Jaguar's biggest blunder , F-type project

Jaguar canned the Boxter-rivalling F-type in 2002, but secret papers show that it was a belter that could have transformed the company.

As Jaguar's future under Ford remains in doubt, there are two questions on the lips of the auto industry. Why hasn't Ford turned Jaguar around, and what could it have done to radically change perceptions of the brand?

The original F-type project, a lightweight, high-tech roadster that could have conceivably done for Jaguar what the Quattro did for Audi.

Originally due in 2003, the front-engined, rear wheel drive project X600 would have arrived 18 months before Jaguar's saloon fortunes began to soar. It would also have provided a high impact demostration of Jaguar's aluminium technology.

This project was developed under endgineering whizz Wolfgang Reitzle, who, in his previous role at BMW, also masterminded the new Range Rover and new Mini.

Why the F-type was killed?
By mid-2001, Jaguar had switched the F-type project from a front to mid-engine format, taking over a project that had been developed at Aston Martin. It made more sense because X600 would have shared the X-type's transversely mounted drivetrain and could also be built at the Halewood factory.
However, America's car makers suffered serious financial problems after the 9/11 attacks in 2001, and Jaguar's development budgets were undoubtedly cut. The axe was finally swung in spring 2002, with investments being redirected into diesel engine development.

Some sources also say that the F-type R was to have shared its supercharged V6 with the planned X-type R. When the hot saloon bit the dust, the supercharged engine was canned because production volumes would have been too low to justify the investment. And one of the reasons the X-type R was canned was that Jaguar's marketing department insisted the car should wear 19 inch wheels. Trouble was, 19s wouldn't fit!!!

Technical Details:

In what Jaguar engineers called the "base case", X600 was a two seat roadster built around an aluminium spaceframe with an aluminium skin. The wheelbase was 2450mm,it would be between 4100 and 4300mm long and 1775mm wide. The target weight was a little 1100kg and weight distribution 50/50.
Two engines were planned 2.5 and 3.0 litre Duratec V6s. The 3.0 litre would also come in supercharged form for the top end-R model.
Although no power figures are revealed , a comparative power-to-weight chart shows the 2.5 litre X600 matching the Boxter S, the 3.0 litre just short of the cotemporary BMW M5 and the R model leaving all rivals in the dust.

Jaguar engineers were looking for a 6.2 sec 0-60mph sprint for the 2.5 X600 and 5.2sec for the 3.0 litre. Despite a 100kg weight deficit, the supercharged roadster should have set a storming 4.7sec time.

Pricing:

X600's price structure was worked out in the US dollars for easy comparison around the world.
In the UK back in 2000, a Porsche Boxter 2.7 cost $56,483, a BMW Z3 2.8 $45,705 and a Honda S2000 at $45,111.
The base 2.5 litre X600 would have cost $49,500, the mid range 3.0 litre model $56,100 and the R model $69,300.
The latter car would have been priced directly against the Boxter S, but would have had far better real-world performance.

Dynamics:

Jaguar benchmarked the X600 against the Porsche Boxter, BMW Z3, Honda S2000, and Mercedes SLK, giving top marks to the S2000 for performance and responsiveness, while the Boxter got top marks for handling, braking, ride, steering and refinement.
According to Jaguar's own benchmarking system, the X600 either matched or slightly shaded all of its rivals in terms of body/chassis refinement, ride, braking and driveability. Jaguar's figures show the X600 was well ahead of the rest on steering and handling.

Style:

At the time the F-type styling was still to be finalised, but it's unlikely that the original car would have changed greatly. However, it would have been given a full-height windscreen frame and conventional side windows. A folding fabric roof would need to have been incorporated into the design.

Perhaps the biggest challenge was the inside. With limited amounts of investment, getting the F-type's interior into procduction would have been difficult but, perhaps, essential.
Jaguar had also carefully benchmarked rival roadsters in styling terms. The Audi TT was seen as the target for craftsmanship, in its materials quality and the execution of details. The Mercedes SLK and Audi TT were seen as best for overall build quality.

Will it be revived?

All work on the F-type has been preserved at Jaguar's Whitley technical centre. But the first F-type project, the one revealed in the images would be a more likely runner. With the x-type on a limited lifespan, any future F-types would have to share the front engine/rear drive layout of the S-type XJ and XK.
Investment in the chassis tooling was calculated to be 20 million pound at 2000 prices and the total lifetime investment anywhere between 300-500 million pounds. However, the introduction of the aluminium XK cabrio means the F-type could be revived at a much lower start up cost.

Jaguar may still regard this F-type as being the best way to jump start the revival of the company's image. And if the projected prices could be carried through to the showroom, who would bet against it still being able to deliver?