Global Vehicles

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R-Coupe: Jaguar's messenger...and an aluminum XJ is on the way

Jaguar designers have given the R-Coupe a mesh grille and swiveling headlamps.

Jaguar's R-Coupe concept built for the Frankfurt Motor Show is a messenger, carrying clear statements about the way future Jaguar design is likely to go—although there are no plans to build this big luxury car, insists the company. Based on an S-Type sedan platform with the same 2910-mm (114.5-in) wheelbase but shorter overall length, the four-seat R-Coupe appears larger than it actually is. Work on the car started early this year, and it is essentially an aesthetic demonstrator. Unlike the S-Type, it is not about retro styling. Jaguar's Design Director Ian Callum and Chief Designer for Advanced Design Julian Thomson wanted to look forward without abandoning Jaguar's traditional strengths, including a wood and leather interior—although they see new applications for both. In the R-Coupe, wood is used at lower rather than upper levels of the interior.

The car has a distinctive mesh grille with the Jaguar badge inset at the top. Adaptive headlights are used, the outboard pivoting to follow steering direction; front windows are frameless; ten-spoke, 21-in alloy wheels are fitted with ultra-low-profile Continental tires. Design detailing is in solid silver or silver plate. Instrument design is new and very different from Jaguar's traditional simplicity; a navigation/information screen tucks away with power assistance when not in use. There is a full-width but unobtrusive dashboard air vent.

"We wanted this car to retain Jaguar values but with a strong emphasis on modernity," said Callum at Frankfurt. "Modernity is not inconsistent with Jaguar's design philosophy. This new car is a taste of how we at Jaguar Design see the future—maybe four or five years ahead. We want to get public feedback. We are experimenting." As an example, Callum noted that many cars, such as the new Mercedes-Benz SL, have front ends that drop away from the windshield; the R-Coupe is more horizontal, the hood and fenders coming straight out from the windshield.

An overhead view shows off the design fluidity of the R-Coupe, which is based on the Jaguar S-Type platform.

Jaguar is certainly chasing the youth market and wants its design and technology to reflect that aim as well as meeting the needs of people who like Jaguars for reasons of nostalgia. This mix is a tough engineering and design challenge. Mercedes' move toward expanding its folding hardtop range with the arrival of the new SL has set the engineering minds at Coventry to some reflection. "It cannot be ignored, and I see a market for a folding hardtop car," said Thomson. "But our roofs are curvy and making them fold efficiently would be difficult. We would not want to do a more 'architectural' roof."

As part of Ford's Premier Automotive Group (PAG), Jaguar is involved in some cross-fertilization of design with other members (i.e., Aston Martin, Land Rover, Volvo, and Lincoln), but it is limited. Designers from the members of PAG meet regularly but are understood to be secretive about what they are doing in detail and want to maintain an element of surprise. Ford's Vice President of Design J Mays offers encouragement, "but he does not interfere," said Thomson. "He works with us very much in an advisory role. For example, his comments about detail of the R-Coupe were invaluable."

The dashboard of the R-Coupe features instruments with an "ultra-modern" face design.

Jaguar will make increasing use of aluminum in its future models. AEI has previously indicated that the material was likely to be used for the new Jaguar XJ sedan. Managing Director Jonathan Browning confirmed at Frankfurt that the next-generation XJ would be the company's first series production model to feature an "aluminum-intensive body structure." He added that advanced technologies and materials, such as aluminum, "will play a far more prominent role in Jaguar's future."

The new XJ will be Jaguar's flagship. Aluminum may also be used for the two-seat F-Type roadster expected to reach production in 2004-5. The company is considering giving the car a mid-engine configuration, a radical departure from its traditional front engine/rear drive sports cars. After engineering and design studies, a decision is likely to be made early next year.

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Ford shows off its Fiesta and Fusion concept

The new Ford Fiesta, which goes on sale next year, bears some resemblance to the Focus but achieves an individual identity; engines include a direct-injection diesel developed with PSA.

Ford of Europe's late 1990s crusade for enhanced performance levels continues with the latest Fiesta, which represents a total re-design that will be on sale early next year. Although improved packaging was the main thrust of Ford's design and engineering effort, ride and handling came in a close second. While "extensive" engineering development had been devoted to the new Fiesta's body structure, suspension, and steering systems, the Focus is understood to have been the benchmark for both handling and packaging. The Fiesta's front suspension uses MacPherson struts with offset coil spring and damper units and dual-path top mounts; lower L-arms are mounted to a rigid subframe with "optimized bushes." The rear suspension is semi-independent via a twistbeam with compact underfloor springs and monotube dampers. The twistbeam reduces trunk space intrusion.

Suspension and steering systems have been "scrutinized" for friction reduction and compliance management, a technique applied to the Focus and latest Mondeo. Ford describes the new Fiesta as having the responsive handling of the Puma coupe (production of which is shortly to end), but with large-car comfort. The car is 49 mm (1.9 in) wider, 97 mm (3.8 in) taller, and 89 mm (3.5 in) longer than the previous Fiesta, with a wheelbase stretched by 41 mm (1.6 in) to counter criticism of the lack of rear-seat legroom. In line with Ford's philosophy as demonstrated by the Focus, the driving position in the new Fiesta is 45 mm (1.8 in) higher than that of the previous model. The rear doors are larger, and luggage space is up by 14% to 284 L (10 ft³). Fourteen-inch wheels are standard. The overall vehicle length is 3917 mm (154.3 in) with a width of 1683 mm (66.3 in), a height of 1417 mm (55.8 in), and a 2487-mm (98-in) wheelbase.

Ford's Fusion concept is based on the new Fiesta and looks likely to reach production.

Engine choice includes a 1.4-L Duratorq TDCi diesel developed in collaboration with PSA Peugeot Citroën (see Citroën C3 in this issue), producing 50 kW (67 hp) and achieving 119 g/km (191 g/mi) of CO₂ emissions. Another choice is a new twin overhead-cam gasoline engine developed from the unit fitted to the Focus (Duratec 16V) also of 1.4-L capacity with a choice of 57- or 74-kW (76- or 99-hp) output. A 1.3-L, 50-kW (67-hp), eight-valve gasoline engine is also available. Safety systems list up to six airbags, including two dual-stage front bags. There is a decoupling brake pedal assembly.

Ford's new turbocharged three-cylinder direct-injection, spark-ignition (DISI) engine is slated for the Fusion.

Not satisfied with revealing just the new Fiesta at Frankfurt, Ford also took the wraps off a concept based on it. The Fusion is a mini-MPV (multipurpose vehicle)/SUV that is likely to enter production, says Ford. The automaker has made no secret that it plans various models built off the Fiesta platform. The concept is powered by the Ford DISI (direct-injection, spark-ignition) engine previously described in AEI. A three-cylinder, 1.1-L unit, it is turbocharged and has a mass of about 100 kg (220 lb). The engine features variable cam timing and is mated to a Durashift EST (Electronic Shift Transmission) automated manual gearbox. Buttons control the gearshift. According to Ford, the system operates smoothly and offers consumption savings of 4-8% compared to a conventional automatic transmission. Its electronic shift map was designed to prevent both sudden gear changes and undesirable up and down shifts. The system constantly monitors the power levels required for accelerating, rolling at constant speed, or decelerating, then automatically selects the proper shift strategy for the situation, smoothly and with minimal interruption of power, claims Ford.

Working with Visteon, Ford has come up with an advanced navigation and traffic information system, which will provide information such as parking availability and airline flight schedules. Rear-seat passengers can access the Internet or use DVD/video and games facilities. The car's headlights comprise a Hella bi-xenon system—2.5 times more powerful than comparable halogen types, but using two-thirds of the power. Main and dipped beams are generated by a single source of light.

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