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  •   Gerry Beddoes reacted to this post about 2 years ago
    From #Jaguar-C-Type to #Jaguar-XK8 / #Jaguar

    I had to buy your magazine after seeing the #Jaguar-D-type cover of issue 173, because I started work at Jaguar as a new graduate in August 1951, just after my 20th birthday.

     https://drive-my.com/en/test-drive/item/2690-le-mans-1957-jaguar-d-types-road-and-track-test.html

    At first I worked in engine development (just four of us – chief development engineer Jack Emerson and myself in the office, with Fred Keatley as tester and Jim Eastick as his apprentice). After about ten months I began a tour of other factory areas, but was then summoned to Claude Bailey’s office to work on the 9¼-litre V8 being designed for the MoD. My job was to carry out design calculations for the engine such as crank balance, valvetrain, bearing loads and many other components.

    I soon became the ‘stress man’ for any other projects, which led to me working with Malcolm Sayer on the light-alloy forerunner of the D-type. The draughtsman putting Malcolm’s and Bill Heynes’ ideas on paper was Roy Kettle. I calculated sections for suspension members (and drew the front suspension) and calculated a range of torsion bars for various spring rates.

    When the D-type followed, much of the suspension carried over from the light-alloy car so my input was limited to new torsion bars to accommodate the slightly different weight. About then I began to keep a rough-calculation notebook and the first reference to the D-type is dated 20 August 1954. At that time I was still engaged on the MoD V8 engine but also beginning to work with Stan Parkin on the [Mk1 saloon] 2.4-litre’s front and rear suspension, so my involvement with race projects was limited to cam and valve spring design.

    In 1955 I was called up for National Service, returning to Jaguar in 1957 to much the same work on the Mk10 and the like. But in 1960 I was enticed away to the new Associated Engineering Research Centre where, with others, we designed and developed the electronic injection system later taken over by Brico. One of my fond memories of those four years was driving one of the cars we equipped: a Mercedes-Benz 300SL Gullwing W198 that became my weekend transport!

    In 1964 I was offered a post back at Jaguar by Bill Heynes to work on an infinitely variable hydrostatic transmission, based on the patents of Gianni Badalini in Italy, for Jaguar and International Harvester tractors.

    However, in 1968 Leyland told us the group would not support a transmission intended for Jaguar only and would certainly not supply a rival tractor maker. Just then, Harry Munday took over from Claude Bailey as chief designer of power units and I moved into Harry’s old role as chief development engineer.

    I remained in that position for eight years, covering the XK six-cylinders, the AJ6 engine and the V12, for which my earlier years working on electronic fuel injection came in useful.


    By 1976, morale was at a low ebb, and I was approached to be product engineering director of the UK division of TRW Valves, which made valves for everything from lawnmowers to marine diesels. I stayed there until retirement and one of my last jobs involved assisting old friends at Jaguar in valvetrain development, including that of the new V8. My working career therefore began and ended with a #Jaguar-V8 !

    Gerry Beddoes, Cornwall

    Clockwise from lower left Gerry Beddoes at his drawing board in the early 1950s; C-type about to leave Foleshill for the 1951 TT, driven by Phil Weaver; Gerry checking the ride height of the first D-type one Sunday morning; in Italy to develop a transmission for International Harvester tractors – note the Mk10 Jag in the garage, on right.
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  •   Gerry Beddoes reacted to this post about 2 years ago
    Ben Koflach uploaded a new video
    ‘New’ #Jaguar-XKSS revealed / #Jaguar-Classic / #Jaguar / #2016

    Jaguar Classic revealed the first of nine ‘new’ XKSS continuation models at the Petersen Museum in Los Angeles in November.

    The nine additional cars are being manufactured from the ground up and use period chassis numbers from the original XKSS chassis log. In period these numbers were allocated to cars that were destined for North America but were destroyed in a fire at Jaguar’s Browns Lane factory in #1957 .

    Made from magnesium alloy, the bodies of the new XKSSs are created using original production methods. They will be fitted with an updated 262bhp, 3.4-litre straight-six based on the D-type engine.
    The New 2016 Jaguar XKSS - Jay Leno's Garage
    Tim Hannig, the Director of Jaguar Land Rover Classic, stops by the garage to show Jay the new 2016 Jaguar XKSS
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  •   Ben Koflach reacted to this post about 3 years ago
    JAGUAR XKSS REVIVED

    XKSS – it’s the next new car from Jaguar. Why Jaguar is building the nine ‘lost’ cars, 60 years on. Six decades after a fire that consumed nine unfinished road racers, Jaguar Classic will make nine new ones Words David Simister. Photography Jason Furnari, #Jaguar-Classic . / #Jaguar-XKSS / #Jaguar / #1957 /

    It was never going to stop at a run of ‘continuation’ Lightweight E-types using previously unallocated chassis numbers. Having developed the expertise to recreate and refine analogue-era body data on computer, to 21stcentury levels of accuracy, Jaguar Classic will now use it on another high-profile project and tie up some more of history’s loose ends.

    After Jaguar pulled out of racing with the D-type at the end of 1956, it decided to convert the last 25 unfinished and now superfluous D-types into roadgoing versions, dubbed XKSS. Sixteen had already been completed from their D-type starting points when, in February 1957, a huge fire at the Browns Lane factory put paid to the final nine, and a lot else besides. That was the end of the XKSS project.

    So nine XKSSs were never made. Now, six decades on, they will be. The first of the nine is scheduled for completion in February 2017 and the last around a year later but, instead of being assembled at the Jaguar Classic facility in the old Browns Lane complex, they will have their bodies and chassis built at Jaguar’s new Experimental Shop in Warwick. Painting, trimming and finishing is likely to be at Browns Lane, in the Classic section of Jaguar’s Special Vehicle Operations, but Jaguar Classic is still evaluating the fine detail of the production plan.

    There are two obvious questions. Which of the 16 completed original XKSSs (plus two later converted by Jaguar from D-types after the fire) will the new ones mirror, given that each one’s handbuilt body panels are slightly different, probably even more so than those of the original Lightweight E-types?

    And will the chassis numbers be those of the fire-destroyed cars, or a continuation sequence?

    The answer to the first is that several XKSSs were scanned, and the data arrived at was combined and processed to create the bestlooking bodywork. As for the second, the XKSS numbers (starting at XKSS 701, which began its intended life as D-type XKD 563) didn’t comprise a single continuous run. The 25 XKSS chassis numbers were spread out among a longer sequence, and the never-used numbers in that sequence will identify the new cars. The construction of nine cars is a matter of historic neatness and a kind of ‘closure’, rather than an attempt to undo what happened in the fire.

    ‘Each of the nine cars will be completely authentic and crafted to the highest quality,’ said Tim Hannig, director of Jaguar Land Rover Classic. At least that will be the starting point, but it’s possible that the nine buyers who have already cornered the production run will insist on modifications to make what is essentially a fierce 1950s sports racer more usable in a world of evolved expectations.


    What the owners will not be able to do is drive their new XKSSs on the road, because Jaguar is a maker of new cars and the new XKSSs would have to pass today’s approval tests before gaining registration. As a 1950s design, the XKSS clearly can’t comply. That’s not to say that ways couldn’t be found in some territories, but they won’t be sanctioned by Jaguar, which intends these cars for collectors who might exercise them on track or private land.

    That won’t stop the new XKSS from being a highly covetable machine. Although each is slated to cost over £1m, it will still be much cheaper than an original which, as Jaguar’s most valuable road car, can fetch twice that figure. Whether any of the new XKSSs will be raced remains to be seen; a few of the originals were raced in the US, where all production was destined, because they met regulations for roadgoing sportscar classes which the D-types did not.

    Mechanically, though, the XKSS is pure late D-type. Its body uses the D-type’s short-nose format, but the centre section is modified by the removal of a dividing bar between driver and passenger, the incorporation of a passenger door and the fitment of a taller, wraparound windscreen. There is some leather trim but no luggage boot in the flat, rather E-type-like tail deprived of its D-type head fairing; just a luggage rack on top of it. There are slender bumpers, again giving a hint of the E-type to come, and bright-metal outlining for the headlamps and removable side-screens. There is also a rudimentary hood. The XKSS was no more suited to the role of roadgoing sports car than was its D-type sibling, but an original XKSS is a great track machine and remains the most prized of Jaguar’s sports cars. Will the arrival of nine new ones dilute that aura or add to it? Our guess is the latter.

    ‘IT’S A MATTER OF HISTORIC NEATNESS AND A KIND OF CLOSURE, RATHER THAN AN ATTEMPT TO UNDO WHAT HAPPENED IN THE FIRE’

    Above and left New XKSS body curves will take the best contours from several scanned originals; rear view is a clear pointer to the shape of the E-type, launched four years later, but lacks a luggage boot.

    Left and below Jaguar Classic director Tim Hannig, standing by a Lightweight E-type, promises complete authenticity; original XKSS shows how the new ones should look.
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  •   Ben Koflach reacted to this post about 3 years ago
    XJ13 rep takes to the track / #1966 / #2016 /

    Exacting recreation with an original quad-cam #V12 now runs and drives. Words Richard Heseltine. Photography Jayson Fong.

    Neville Swales’ long-held dream of recreating the #Jaguar-XJ13 moved a step closer to being realised following the car’s big reveal at Curborough Sprint Course on 9 August. This six-years-in-the-making sports-prototype took to the twisty Staffordshire circuit in front of #Jaguar alumni which included the likes of Roger Shelbourne and Frank Philpott, who worked on the original car in the mid-60s.

    This exacting replica is based around a quadcam V12, one of only six units made in period. Swales has been at pains to build a car that is closer in ethos to the 1966 original, rather than aping the outline of the XJ13 in its current configuration. The sole prototype received physical alterations when it was rebuilt following Norman Dewis’ well-documented accident at the MIRA proving ground in 1971.

    Unfortunately, the replica’s day out was curtailed by a small fire. ‘There was very little damage,’ Swales says. ‘It probably looked spectacular, but it really wasn’t; just a scorched fuel line. To be honest, this has been one of the happiest days of my life. We’re not there yet. There is still some development to do and my dream is to get David Hobbs, who did a lot of XJ13 testing in the 1960s, and Mike Kimberley, who often sat alongside him, in the car. They have been incredibly supportive of the project.’
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  •   Ben Koflach reacted to this post about 3 years ago
    Jaguar joins the electric revolution / #Jaguar-i-Pace / #Jaguar / #Jaguar-Electric-Car / #2016

    JAGUAR has revealed its first ever electric car, the i-Pace concept ahead of the #2016-LA-Auto-Show / #LA-Auto-Show .

    Following the company’s entrance into Formula E with the I-Type race car, the i-Pace will be all electric and offer a 300-mile range with 4 second 0-62mph performance. Charging of the 90kWh li-ion battery is taken care of by CCS, which at present means a whopping two hours plugged into a rapid charger. At Ecotricity’s current 30-minute for £6 rate, that means those 300-miles will cost £24. However, CCS can deliver 150kW, which would dramatically reduce the time plugged in and of course the 300-mile range should keep charge points at bay for many. Jaguar plans to launch the car in 2018 and the concept proves it’s near production ready.

    Since the reveal, Jaguar has confirmed they plan to electrify 50 per cent of their lineup by 2020 , with plug-in hybrids and full electric cars.

    In addition, there’s a rumour Jaguar might begin to offer electrification of classic Jags, whereby an owner could return their ageing or broken car to the workshop and have it outfitted with a new bespoke and electric powertrain. Whether this takes off or not remains to be seen, but the future for Jaguar is electric.

    JAGUAR I-PACE CONCEPT IN NUMBERS

    It’s official! Jaguar is now electric. Following the company’s entrance into #Formula-E with the i-Type, Jaguar has taken the wraps off their near production ready Jaguar-i-Pace concept at the LA Auto Show.
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  •   Stephen Bayley reacted to this post about 3 years ago
    Jaguar reveals #Jaguar-C-X75 tech Hypercar gets 500bhp turbo four and twin electric motors / #Jaguar / #2016 /

    Two years since it unveiled the C-X75 plug-in hybrid hypercar concept, Jaguar has revealed more about its technical highlights. Developed alongside collaborator Williams F1, the C-X75 features two high-powered axial flux electric motors (one powering the front axle via a single-speed gearbox, the other driving the rear wheels via a sevenspeed #AMT-gearbox ), for a claimed three times the power density of a conventional electric motor. They are supplemented by a high-tech 1.6-litre supercharged, turbocharged four-cylinder engine, which produces in excess of 500bhp at 10,000rpm.

    Performance claims are off the scale. Jaguar says the C-X75 will crack three seconds to 60mph, get to 100mph three seconds later, and comfortably reach in excess of 200mph (insiders tell us they will be be happy with 205mph, so it looks like the XJ220 won’t lose its crown as the fastest-ever Jaguar production car).

    The production car’s monocoque will be constructed from carbonfi bre, but with additional aluminium crash structures front and rear. It will also boast #KERS technology, and ‘the most powerful batteries of any of hybrid hypercar under development’ (its closest rival is the Porsche 918). The twin liquid-cooled packs weigh 200kg. Jaguar is about to start trials with three working prototypes and aims to bring the car to market in #2018 . Price? Reckoned to be £800,000.

    Says Bob Joyce, Group engineering director at JLR: ‘Having an engine which revs to 10,000rpm provides the aural excitement. That’s essential in a car like this because we need to connect with the driver on an emotional and environmental level for this car to be a success.’ To say the least…

    Above and left. Gorgeous C-X75 has eschewed jet technology in favour of a crazy 10,000rpm turbocharged and supercharged 1.6-litre four-cylinder plus a pair of electric motors. Think 3.0sec from rest to 60mph.
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  •   Richard Heseltine reacted to this post about 4 years ago
    Matt Petrie updated the picture of the group
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  •   Richard Heseltine reacted to this post about 4 years ago
    Matt Petrie uploaded a new video
    Felipe Massa drives Bond villain's Jaguar C-X75
    William’s Massa in the Jaguar-C-X75 / 2016 / Jaguar

    The C-X75 featured in the new Bond adventure, made its Americas debut in Mexico City with Williams Martini Racing driver Felipe Massa at the wheel.

    It celebrated the debut of Spectre, and...
    William’s Massa in the Jaguar-C-X75 / 2016 / Jaguar

    The C-X75 featured in the new Bond adventure, made its Americas debut in Mexico City with Williams Martini Racing driver Felipe Massa at the wheel.

    It celebrated the debut of Spectre, and came at the time of a return of the Mexican F1 Grand Prix, and it also can’t help but reinforce the close association between Jaguar and Williams.

    When Jaguar makes its racing return, surely it will be with the internationally famous British outfit whose CEO, Mike O’Driscoll, is a former head of Jaguar in the US and the UK too.
    More
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  •   Richard Heseltine reacted to this post about 4 years ago
    / #Jaguar XJ to live on as a super-luxury hybrid – all new #Jaguar-XJ saloon dodges the axe to be reborn as a technology-packed ‘indulgence’ in #2019 / #2019-Jaguar-XJ / #Jaguar / #Hybrid tech and a posh new cabin / #Jaguar-XJ-Hybrid /

    After months of debate Jaguar bosses have finally pushed the button on reinventing the XJ as an “indulgent, super-luxury” car. The new XJ is likely to feature mixed-materials body construction, a new-generation V6 hybrid drivetrain, an entirely fresh look for the interior and much more of the technology needed for connected and autonomous driving.

    It’s expected to arrive in showrooms in spring 2019 and a concept version could be seen in 2018, the 50th anniversary of the original XJ.

    According to inside sources, the debate on how to replace Jaguar’s flagship model was wide-ranging. Some in the company thought the XJ could be remade as a kind of super- SUV similar in concept to the Range Rover Sport.

    Others proposed an end for the XJ, believing the investment in a large saloon to take on the Mercedes-Benz S-Class might not make a sound business case. Sales of today’s XJ have risen steadily to 20,000 units per year, but that’s only a fraction of S-Class sales.

    It was also suggested that the latest XF had undermined the case for the new XJ to be a conventional big saloon. Today’s XF, which is based on the latest D7a aluminium architecture, is marginally more spacious than the current seven-year-old XJ.

    Drive-My understands that debate over the XJ’s future went right up the chain of command to Ratan Tata, father of the Indian brand that owns Jaguar Land Rover (JLR). As recently as summer last year, an XJ replacement wasn’t even on the official model cycle plan. In the past few weeks, Jaguar design boss Ian Callum obliquely referred to the future of the XJ while taking about the F-Pace. When asked by Drive-My if the F-Pace SUV would, like Volvo’s XC90, become Jaguar’s de facto flagship, he disagreed.

    “Proper luxury brands have to have an indulgent car in there somewhere,” he said. “We’ve got two: the XJ and the F-Type. If you want the room of an XJ, you might as well buy an XF — there’s not much in it — but the whole point of luxury is indulgence, so you need a car like that, something that acts as the bookend for the brand. I think we will always have that.” Drive-My understands from various other sources that the decision to replace the XJ and the form it should take was made in the light of a number of market developments.

    The first was the huge success of the current S-Class, which confounded analysts’ forecasts that conventional luxury saloons were being undermined by SUVs and perceived as upmarket taxis. Indeed, at the Geneva show, BMW board member Ian Robertson underlined the primacy of the super-luxury saloon when he insisted the new Rolls-Royce Phantom would be the brand’s flagship rather than the Cullinan SUV.

    The second development was the arrival of the new BMW 7 Series G11/G12, which introduced a hybrid bodyshell using carbonfibre, steel and aluminium. The lavish interiors and craftsmanship of the BMW and Mercedes cabins also made Jaguar planners realise how far the bar in the premium market has been raised.

    Jaguar bosses also know their brand needs to catch up in terms of serious drivetrain electrification and autonomous driving technologies.

    Finally, a new XJ saloon will provide an opportunity for Jaguar to develop a new generation of design language, both inside and out, especially now the XE/XF/F-Pace family has been launched.


    Drive-My understands the new XJ will be based on the same basic D7a aluminium architecture, with sections of the structure replaced by lightweight carbonfibre.

    Because the JLR aluminium platform is constructed using rivets and adhesive, it is remarkably straightforward to incorporate carbonfibre panels and structures. The upshot is a structure that will be lighter and stiffer, which is especially important if the XJ is sold mainly as a V6 plug-in hybrid. The new XJ’s drivetrain is rumoured to be built around an all-new V6 Ingenium engine.

    A spin-off from the three-cylinder Ingenuim engine being prepared for a Range Rover Evoque hybrid, the new six-pot will replace the current AJ-V6 engine, sister unit of the AJ-V8, which dates from 2000. The new V6 will be offered in petrol and diesel forms, but there’s no news yet about whether the new XJ hybrid transmission will be coupled to one or both fuel types. The company’s design team is said to be determined to completely reboot the idea of a Jaguar interior and significantly upgrade the interior quality and treatment.

    The styling is expected to be much more luxurious and lavish than the XE’s and XF’s and will feature a more radical digital screen treatment for the instruments and even touchscreens for both the infotainment and transmission control on the centre console.

    It’s encouraging for Jaguar — which, ahead of the start of F-Pace sales, remains a relatively small company — that the investment in the new XJ will go mainly into the interior, because the common platform and transmission strategy across JLR is now paying dividends.

    Executing a reinvention of the XJ — a model widely regarded as the best car in the world when it was launched in 1968 — will not be easy, but Jaguar needs to stay in contention with its German opposition.

    However, the good news is that a new XJ will rely more on sheer creativity than the need for massive capital investments.

    ‘Proper luxury brands have to have an indulgent car in there somewhere. We’ve got two: XJ and F-Type’
    Next XJ will herald a new look for Jaguar; its hybrid powertrain will use Ingenium V6.
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  •   Richard Heseltine reacted to this post about 4 years ago
    New heights for #Jaguar / #Jaguar-F-Pace / #2016 /

    It has more grace than you might expect, and plenty of space. Meet the F-Pace, Jaguar’s new #SUV Words John Simister / Photography David Shepherd ‘A JAGUAR,’ says Jaguar’s design director, Ian-Callum , ‘should be long and low. So how do we make a tall car into a Jaguar?’

    And, the purist might ask, why try? Because tall cars that combine a notion of on-road pace and panache with the promise of off-road ability are what people want nowadays, and being a purist gets you nowhere. Ask Porsche, whose giant Cayenne pavement-flattener saved the company and funds the proper Porsches we like.

    This is why the F-Pace will be the biggestselling Jaguar ever. This rival for a BMW X4, an Audi Q5 and, most relevantly, a Porsche Macan has more space than all of them – ‘a Jaguar with best-in-class space,’ says Callum, ‘which must be a first’ – and a lower starting price in its range (£34,170). And, allowing for a touch of topological distortion, it looks a little like a Jaguar F-type sports car, with similar flanks and taillights. That’s how Callum answers his question.

    He goes on: ‘The front overhang is as short as possible, and the rear spoiler extends the roofline and makes the car look longer. And we gave it the same front-end design as the rest of the range because this is the Jaguar the public will see most often. It will help them recognise other Jaguars.’

    What the F-Pace is not is a re-skin of its JLR cousin, the Land Rover Discovery Sport. Instead it has an all-aluminium structure and a longitudinally mounted engine, both closely related to those of the XE saloon whose Solihull assembly line it shares. On offer are 3.0-litre V6 engines mated to eight-speed autos, one a supercharged petrol unit with 375bhp at 6500rpm, the other a twin-turbodiesel with 296bhp at 4000rpm, or you can have a 2.0-litre ‘Ingenium’ turbodiesel with 177bhp. Most buyers will opt for that one with either an auto or a manual, the latter orderable with rear-drive only for a tax-reducing CO2 score of 129g/km.

    All the gizmos expected in high-end SUVs are present, plus a neat new one. You park by the sea and fancy a dip. You need to lock your F-Pace, but what do you do with your key? Won’t it get wet and wrecked? No, because you leave it in the car and don your waterproof rubber Activity Key bracelet. Touch a doorhandle sensor and the Jaguar locks. Return from the briny, press the tailgate button, touch the bracelet on the J of the rear Jaguar badge, and the F-Pace unlocks ready for you to drive away. Ingenious.

    So, in the modern context, the F-Pace looks like a Jaguar. Does it drive like one? Yes, inasmuch as it has a Jaguar way of steering (precise, linear) and accelerating (the petrol V6’s hearty yowl calls a D-type to mind as it shows how it can accelerate to 60mph in 5.1 seconds) overlaid on a tautriding SUV’s physics. It’s too firm on a lumpy road, actually, and gut-jiggling on rocky terrain, but that’s how it can handle so indecently keenly. The four-cylinder diesel is brisk enough and, after an inglorious debut in the XE, now very refined. You’d have the V6 diesel, though; it sounds like a quieter petrol V6, has monstrous torque, demolishes mountain roads like those on the launch in Montenegro and is covetable by a car-nut like no X4 or Q5 could ever be. The best compact-ish SUV? For people like us, it is.

    Above and left F-Pace has the look of an upwardly extended XE and F-type; off-road traction electronics are related to Land Rover’s; high centre console helps disguise lofty driving position.
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