid of technology from Novelis.

Each Jaguar XK will contain some 330 lbs (150 kg) of Novelis aluminum sheet, helping to deliver a vehicle with excellent stiffness and rigidity while minimizing weight. The new XK provides significant improvements in performance, dynamics, safety and fuel economy. The power-to-weight ratio of the new car is superior to its predecessor despite the addition of advanced electronics and other luxury features.

The XK program continues the close cooperation between Novelis and Jaguar, which began with development of the aluminum-bodied Jaguar XJ sedan, launched in 2002.

"We were delighted when Jaguar announced that aluminum would be part of its lightweight materials technology strategy, which will be a hallmark of Jaguar's performance cars in the future," said Brian Sturgell, president and CEO of Novelis. "We are proud to support the lightweighting strategy and to supply all of the aluminum sheet for both the XJ and now the XK."

Novelis automotive specialists worked alongside Jaguar engineers and designers to provide expertise in materials technology from initial design of the new XK, through prototype development, right up to vehicle manufacturing. High-strength aluminum sheet from Novelis will be used for the outer skin of the new car as well as complex structural parts. The company's Aluminum Vehicle Technology (AVT) will also be a feature of the production of the new XK, as it is for the XJ. The major innovation of the system is the adhesive bonding of sheet panels in combination with self-piercing rivets.

Novelis is the world's leading supplier of aluminum automotive sheet. Material for Jaguar is produced through the company's European rolling system. Hot-rolled coils from the Norf rolling complex at Neuss, Germany, and the Novelis facility in Sierre, Switzerland, are further processed at the company's specially-equipped operations in Sierre and Nachterstedt, Germany. As part of Novelis' double-sourcing strategy, the material can be processed at either of these plants, given a special heat and surface treatment and cut to the customer's required shape - be it the traditional rectangular and curved sheet or more complex laser-cut shapes. The Nachterstedt plant features a euro 15 million (US$18 million) laser blanking centre and Novelis intends to expand the Sierre plant with a similar centre by mid 2006.

Novelis also provides closed-loop recycling for Jaguar and will take the aluminum off-cuts from XK production back to its Warrington (UK) recycling centre, as it does currently for the XJ. As part of a shared drive towards sustainability by Jaguar and Novelis, the metal is recycled directly into new automotive sheet, thus saving resources and up to 95% of energy that would be required to produce primary aluminum.

Novelis, which was spun-off by Alcan on January 6, 2005, is the global leader in aluminum rolled products and aluminum can recycling. The Company has 36 operating facilities in 11 countries and more than 13,000 dedicated employees. Novelis has the unparalleled capability to provide its customers with a regional supply of high-end rolled aluminum products throughout Asia, Europe, North America, and South America. Through its advanced production capabilities, the Company supplies aluminum sheet and foil to the automotive and transportation, beverage and food packaging, construction and industrial, and printing markets. For more information on Novelis, visit www.novelis.com.

[Jaguar D-Type]

Bigger pictures of the X150's chassis

[Jaguar D-Type]

Jaguar 'World First" Safety Acknowledged

Press release:

The all-new Jaguar XK was awarded the Engineering and Technology Award at the prestigious Prince Michael International Road Safety Awards in London on Tuesday 6 December.

The Prince Michael International Road Safety Awards recognise outstanding innovation or achievement and each year the judges make one Technology Award for road-based or vehicle based innovation that is considered to have significant merit. This year, Jaguar has been recognised for its outstanding safety innovation in the new XK sports car. This is an all-new, industry-leading feature – the pedestrian deployable bonnet.

Bill McLundie and Jonathan Mabey, on behalf of the Jaguar XK Pedestrian Safety team, received the award at the Savoy Hotel from His Royal Highness Prince Michael of Kent.

"We are extremely proud to receive this award on behalf of all the hardworking engineering team who were involved in the Jaguar Pyrotechnic Pedestrian Deployable Bonnet and the new XK" said Jonathan Mabey after receiving the award.

Jaguar is one of the first manufacturers to meet Phase One of new European safety legislation using an active deployable bonnet system. The new standards are designed to help mitigate the severity of injuries to pedestrians in the event of a collision with a car. Legislation in the European market requires manufacturers to commit to a two-phase introduction of a range of active and passive safety improvements on all new cars to improve the protection of pedestrian in the case of an accident.

In the unfortunate event of a pedestrian impact, the deployable bonnet on the new XK automatically 'pops' up a few inches, to increase space between the engine and the bonnet. This helps to isolate the pedestrian from hard points in the engine compartment – and takes place in less than a tenth of the time it takes to blink an eye. An advanced sensing system is mounted in the front bumper to help discriminate between a pedestrian collision and any other possible front-end collisions.

[Jaguar D-Type]

A return to sports car racing?

The 2007 XK is the first aluminum XK since the 1963 E-Type (XKE) Lightweight.

E-Type Lightweight Low Drag Coupe shown

(this is a press picture)

[Jaguar D-Type]

[Jaguar D-Type]

The first X150, a Liquid Silver 4.2 V8 XK Coupe with Charcoal interior and burr walnut veneer facia, rolled off the production line today (December 20th, 2005) at Castle Bromwich.

[Jaguar D-Type]

San Diego auto show

[Jaguar D-Type]

Castle Bromwich Prepares For XK Assembly

When you’re putting together an aluminum-intensive vehicle, the sparks don’t fly, but rivets are used in abundance.

autofieldguide.com

11/2005

In 2003, Jaguar set out on a risky mission: Develop a mass-production vehicle using an aluminum monocoque body design. That was the charge given to the team developing the flagship XJ sedan. Sure, Audi had been using an aluminum body structure in its A8 for many years, but the German luxury brand’s flagship relies on an aluminum space frame, not a full monocoque. The challenge proved daunting for Jaguar’s development engineers, so the XJ’s launch schedule was pushed back a few months to work out the kinks, but the lessons learned turned out to be quite valuable and the green light was given for aluminum to take a prominent role in the development of future Jaguar models.

Even before the XJ rolled off the line at Jaguar’s Castle Bromwich, U.K., plant, designers and engineers began penciling the next challenge, the ’07 XK Coupe/Cabriolet (code-named “X150”), which itself utilizes the same aluminum monocoque processes perfected for the XJ, while incorporating new advancements gained as the sedan worked through its own trials and tribulations. When the last of the previous generation XKs exited Castle Bromwich in May, 2005, crews went to work gutting the 131,300-ft2 body shop to install more than 30 ABB robots, 120 fixtures and two dedicated skillet lines to prepare the XK for its launch in November. The car will begin shipping to dealers in Europe and the U.S. beginning in January ‘06, with full output (60 vehicles per day) targeted to begin in late-February.

During a recent tour of the “Castle Brom” (as insiders call it), Richard McDonald, vehicle plant launch manager for XK, points to a number of empty spaces in the plant: “We still have yet to install a number of tools for the final assembly operations,” he says. As pilot assembly of body structures gets underway, the lack of noise and flying sparks in the plant are almost eerie. Since the XK’s monocoque is fastened together by self-piercing rivets, there’s essentially no need for welding, except for one crucial area on the coupe where the roof meets the rear hatch. This section requires the use of automated MIG welding, to assure the body remains structurally sound and visually appealing. (After all, who would want to see rivet marks running across the top of their $80,000+ luxury sports coupe?)

Like its XJ sedan sibling, the XK’s body is created at the stamping facility adjacent to the assembly operations, which is operated under a consortium between Jaguar and Polynorm Stadco, along with the expertise of several German suppliers: Nothelfer GmbH, Alliagr Werke GmbH, and Stanzwerk GmbH. Aluminum used in the stamping process is provided by Alcan, which stores up to a 20 days’ supply of the material in a warehouse nearby the factory. The XK’s underbody is created in three sections: rear-floor, mid-floor and front-floor, with front-floor modules featuring a barcode that designates whether the car is a coupe or cabriolet. Once body style designation has been identified, the three body pieces move to a marrying station, where a ThyssenKrupp sliding framing gate marries the various pieces together as rivet guns enter to begin the joining process (100% of the under body of both models is common; 95% of the body structures are shared between the two models). The coupe body is bonded together utilizing 2,620 Henrob self-piercing rivets, along with three different adhesives measuring more than 295 ft. in total length. The cabriolet, meanwhile, receives slightly less adhesive material and 2,430 rivets (compared to 5,000 spot welds on the previous steel convertible body), due to its topless design. The adhesives utilized in the manufacturing process include two grades, one for sheet joints and another with high bonding quality for heavy-gauge joints. Russ Varney, chief engineer for the XK program, says the use of self-piercing rivet technology and bonding provides the XK with a body shell that is 31% stiffer than the previous model, along with a 10% improvement in power-to-weight ratio, with total vehicle curb weight limited to 3,516 lbs.

Once the body is assembled and painted, the undercarriage is married to the body and the vehicle moves into its final assembly stage on a skillet system, where the XK travels through 28 different stations, each manned with three or four employees. Workers are aided by a trolley containing the necessary interior pieces which follows the vehicle down the skillet lines. Chief engineer Varney says Jaguar decided to use the trolley system compared to the previous line-side delivery process because it proved to be more efficient and required less floor space than the fixed structures used in the previous set-up. The efficiency improvements and higher penetration of automation enabled Jaguar to limit manpower on the XK line to approximately 160 hourly workers.

[Jaguar D-Type]

I saw the new XK at the L.A. Auto Show last Thursday and thought it looked better in person than in pictures.