Jaguar Owners Club

Jaguar USA took the XJ luxury sedan to one of the coldest towns on Jaguar USA took the XJ luxury sedan to one of the coldest towns on Earth: Yukon, Canada. Along with the dangerously low temperatures, this territory also has some of the planet’s most treacherous roads. In this town, temperatures plummeted to an incredible -32° F, so you can only imagine the driving conditions here. However, for the XJ these conditions were quite easy to handle, and Jag highlighted the entire trip in the above video. As a reminder, the XJ is offered with four powerful and refined engines, with power ranging from 275 horsepower in the 3.0-liter, V-6 diesel engine and up to 470 horsepower in the 5.0-liter, V-8 gas engine. Prices range from $76,700 in the base version, but it can go up to $112,600 in the Supersport version. Check out this video to see how the Jaguar XJ handles its 2,000-mile round trip journey to the coldest city on Earth.

The Jaguar XJ Drive to the Coldest Town on Earth | Jaguar USA Jaguar USA took the XJ luxury sedan to one of the coldest towns on Earth: Yukon, Canada. Along with the dangerously low temperatures, this territory also has some of the planet’s most treacherous roads. In this town, temperatures plummeted to an incredible -32° F, so you can only imagine the driving conditions here. However, for the XJ these conditions were quite easy to handle, and Jag highlighted the entire trip in the above video. As a reminder, the XJ is offered with four powerful and refined engines, with power ranging from 275 horsepower in the 3.0-liter, V-6 diesel engine and up to 470 horsepower in the 5.0-liter, V-8 gas engine. Prices range from $76,700 in the base version, but it can go up to $112,600 in the Supersport version. Check out this video to see how the Jaguar XJ handles its 2,000-mile round trip journey to the coldest city on Earth.

The Jaguar XJ Drive to the Coldest Town on Earth | Jaguar USA Jaguar USA took the XJ luxury sedan to one of the coldest towns on Earth: Yukon, Canada. Along with the dangerously low temperatures, this territory also has some of the planet’s most treacherous roads. In this town, temperatures plummeted to an incredible -32° F, so you can only imagine the driving conditions here. However, for the XJ these conditions were quite easy to handle, and Jag highlighted the entire trip in the above video. As a reminder, the XJ is offered with four powerful and refined engines, with power ranging from 275 horsepower in the 3.0-liter, V-6 diesel engine and up to 470 horsepower in the 5.0-liter, V-8 gas engine. Prices range from $76,700 in the base version, but it can go up to $112,600 in the Supersport version. Check out this video to see how the Jaguar XJ handles its 2,000-mile round trip journey to the coldest city on Earth. .

Hi Frodo....and welcome to the club ! I have found this article on the replacement procedure, I imagine the best bet would be to acquire a new one and then decide whether to tackle it yourself or take it into a garage. http://www.justanswer.com/uk-car/2dhib-fitting-fuel-flap-cover-xtype-jaguar.html Regards, Trevor

The first renderings with the Jaguar C-X17 Concept, modified to look like a pickup, have recently hit the web and to be honest, they look way better than what Americans are offering in this segment.The Jaguar C-X17 Concept has been recently introduced, in this shade of gray, during the 2013 Dubai International Motor Show, after making its public debut at the 2013 Frankfurt Motor Show, back in September, and the two images posted below represent renderings of the model. Theophilus Chin has managed to surprise us once again by creating a pickup truck out of the C-X17, or the C-T17 Concept, as our source is naming the vehicle. Chances are that Jaguar will never offer such a model, considering the fact that the C-X17 is its first ever SUV and the final production version of the vehicle will make its way onto the market in 2016, as a 2017 model year. The new Jaguar C-X17 Concept is riding on the modular platform which will underpin the BMW 3-Series fighter, and it’s getting a futuristic infotainment system, four seats, a Meridian audio system, a full-length console, two-tone leather upholstery, 23-inch alloy wheels and an appealing exterior design. by Cristian Gnaticov

DRIVE ON Chris Woodyard, USA TODAY6:04 a.m. EST November 12, 2013 (Photo: CMC) Is it possible to make one of the best historic sports car that Jaguar ever built even better? A customizing outfit in the United Kingdom will soon find out when it sees the reaction to the extra four inches that it inserted in the body of a 1968 Jaguar E-Type. Purists may condemn the stretch job as sacrilegious. But the insults don't end there. They are sure to be even more inflamed by the matching trailer. It's the back end of another E-Type. Classic Motor Cars Limited of Bridgnorth says it undertook the job on the left-hand-drive E-Type series 1 4.2 roadster at the request of its American owner. CMC says the stretched E-Type is how the car should have been designed in the first place. The stretched E-Type comes with a matching trailer(Photo: CMC) "This is the E-Type that Jaguar Cars should have built," says Nick Goldthorp, Managing Director of CMC, in a statement. "The extra space makes all the difference and actually alters the whole attitude of the car." He says it drives better as a result. But it wasn't driving characteristics that drove the decision, but rather interior space. The owner wanted the legroom of Series 3 V-12 E-Type, but the look of the Series 1. With the stretch job, the owner not only gets the extra length, plus an extra inch over the V-12, but more than extra inch of headroom as well, CMC says.

You can either upload into the forum (e.g. on this page) or you can directly upload onto the following link: http://www.jaguarownersclub.com/forums/gallery/category/1-members-gallery/ If you have any problems, please let me know and I'll find another way to upload (e.g. via email, etc)

Hi....and welcome to the forum! I think that either flashing the car (which is apparently acceptable behaviour in Europe) to warn them that you are about to overtake or just running your headlamps during the day may be the best option as the beam intensity would be more efficient than day running lamps

Hi Jason, Looking forward to seeing the piccies...and hope you are thoroughly enjoying driving it :)

I'm pretty sure that the remap should cancel out completely the DPF function...let us know how you get on with the garage regarding the re-installation of the software, if not then it will be a case of digging deeper to find a fix for it.

Hi Ian....and welcome to the forum ! Hopefully this guide might help? http://www.jaguarownersclub.com/forums/topic/8952-sat-nav-destination-how-to-guide/ Regards, Trevor

I would take it back to them and get them to reinstall removal software again

Anyone else going??? Would be good to get a Jaguar Owners Club gathering there?

a bit too near the motorbike show...but tempted though

you are correct...20 is Triumph, well spotted

I think you're right....although all manufacturers seem to have the full range including tiny city car, MPV, etc

Article about the C-X17 getting liquid metal finish for Dubai show....it even has a poll to vote for it ! What we have here is the same C-X17, but repainted in what Jaguar calls "a lustrous Liquid Aluminum liquid metal finish," and we have but to agree. What do you think? Scope it out in the fresh batch of high-res images above and cast your vote in the poll. Read more: http://www.autoblog.com/2013/11/09/jaguar-c-x17-liquid-metal-dubai/

Jaguar XK180 - The Jaguar concept that followed the XJ220 By Ian Norris November 8, 2013 / Photos by Getty Images Concept cars are supermodels— smooth, sleek, perfectly finished, and only really at home on the catwalk of a show stand. Sports cars are tennis champions— lithe, agile, sure of foot, and capable of unleashing great power. In the XK 180, Jaguar has tried to cloak the power and athleticism of Pete Sampras with the looks of Cindy Crawford. After driving the car, I can confirm that Browns Lane has just about pulled it off. The XK 180 has all the qualities of a concept car. There are just two in the world, and between them they have excited crowds at the Paris, Berlin, Detroit, New York, Toronto, and Birmingham auto shows. But since then, one of them has been driven so hard that the rear Pirellis wore out in less than a thousand miles. It fell to Road & Trackto start bedding in the new set with some quick laps of the Bugatti circuit at Jaguar’s second home, Le Mans.
The XK 180 story began with a couple of Jaguar executives chatting over a drink. The topic was the 50th anniversary of the XK engine and how to celebrate it. The classic 6-cylinder had been unveiled at the London show in the fall of 1948 in the XK-120, a sports car designed purely to show off the engine. Why not make another 2-seater, underlining the end of an era by showcasing the XK’s successor, the AJ-series V8? The nice thing about working for Jaguar is that you can think such thoughts, and the nice thing about working for today’s Jaguar, with the resources of Ford behind it, is that an enlightened management will give such ideas the go-ahead. The target was to show the car at the Paris salon in the fall of 1998, and there were just 42 weeks to go.
The budget was adequate, though not overgenerous, but the manpower availability was strictly limited. Jaguar's styling department under Geoff Lawson was overloaded with work on the S-Type and the X400, due in 2001, but the anniversary project captured their imagination. Keith Helfet, who had contributed so much to the XJ220, was spared to work on the car. The task of building it was giv­en over to a team led by Gary Al-brighton, principal engineer in what is now called Special Vehicle Operations. In pre-takeover days, the department had built special limousines for royalty and diplomats, and there was little its craftsmen could not do when it came to hand-building cars. It had been decided that the ideal base for the project— which didn’t get its “XK 180” tag until the very last minute—would be a shortened XKR convertible, and Helfet set to work sketching his ideas. He didn’t want it to look like a “cut-and-shut” effort, and in addition to taking 5 inches out of the XKR’s wheelbase, he reduced the front and rear overhangs to create a car 13.5 in. shorter than the original. The decision to use an aluminum body pro­vided a direct link to the original XK-120, which, with only limited production in view, had also been built in the light metal. A further link was that the XK 180 body was made by Abbey Panels, the same Coventry company that built the original 120. The methods didn’t change either—every panel n the 180 was hand-formed using that most accurate of measuring devices, the human eye. Road & Track ArchivesAs the craftsmen at SVO and Abbey Panels worked through the spring and summer, Jaguar’s engineers were making the car capable of achieving the performance its looks implied. An XKR was shortened to create an engineering mule, and the major components of the XK 180 were put together and tested. The supercharger on the V8 was geared up to provide 450 horsepower, rather than the 370 it puts out in standard form. The brakes and suspension were uprated to give a commensurate improvement in handling. A change dictated equally by styling and engineering considerations was the use of 20-in. wheels, the largest ever seen on a Jaguar. The chosen gearbox was the 5-speed auto­matic Mercedes-Benz unit used on the XKR, specially modified to allow it to be operated by buttons mounted on the steering wheel. As the mule carried out its test program, the XK 180 took shape, and it was polished and packed off to Paris right on schedule. Back in Coventry, SVO was working on a second, left- hand-drive car for Detroit. The XK 180 was always designed to be a real-world car rather than a showpiece, so after a busy winter season of auto shows, SVO started preparing Number One to show its paces. Test drivers took it to its limits, finding minor points that needed correcting, and after the work had been done the car was made available for circuit testing— which was how I came to be admiring it as it stood in front of the pits at Le Mans. 
There’s a strong feel of D-Type about the front end, emphasized by the lozenge-shaped “Jaguar” badge the company used on its three-time Le Mans winner. The rear three-quarter—which is the car’s best view— is all curves, with a carefully integrated wing at the back of the lid that gives access to a surprisingly spacious trunk. Slipping into the driving or passenger seat is easy, and even if you are broad-beamed and over 6-foot-4 (a rough description of your humble scribe), there is plenty of room. It comes as a pleasant surprise to find that not only is this showpiece gifted with acres of leg room, but that the seat travels fore and aft by means of electricity. Those who have seen show specials with plaster seats screwed to a wooden floor will appreciate this evidence of the XK 180’s role as a real car, not a static showpiece. The seats are Recaro buckets with 4-point harnesses, and they put both driver and passenger at ease for proper motoring pleasure. They are the major white component in an interior color scheme that combines white and Racing Green Connolly leather with engine-turned aluminum. The dash provides the biggest helping of metal, and has the speedometer and rev counter right ahead of the driver, easily visible through the small steering wheel with its aluminum frame and hand-stitched green leather rim. The leather spreads along the spokes to surround the gearshift buttons, up on the left and down on the right, and the whole is very pleasant to the touch. Road & Track ArchivesThe aluminum-topped transmission tunnel carries a characteristic Jaguar “J-gate” shift lever and gate— except that this one is a reversed “L,” not a “J.” Manual selection has moved from the left-hand leg of the J to the steering wheel, and moving the lever to the left and leaving it there passes gear-selection control over to the buttons. Behind the gate is the portal to the wonderful world of the XK 180, in the shape of that suddenly fashionable accessory, a big red starter button. Pressing it lets loose 450 very well-behaved horses. Where you might expect a Fifties’ Le Mans racer bellow, you actually hear the very civilized purr of a Jaguar of the Nineties. The impression is underlined for me when, after slipping the gear selector into Drive, I accelerate down the pit lane. The Jaguar builds up speed smoothly and almost silently. Coming out of the pits the car is already doing 60, and it continues accelerating easily around the gentle right-hander that, in former years, went swooping up a mild gradient to the arch of the Dunlop bridge. The bridge is still there, but now there is a sharp left-right kink to slow that headlong rush. Driving the 180 like a road car, slowing on the brakes and letting the automatic do any downshifting that might be necessary, you can appreciate it as a high-speed tourer. The chassis is smooth and silent, while the stance through the corners is foursquare and solid. The Bugatti circuit, laid out in a kerchief-sized area behind the Le Mans pits, turns off the main circuit before the famous Esses and twists through the pits’ backyard to make a lap length of just under two miles. It’s a good mix of right and left-hand corners, but perhaps relies too much on open hairpins (there are three of them) joining short straight sections. Road & Track ArchivesBut heck, I’m in the only fully driveable XK 180 on earth— I’m not here to complain about the circuit, and after another lap in automatic mode, I feel confident enough to shove the lever over to the left and start using the buttons to shift. As I do, the car seems to sense that we now mean business. On the first laps, the exhaust has sounded sporty but refined; now, using the throttle more aggressively and shifting up and down for braking and acceleration, the 180 clears its throat. From the cockpit, there are two definite elements to the aural sensation. Up ahead, the supercharger sings its whining song in harmony with the normal sounds of a V8 working for its living. From behind, the two fat exhaust pipes let out a throaty bellow. The whole symphony rises and falls in direct relation to the way you play the throttle, and to sit there between the sound sources is the finest demonstration of stereo you’re likely to hear in a long time. Coming off the main circuit and into the infield now calls for meaningful, but not harsh, braking and two stabs on the right-hand “down” shift button. The car loses speed quickly and smoothly— although not, perhaps, as smoothly as it would with a manual box— and grips perfectly as you accelerate through and out of the turn. There’s no screaming of tires and, amazingly for a car that was completely handbuilt, there are no creaks or bumps from the chassis or body. The only evidence that this is something special is the “tink” you hear as small pieces of gravel left on the track are shot up to hit the underside o f the aluminum bodywork. Getting to know the circuit better, you now pass the pits at around 100 mph and haul the car down for the approach to the Dunlop bridge with more enthusiasm. This isn’t a race car, and I’m no Paul Frere, so I drive circumspectly, as I would on a fast road trip. Earlier in the day British driver Win Percy, a sedan-racing specialist with a fistful of titles to his name, had taken the 180 out for a few laps and gone into racing-speed territory. He’d backed off because of uncertainty about braking at the limit, but admitted when he talked about it afterward that he was asking the 180 to do things that normally he would ask only of a race-prepared car. Road & Track ArchivesAs for me, I was content to confirm that this car would make a fine tourer. There’s no top, but who cares? The uniquely shaped “double-bubble” windshield combines with the fixed side windows to keep the occupants untroubled by turbulence, and the suspension is fully up to Jaguar standards of comfort. If it’s so good, Jaguar will make it, yes? Unfortunately, no. This is the company that is still making efforts to sell the last XJ220s, and at a third of their original list price. Making a concept car that will acquit itself on road and track is difficult enough, but making one that will sell legally across the world is even harder. After the XJ220 experience, the company labored long and hard on a business plan to see if the XK 180 could be made to work as a limited-production supercar. The calculations didn’t make financial sense, and now that it is a member of the Ford family, Jaguar is acutely aware of where the bottom line is. So the bad news is there’ll be no production of this superb machine. The good news, however, is that now it has presented its calling card, Jaguar Special Vehicle Operations is well and truly open for business. Later this year, SVO will sell the 20-in. wheel and tire package of the XK 180, along with an uprated brake setup, for the XKR. The XKR goes on sale in the U.S. as a 2000 model year car at about the same time, so get your orders in early.

Hi Vic...welcome to the club ! Sounds like the heater distribution flap control stepper motors resetting....try switching off the heating/air con system when it next occurs and it should re-index for a short time before it stops. Regards, Trevor

Hi Joe, it sounds like someone has changed the CD Changer for another type so that may be why the lead connections are different? You may be able to get some adapters from an audio specialist or even Halfords that may suit the ones you have. regards Trevor

as far as I know, the DPF Full lamp should be reprogrammed to not trigger by setting the counter to zero. I'm sure they will soon come up with a solution for you

Hi BillyBoy...and welcome to the club ! Sounds like the fault may be related to the tyres, wrong fitment for the car possibly? Please let us know how you get on. Regards, Trevor

Thanks for posting up the pictures...it certainly looks impressive...and I love the registration number aswell :) It certainly has a lot more street presence and I think the badge tops it off. What does anyone else think of the mods ?

Look forward to seeing some pictures of your new pride and joy! I would stick to a good branded make of tyres, in particular ones that have been recommended for your car by the vehicle or tyre manufacturers as they are usually designed to complement the car's unique driving attributes (it makes a huge difference on motorbike tyre choice!). I don't think we have severe enough weather in this country to warrant winter tyres, especially as the modern cars have traction control and ABS which limit how much it can get out of control when things get slippery. What does anyone else think ?

Hi Steve If you could email me your details (full name & address) and I will arrange for some to be posted out to you...free of charge! The only request we have is that you send us some photos of your Jaguar proudly displaying the stickers and then we can place them in our Gallery section. Please email me on: trevor.catt@jaguarownersclub.com Regards, Trevor