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Lotus Cars USA, the subsidiary of Lotus Cars in North America, unveiled the MY2007 Lotus Sport Exige Cup at the 2006 Los Angeles International Auto Show. The 252 bhp, supercharged and intercooled sportscar is a completely out-of-the-box track car with a specification designed to prepare the budding driver for the grid at some of the finest and most challenging circuits in North America. Weight has been kept to an ultra low 1800 pounds and the phenomenal power to weight ratio has been further enhanced by increasing the power output from 243 bhp to 252 bhp. The options are even more race focused with a FIA approved 70 liter fuel cell, air-jack system and level two stainless steel exhaust with de-cat pipe, a plate type limited slip differential and Star Shield. The Lotus Sport Exige Cup is one of the quickest cars around a circuit. Key to this incredible performance is the aerodynamic package, which produces over 90 pounds of down force at 100 mph increasing grip and ultimately safety at higher speeds.

With a top speed of close to 160 mph and a zero to 100 mph slingshot in just less than 9.8 seconds (the 60 mph sprint takes just under 3.9 seconds), the MY2007 Lotus Sport Exige Cup is the perfect partner to a serious track day enthusiast. The supercharged and intercooled engine in the Lotus Sport Exige Cup has a maximum power output of 252 hp at 8000 rpm and a torque figure of approximately 179 lb-ft, at 7000 rpm. This vast amount of extra power and torque now available means that the cam change between the low-speed cam and the high-speed cam is variable to ensure that there is a smooth and linear surge of power from low engine speeds all the way to the maximum 8000 rpm. The Roots-type Eaton M62 supercharger (with a sealed-for-life internal mechanism meaning that it does not require the use of the engine’s oil) is run from the crankshaft and has an integral bypass valve for part load operation. Charge air (air under pressure from the supercharger) is cooled through an air-to-air intercooler (the cooling air enters via the roof scoop) before being fed into the engine itself. All charge air ducting has been kept as short as possible with large diameter pipes making sure that the bends in these ducts are not too tight, to the benefit of throttle response and efficiency. Four high capacity injectors add additional fuel under hard acceleration or high speed driving.

The brake system includes large diameter 308 mm 2-piece aluminum belled cross drilled and ventilated front discs and 282 mm cross-drilled and ventilated discs at the rear, upgraded Pagid RS14 sports brake pads set into the brake calipers (AP Racing two piece radially mounted, 4 piston at the front and Brembo sliding at the rear), high grade silicone brake fluid, stainless steel braided brake hoses all linked to the proven Lotus track tuned servo-assisted four-channel ABS system that enhances braking performance and minimizing stopping distance without taking over from the skill of the driver. Suspension is provided by Ohlins springs and two-way adjustable dampers (which have 22 compression and 60 rebound settings and ride height adjustable perches to reduce the ride height from 130 mm to 120 mm) and an adjustable front anti-sway bar (five settings). Full instructions and recommended settings are provided to allow customers to tailor the handling characteristics of the car to their own requirements. As the Lotus Sport Exige Cup cars are modified for track use, a double shear track control arm brace is provided to cope with the expected kerb abuse during racing and hard track day driving.

The Mitsubishi Lancer Evolution, colloquially known as the Evo, is a car manufactured by Mitsubishi Motors. There have been ten versions to date, and the numerical designation of the model is most commonly a roman numeral. All of them share a two liters, turbocharged engine and four-wheel drive system. Evolution models prior to version V were the officially-approved models for Mitsubishi’s efforts in the World Rally Championship’s Group a class and SCCA ProRally Championship. In order to follow these rules, the Evolution is based on the same platform as the Lancer. However, it is much more powerful than the standard Lancer, with the unibody being the only major part in common between the two. 

If you’re thinking the Evo isn’t as hardcore as it once was, you’d be right. From the word go it feels more refined, secure, solid and stable. Noise levels are lower - although tire roar remains excessive – and it’s a much easier car to live with on a daily basis. But the Evo’s real genius lies in its suspension. The ride is no longer crashy, and although not plush ether, it never jars or jolts, unlike some rivals. It has been perfectly honed. There’s barely any roll or suspension movement, yet we can’t think of another car that glides as effortlessly or flows better over rough roads. It’s also beautifully balanced, has a sublime 4WD system, scalpel-shape steering and stunning body control. In contrast, the engine is a bit of a disappointment. It is more muted than before, sounding flat and dreary, and isn’t as explosive as it once was, either. We also found the SST semi-auto acted more like a fast automatic than a snappy manual.One thing hasn’t changed with the latest hot Lancer – Mitsubishi’s liking for long and convoluted names. Luckily, simply uttering the words ‘Evo X’ to any car enthusiast will suffice. Offered in standard 290bhp 2.0-litre turbo guise, as the FQ-300, the company also sells faster FQ-330 and FQ-360 variants. Also now available, alongside the five-speed manual, is a twin-clutch semi-auto. This SST is only available in top-spec GSR trim while the manual also comes in a cheaper GS version. Its obvious rival is the Subaru Impreza STi, but we found this disappointing. Mitsubishi would rather put the Evo X up against the Audi A3, BMW 335i – even the Porsche Cayman and other focused performance machines.

The Citroën C5 is a large family car produced by the French manufacturer Citroën since early 2001. The C5 replaced the Citroën Xantia in the large family car class. The first generation C5 is available as a five-door liftback or station wagon. Unlike its predecessors, the C5 is a liftback with a three-box design and a hatch. This form actually disguises the hatch, so Citroën has completely reversed the design philosophy from the fastback sedan era of Robert Opron. Power comes from by 1.8 and 2.0-litre straight-4 and 2.9-litre V6 petrol engines as well as 1.6, 2.0 and 2.2-litre direct injection diesel engines. The C5 is the last Citroën developed under the chairmanship of Jacques Calvet a period which saw the marquee’s historically distinctive design and engineering brand erode markedly. 

You’ll find yourself immediately relaxed by the latest Citroen C5, as it’s so soothing to drive. The engines never emit more than a distant hum, and power delivery of the HDi diesels is relaxed. Performance is a secondary consideration – which is just as well, as the heavy saloon isn’t that fast, even with 2.2-litre and 2.7-litre V6 diesels fitted. Nevertheless, the Citroen’s suspension gives it a unique feel, particularly the gas set-up of costlier variants, which is focused entirely on comfort. However, there’s no hint of athletic ability, with vague steering and soft suspension. At least roll is limited and grip is good. No, the Citroen’s most at home on motorways, where it seems to glide along. Suspension is less able to deal with sharp ridges and potholes, but overall it’s very relaxing.

Talk about a transformation. This C5 is as striking as its predecessor was dowdy. This is vital, though, as buyers in this sector aspire to German brands. Citroen needed to work hard to attract them – and has made the C5 into a handsome family car. The pronounced creases and bonnet ridges are especially effective. It’s a little angle-sensitive, though, while strong body colours and large-diameter alloys are needed to disguise its sheer size. The French model is longer than a Ford Mondeo, and almost as wide. Unlike the first-generation variant, the current C5 is a saloon, with a Tourer estate model available in the summer of 2008. Trims follow the familiar pattern of SX, VTR+ and Exclusive, with the engine range majoring on HDi diesels – 1.6-litre, 2.0-litre, 2.2-litre and 2.7-litre V6 versions are available. Petrol buyers have only the old-fashioned 1.8-litre and 2.0-litre petrol units to choose from, but in time these will be replaced. Rivals include the Mazda 6, Ford Mondeo, Renault Laguna and Volkswagen Passat, in what is a tightly-fought sector mainly populated by fleet users.

The interior is quirky, with an individual and interesting design, but the promise of German build quality hasn’t quite materialized. We like the fixed-hub steering wheel and well-shaped seats, but all the cubbies are too small, and the materials don’t seem any more tactile or easy on they eye than those in the C4 hatch. Passenger space is also limited, with less legroom than a Ford Mondeo, plus tight head and shoulder room. A big boot opening is better, though, with the distinctive curved rear window aiding access to lots of floor space. And the C5 also has value on its side, with a lengthy standard kit list, while long-term running costs are manageable thanks to OK fuel economy (though its weight means real-world returns are not quite as good as they could be and a big improvement in retained values.

the famous cadillac logo which is commonly placed in all the front end of all cadillac vehicles 

As the new CTS sport sedan earns accolades and new owners, Cadillac takes the next leap forward by premiering the 2009 CTS-V, the brand’s ultimate expression of performance and luxury. Launching in the fourth quarter of 2008, the all-new CTS-V intends to combine the serious performance of an elite sports car with the poise and elegance of a prestigious luxury sedan. Part of Cadillac’s acclaimed V-Series of high-performance models, CTS-V delivers an estimated 550 horsepower. More than just power, CTS-V also includes a comprehensive suite of technical and design enhancements, including Magnetic Ride Control, an industry-first Performance Traction Management program and the addition of a new automatic transmission with paddle-shift control.

 The latest model that cadillac has designed and manufactured. It is equipped with latest parts and accessories which makes it one of the best when it comes to performance and style. Aside from its equipment, it also has a very powerful engine power that can outrun other modern and luxury vehicle on the road.

The 2009 Cadillac CTS-V features the world’s fastest-reacting suspension technology, Magnetic Ride Control (MRC). It uses shocks controlled by electro-magnets, rather than mechanical valves, greatly accelerating response time. Electronic sensors at all four wheels literally “read the road” every millisecond, making constant adjustments to damping to create virtually instantaneous and extremely precise control of body motions. This is of particular benefit for a high-performance sedan, helping to keep the car very composed during hard cornering, acceleration, braking and other dynamic maneuvers. Enabling the precise control expected in a high-performance sedan, the CTS-V features Performance Traction Management system, borrowed from championship racing teams. This technology uses advanced electronics to manage engine torque for optimal traction during acceleration. In situations such as acceleration from a stop or exiting corners, Performance Traction Management regulates torque delivery for the best possible launch.

And, of course, there is the matter of power. It has increased nearly 35 percent for the ‘09 CTS-V, via a new 6.2L LSA supercharged V-8 engine generating an estimated 550 bhp and 550 lb-ft of torque. The engine delivers this power with remarkable refinement. A sixth-generation Eaton supercharger minimizes the added noise previously associated with supercharged engines, and tightly controls intake air temperature for optimal performance. Transmission choices include either a six-speed manual or an exclusive, six-speed automatic with steering-wheel-mounted paddle shifters. It is the first automatic offered on the CTS-V.

The 2009 CTS-V extends Cadillac’s acclaimed design language, both inside and out. The V-Series includes all the elements of the CTS sport sedan’s well received cabin, while adding some elegant and purposeful accents. V-Series will offer Recaro performance driving seats, providing excellent support for spirited driving and adding to the luxurious and purposeful interior. These new, 14-way adjustable performance seats include pneumatic bolster controls in the seat cushion and backrest. A microfiber material is added to the steering wheel, seats and shifter, providing the soft feel and luxurious appearance of suede without suede’s inherent drawbacks of difficult care and moisture sensitivity. These accents on the steering wheel, seat inserts and shifter are elegant to the touch and help support high-performance driving. The car’s integrated center stack is trimmed with a new Obsidian material that is also applied to the center console and door trim. Just like every CTS, the V-Series includes a hand-stitched instrument panel, door trim and center console. Leading-edge infotainment features, including a 40-gigabyte hard drive, advanced navigation system with a “pop-up” screen and Bose digital surround audio, extend to the V-Series, as well as factory-installed Bluetooth capability.

The innovative and technologically advanced extruded and bonded aluminum chassis has high side sills that reduce the complexity of the chassis structure. The engine with VVTL-i (Variable Valve Timing and Lift – intelligent) is mated to a Roots-type Eaton M62 supercharger with air-to-air intercooler to give a maximum power output of 243 bhp at 8,000 rpm and a maximum torque of 174 lb-ft at 7,000 rpm. On production versions, an entry-level naturally-aspirated VVTL-i engine will also be available with 190 bhp at 8,000 rpm and 138 lb-ft at 7,000 rpm. Engine management control is provided by the bespoke - mapped Lotus T4 system and a drive-by-wire electronic throttle.

The 6-speed C64 close ratio gearbox is linked to an open slip differential and a prototype traction control system. The power to weight ratio, of course a key Lotus engineering principle and core brand value, for the supercharged engine is around 373 bhp/tone with a torque to weight ratio of 267 lb-ft per tone. It is estimated to achieve the 0 – 100 mph (160 km/h) sprint in less than 9.0 seconds. This exciting combination has allowed for a dynamic racing package producing higher performance to that of existing Elise-based products, powering the car from 0 – 62 mph (0 – 100 km/h) in less than 4 seconds. Braking is provided by a servo-assisted, track tuned 4-channel Antilock Braking System (ABS) with Lotus/AP-Racing twin-piston fixed aluminum alloy front brake calipers, Brembo single-piston sliding rear calipers and 282 mm diameter, 26 mm thick front and rear, cast-iron ventilated & cross-drilled discs.

The lightweight GRP composite bodywork is bolted to the chassis for easy removal for maintenance and race / track preparation. The bodywork has been designed by the Lotus Design team led by Russell Carr, Chief of Design for Lotus. Russell Carr, explains the design philosophy of the new Lotus “Circuit Car”: “The design captures the essence of the other Lotus based products and combines it with a functionally correct bodywork to give a racecar that is not only beautiful to look at but aerodynamically and structurally as effective as it possibly can be,” The small frontal area with no windscreen is combined with flat, unsculptured sides with no air intakes, for minimal drag; and a deep front splitter and a large rear wing (single plane as standard and dual element as an option) and a rear diffuser to attain maximum aerodynamic downforce.

Tony Shute, Head of Product Development at Lotus Cars will be driving the Lotus “Circuit Car” for its premier at the Shelsley Walsh Centenary celebrations in the UK (August 19th - 21st). Tony explains what makes the Lotus “Circuit Car” a leading high performance track car: “This new product has allowed Lotus to once again apply its key “performance through lightweight” philosophy. This is in order to achieve an innovative product for the track day and club racing Lotus enthusiast whilst staying true to the key design attributes of the Elise and Exige products. They are considered to be amongst the finest existing road and track day cars by thousands of owners around the world, and the “Circuit Car” will build on this formidable reputation, helping to further underline Lotus as the ultimate driver’s choice.”

The Lotus “Circuit Car” is scheduled to go on sale by mid 2006 with volumes of approximately 100 units per year. The name of the “Circuit Car” and the Manufacturer’s Suggested Retail Prices will not be confirmed until closer to production but it is expected that the production versions of the Lotus “Circuit Car” will start at around £25,000 for the 190 bhp version in the UK. Prices in other markets will be released over the next few months.  

The Koenigsegg CCX is the latest iteration of the Koenigsegg CC family. The CCX is in many ways a new car since it has been re-engineered to comply with the US regulation and market demands. Still, it has been a key issue for the Koenigsegg Team to keep the distinctive and record braking CC shape. Koenigsegg believes it is important to avoid trends and instead hone the aerodynamic shape of the CC range for the future, only enhancing its unique look and appearance with tighter lines and a more aggressive stance. Koenigsegg also believes in continuity. A new Koenigsegg shall show a clear lineage from its predecessor and shall not follow any other design trends, but enhance its already proven concept and shape to perfection.

CCX stands for Competition Coupe X. The CCX marks the 10th anniversary of the completion and test drive of the first CC maiden prototype, which rolled out from the R&D department in 1996. The Koenigsegg CCX features a completely new set of body and interior parts. The body incorporates a new front bumper design, engineered to function well in the stringent 2.5 mph bumper test, including enhanced brake cooling, fog lamps and US side position lights. The front lamps have been slightly redesigned to suit the new bumper line. There is a new scoop on the front bonnet as a larger fresh air-intake for the occupants and new air vents have been added behind the front wheels in order to further evacuate air from the cockpit. The frontal shape revisions now allow for effective track use options to be added. The car is 3.4 inches longer in order to comply with the US rear impact regulations and in order to free up space around the rear muffler. The rear clamshell now features a glass window over the new CCX engine, clearly showing off the bespoke and unique Koenigsegg Block casting.

In corporation with Sparco, and Koenigsegg test driver Loric Bicocchi, Koenigsegg has developed a new seat design for the CCX. The structures of the seat are still carbon fiber, but now fully padded front surface and a tilting backrest. The optional 382 mm front discs are coupled to 8-piston calipers and in the rear the 362 mm size is retained with 6-piston calipers. The optional industry-first carbon fiber wheels save another 6.6 lbs per wheel compared to the already lightweight magnesium wheels that come as standard. The engine in the CCX retains the incredible performance and power of the CCR engine, while running on US 91 octane fuel and complying with California emission regulations. In order to reach this challenging goal, extensive rework had to be done to emission related items, such as new cylinder heads with larger valve area and more optimally flowing cylinder head ports. Dual smaller injections per cylinder were integrated, as well as new camshafts, a new carbon fiber individual runner intake plenum, a new engine management system, updated fuel and EVAP system.

The Koenigsegg engineers also incorporated the most powerful internal piston coolers in the industry - bringing down the piston temperature by as much as 80% more than competing systems, which was a must in order to run high cylinder pressure with 91 octane fuel. Koenigsegg stands out among low volume super car manufacturers, because they engineer the engine completely in-house in combination with the fact that it is also built, assembled, and dyno tested in the Koenigsegg production plant. Koenigsegg manufactures exclusive sports cars

Jaguar unveiled its new supercharged sports car – the Jaguar XKR Convertible. Building on the excellence of the all-new XK introduced in late 2005, the XKR Convertible takes the Jaguar experience to new heights. Like the normally aspirated XK model, the new Jaguar XKR Convertible makes intelligent use of practical, modern technology such as its industry-leading aluminum monocoque body structure. In addition, an uprated 420 bhp supercharged V8 engine and class-leading calibration of its state-of-the-art, six-speed automatic transmission bring it a level of accessible, real-world performance that makes the XKR Convertible the most impressive, everyday, sporting convertible. The ability to call upon impressive reserves of power and acceleration in an instant is the hallmark of every great Jaguar. The new Jaguar XKR Convertible ensures this by using a remarkable 4.2-liter supercharged AJ-V8 engine. Producing 420 bhp at 6250 rpm and 413 lb-ft of torque at 4000 rpm it is capable of propelling the Convertible to 60 mph in 5 seconds and onto an electronically limited top speed of 155 mph.

In comparison to the previous generation XKR, the new engine produces 7.7% more power and 3.3% more torque. Combined with the significantly stiffer and lighter aluminum monocoque body structure of the new XKR, these performance improvements lead to a significant leap in the power-to-weight ratio of 12% over the previous XKR and an equally useful jump of 7.7% in the torque-to-weight ratio. To achieve the equivalent improvements in power and torque-to-weight in the outgoing XKR would have required nearly 50 more horsepower. The heart of these significant performance improvements is the XKR’s lightweight eight-cylinder engine with an Eaton supercharger. The water-cooled cylinders are arranged in a 90-degree V configuration and the crankshaft is supported by five main bearings. Each of the two cylinder head assemblies incorporates twin camshafts operating four valves per cylinder. One of the reasons for the engine’s impressive output is the continuously variable valve timing which helps to deliver a wide spread of torque. The engine uses an Electronic Return-less Fuel System (ERFS) and a three-way catalyst exhaust system.

The increase in power and torque over the outgoing XKR model is down to two significant additions to the engine. The air intake supply to the engine has been significantly enhanced thanks to the use of twin air inlets and a Variable Inlet Camshaft Timing system is used for the first time on the XKR. By continuously adjusting the timing of the inlet camshaft on both banks of the V8 depending on the engine speed and load, Jaguar’s engineers have ensured large improvements in torque, particularly at lower revs. To ensure optimum ride and handling the Jaguar XKR Convertible’s springs and dampers are updated compared to the normally aspirated XK Convertible. The front spring rate is increased by 38% and the rear spring rate by 24%. Allied to the Servotronic steering system, which has also been tuned both mechanically and electronically to give the steering more weight and even greater response, the uprated suspension ensures confidence-inspiring handling without any loss in refinement and comfort levels.

The Computer Active Technology Suspension (a two-stage adaptive damping system that ensures the optimum balance between ride and handling) and new switchable Dynamic Stability Control with Traction Control System (Trac DSC) have also been recalibrated to cope with the additional power of the supercharged engine. The new XK Convertible’s interior design has been just as highly praised and the XKR Convertible’s cabin represents arguably the most sophisticated yet driver-focused environment of any car in its class. The XKR Convertible has class-leading ergonomics, user-friendly in-car technology and simple, clear information displays in the instrument panel and main dashboard area.

Challenging convention and setting its own rules, the new Jaguar XF fuses the style and performance of a sports car with the refinement, space and sophistication of a luxury saloon. This is the beginning of a new era for Jaguar. The new XF: a dramatic expression of a bold new Jaguar design language, with a driving experience that exceeds expectations created by the striking appearance: relaxed and confident, with outstanding ability and control. Resolutely true to the Jaguar philosophy of creating Beautiful, Fast cars, the XF go further, adding a new dimension to the marquee. The four-door XF has the visual excitement of a coupe, but room inside for five adults to enjoy an interior wholly contemporary in style yet uniquely Jaguar.

The XF’s visual emphasis is sporty, muscular and dynamic – a character defined by a sweeping silhouette inspired by the XK, a powerful grille, dramatic side window graphics and, of course, strong Jaguar ‘shoulders’. The look, however, does not come at the expense of efficient packaging. The XF’s waistline rises to meet the roof rather than the roof coming down to meet the waist, which improves interior space. This rising waistline gives the XF a higher tail than any previous Jaguar, providing the twin benefits of much improved aerodynamic performance, together with substantially increased luggage volume. At a maximum of 540 liters (500 with a spare wheel) the XF’s boot is the equal of anything in the class and betters most rivals. The interior design maximizes the feeling of space, with driver and passenger seating positions, the relationship of seats to window areas, and the volume and versatility of stowage options all contributing. New thinking on seat design – the front seats are deliberately sculpted and reduced in size (but not comfort) – liberates space and makes access easier, too. The increased track and best-in-class rear seat width means tall adults can sit in complete comfort. And while the XF roofline might say ‘coupe’, the rear headroom says ‘saloon’ better than many rivals.

Just as the XF’s exterior defines a new design direction, its interior moves from traditional themes to contemporary, sporting luxury - emphasized by ‘surprise and delight’ features such as the JaguarDrive Selector TM and the rotating vents; through the use of sophisticated new materials; and by all-new graphics and interior lighting systems. The 4.2-liter supercharged V8 comes with a ribbed aluminum block and cylinder head, which is very light but extremely strong, and its superb structural stiffness minimizes radiated engine noise and increases mechanical reliability. The V8’s exhaust system has also been completely retuned to remain quiet at cruising speeds but deliver a substantially more purposeful V8 roar under hard acceleration.

The engine uses a highly efficient rotor-type supercharger, belt-driven from the crankshaft. It develops 420 bhp, and 408 lb-ft of torque from low engine speeds. Just as important as the supercharged engine’s peak torque is the way the usable torque is spread across a wide rev range - with at least 86 percent of the peak from 2000 rpm to maximum engine speed. A superior six-speed automatic transmission – renowned as one of the best in the world and already proven in other Jaguars - is used on all versions of the new XF. There is no manual gearbox option. The transmission is a key element in the XF’s sporting character, its adaptive gear-changing strategies responding both to road conditions and the way the car is being driven, giving the smoothest shifts and optimum performance. Adding another layer of driver focus, the transmission is controlled by the new JaguarDrive Selector with the option of manual selection through Jaguar Sequential Shift. The JaguarDrive Selector is also used to access the XF’s Sport mode which uses shift-by-wire technology pioneered on the XK.

 The C-XF concept car is a stunning, four-door sports saloon which blends design purity with unmistakable dynamism and is a clear indication of the design direction that the next generations of Jaguar saloons will take. Set into the front of the C-XF is a bold and aggressive grille finished in black chrome. Recessed deeply into the body rather than sitting flush with the surface, the visual effect is similar to that of an air intake on a jet engine and serves as a reminder that directly behind is a sophisticated and powerful 4.2-litre supercharged V8 engine. The headlamps which evolve the twin-lamp motif seen on previous Jaguars into a single slim wedge are narrow and angular. They bring an air of aggression to the C-XF’s profile, while between the lamps a blue streak of light reveals an almost cat-like iris when illuminated. Subtly etched below the lenses is a unique ‘tattoo’ design showing an abstract Jaguar leaper.

Running backwards from the nose of the C-XF is the main feature line of the car – an unbroken shoulder that flows beneath the cabin glassline and into the haunch over the rear wheel. It is this feature, a modern interpretation of renowned Jaguar sports saloons from history that endows C-XF with its latent power. A similarly simple line can also be seen on the new XK range and is one of the design cues that will carry forward onto the next generation of Jaguars. The emphasis is on tailored performance rather than pampered luxury and nowhere is that better demonstrated than in the lightweight, sculpted bucket-style front seats. Trimmed in semi-aniline leather (a specially dyed hide which ensures even coloration yet retains its softness) the seats are sports-styled yet also offer impressive comfort thanks to a deeply padded lumbar area with ventilation cavities. Twin individual bucket seats house the rear-seat passengers.

Between the seats runs a tall central transmission tunnel that gives the occupants a sense of sitting deep within a futuristic cockpit. One of the keys to any Jaguar interior is that occupants should feel as if they are enclosed in the car, not sitting on it. The C-XF’s interior cossets in just such a way, creating an inviting cabin for passengers to slip into, rather than surrounding them with bland, open space. The focal point of the interior is a sweeping brushed aluminum facia that wraps around the cabin in a dynamic linear graphic that instills a sense of velocity. The counterpoint to the aluminum is a combination of leather and wood that takes detail of finish to a new level. Jaguar’s ethos on embracing new technologies that enhance the driver experience has long been that they should surprise, delight and inform, rather than impose themselves or bombard the user with excessive information or choice.

Visually coming to life when being started is one thing, but sensing the requirements of an occupant without physical touch is a further, significant leap forward again. The introduction of a new prototype technology, called Jaguar Sense, sees four sensors hidden within the doors react to the sweep of your hand as it passes over them. Once activated, the inner door handles – previously hidden – motor outwards ready to be used. A fifth sensor, located in the facia, responds to the proximity of your hand to reveal an infotainment screen that lies flush within the aluminum front panel. The sequence continues with the centre section of the dashboard rotating 90 degrees to display an advanced Dual View screen which is capable of projecting two different images to the driver and passenger simultaneously. For example, the driver can view satellite-navigation instructions while the passenger watches a DVD-based movie.

With a potent, 641-horsepower, a new LSX-based 454-cubic-inch small-block V-8 and the classic looks of the 1969 Camaro, legendary baseball player and ardent car collector Reggie Jackson has a muscle car as strong as his World Series batting record. Jackson partnered with GM Performance Parts (GMPP) and the GM Performance Division (GMPD) to build a one-of-a-kind modern muscle machine that serves as a developmental showcase for GM’s new LSX family of performance engine components. The powerful LSX 454 small-block engine is backed by a heavy-duty six-speed manual transmission and a sturdy 12-bolt rear axle with 3.91 gears. Additionally, Jackson’s Camaro features a host of custom features, including a scorching red hue derived from the Camaro concept vehicle, conchevroletorary suspension upgrades and a black leather interior with baseball-stitched upholstery. 

The 454-cubic-inch small-block V-8 in Jackson’s Camaro is based on GMPP’s new LSX Bowtie Block cylinder block and other engine components. The cast iron LSX block was designed for the creation of high-horsepower, large-displacement engines based on GM’s Gen IV small-block engine architecture. The iron block enables engine builders to use traditional displacement-enlarging techniques to create large-displacement small-block engines of 500 cubic inches or more. The LSX block is also designed with a thick deck and strategic cast-in strengthening features that support high-horsepower supercharged and nitrous-oxide combinations.

The cylinder heads are prototype LSX heads, which are derived from the LS7 7.0L engine found in the Corvette Z06. They feature six head bolts rather than five, for increased cylinder head sealing – an attribute that builders of supercharged engines will appreciate. Bridging the LSX heads is a new GM Performance Parts four-barrel intake manifold designed to match the rectangular ports of the LS7 head. The manifold is already available from GMPP, allowing customers to run a carburetor on LS7 crate engines. Atop the manifold is a Holley 850-cfm carburetor.

To complement the power packed into its 454 cubic inches, the LSX in Jackson’s Camaro was dressed with powder-coated accessories and custom rocker covers. The engine retains a classic look at first glance, but a second look reveals the individual coil packs and other features that identify it as a 21 st-century small-block. Stainless Works fabricated a custom exhaust system, including ceramic-coated headers. The LSX engine in the Camaro is backed by a beefed-up Tremec T56 six-speed manual transmission. It is equipped with a heavy-duty clutch to stand up to the engine’s considerable torque, channeling it via a custom aluminum driveshaft to a Detroit Speed & Engineering-built GM 12-bolt rear axle. The axle is fitted with an Eaton Detroit Locker Truetrac locking differential and 3.91 gears, which turn strengthened axles that are connected to 18-inch custom-design Budnik rear wheels and Goodyear high-performance rubber. Matching wheels and tires are found up front.

Although its engine and underpinnings are thoroughly modern, the silhouette of the car is pure vintage Camaro. Jackson pulled the car from his 100-plus personal car collection and, with the help of GMPP and GMPD, it was restored and transformed. And while it looks like an all-stock Camaro body, several subtle changes were made to enhance its appearance. The bumpers, for example, were brought in closer to the body, for a smoother, tighter appearance. The front-end features a 1969-vintage Rally Sport grille, complete with “hideaway” headlamps. The body also has classic Camaro styling cues, including a cowl-induction hood and rear spoiler. Other subtle changes include the relocation of the market lights. California-based Classic Industries supplied all of the restoration parts, including new chrome trim pieces. The instrument panel is fitted with carbon-fiber-face Auto Meter gauges, located in housings that mimic the angled gauge placement of the original ’69 Camaro interior. Also, the original seats were replaced with new bucket seats from a Cobalt SS. They were re-trimmed in black leather and feature baseball-style stitching. Pat Russell, of PJ’s Trim, hand-stitched the seats.