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    Jim Patten created a new group Jaguar Mk IX

    Jaguar Mk IX Open

    Jaguar Mk IX 1959-1961

    The Jaguar Mark IX is a four-door luxury saloon car produced by Jaguar Cars between 1959 and 1961. It replaced the previous Mark VIII. The early versions were identical in exterior appearance to the Mark VIII except for the addition of a chrome "Mk IX" badge to the boot lid. Later versions had a larger tail-lam...p assembly with the addition of an amber section for traffic indication, visually similar to the tail-lights of the smaller Jaguar Mark 2. It was replaced by the lower and more contemporary-styled Mark X in 1961.

    The Mark IX was popular as a ceremonial car for state dignitaries. When Charles de Gaulle paid a state visit to Canada in 1960, the official cars for the motorcade were Mark IX Jaguars. The British Queen Mother had a Jaguar Mark VII which was progressively upgraded to be externally identical to the later Mark IX. The Nigerian government bought forty Mark IXs, painted in the Nigerian state colours of green and white. The large Jaguars of the 1950s were sufficiently popular in western Africa that "Jagwah" survives as a colloquialism for "smart man-about-town".

    In the luxury car market, the Jaguar Mk IX was very competitively priced, selling for ₤1995 with manual gearbox, ₤2063 with overdrive, and ₤2163 with automatic transmission, which was less than half the price of similar competitors.
    Features
    A four-speed manual system transmission was standard. Options included overdrive and a Borg Warner three-speed automatic box, the most popular choice.

    Internally, an enlarged-bore 3.8 L (231 in³), 220 bhp (164.1 kW) DOHC straight-6 replaced the previous 3.4 L (210 in³) 190 bhp (141.7 kW) unit. The B-type head of the Mark VIII was retained, but with a chamfer at the bottom of the combustion chamber to accommodate the enlarged bore. Twin HD6 1.75" SU carburettors were fitted. A smaller electromagnetically controlled auxiliary carburettor was placed between the main pair of carburettors to act as a choke. It often proved troublesome in operation and many were converted to manual switching . Standard compression ratio was 8:1, but a higher performance 9:1 compression ratio was also available, as was a 7:1 compression ratio for export markets, such as Africa, where quality of petrol was sometimes a problem.

    The Mark IX was the first production Jaguar to offer four-wheel servo-assisted Dunlop disc brakes and recirculating ball power steering, which were now standard equipment. The brake system included a vacuum reserve tank to preserve braking in the event that the engine stalled. On models with automatic transmission, the brakes were equipped with an electromagnetic valve that maintained brake pressure at rest when the brake pedal was released to prevent the car from rolling back on an incline, hence its colloquial name "Hill Holder" ( the actual name used by Jaguar was "anti-creep"). This was sometimes troublesome (failing to release the brakes when the accelerator was depressed) and was disconnected on some cars without ill effect.

    The power steering was driven by a Hobourn-Eaton pump, operating at 600-650 psi. It was attached to the back of the generator and allowed the steering to be geared up to 3.5 turns lock-to-lock as against the 4.5 turns for the Mark VII and VIII models.

    Unlike the early automatic Mark VII predecessor, (but like late mark VII and all Mark VIII) the Borg Warner DG automatic gearbox started in first gear and had a dash-mounted switch to allow second gear to be held indefinitely. Once in third gear, a series of clutches engaged to allow direct drive rather than through the torque converter.

    The torsion bar independent front suspension and leaf-sprung rear live axle were retained from the Mk VIII, which, in turn, was first used in the 1949 Mark V.

    Final drive was 4.27:1, (4.55:1 when overdrive was fitted).

    The sunshine roof became a standard fitting for the UK market. The interior was luxurious, with extensive use of leather, burled walnut and deep pile carpet. A range of single and duo-tone paint schemes was offered.

    Performance


    A car with automatic transmission tested by the British magazine The Motor in 1958 had a top speed of 114.4 mph (184.1 km/h) and could accelerate from 0–60 mph (97 km/h) in 11.3 seconds. A fuel consumption of 14.3 miles per imperial gallon (19.8 L/100 km; 11.9 mpg‑US) was recorded. The test car cost £2162 including taxes of £721. In addition, the Mark IX attained 30 mph in 4.2 seconds, and 100 mph in 34.8 secs. It covered the standing quarter mile in 18.1 secs.

    Autocar magazine tested a Mk IX Automatic in its Used Cars on the Road series, number 200, published in the edition dated 14 December 1962. This vehicle at the recorded mileage of around 34,000 achieved acceleration figures of 0-60 mph in 10.1secs and 0-100 in 28.8secs. The Standing Quarter-mile was passed in 17.6secs.

    Classic racing circuit

    The Mark IX's power and good brakes for a vehicle of the era, together with its undoubtedly impressive aesthetic appearance, makes it quite a common choice for classic car circuit racing, such as at the Goodwood Circuit's Revival meetings.
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    BMW CONCEPTS:

    The cars they could have made #2001 #BMW-Z29 . BMW’s first attempt at a lightweight sports car built entirely from carbon fibre and aluminium wasn’t the prettiest of things, but it did what it was supposed to…

    In the late 1990s, BMW was riding high from its success in just about every sector it dipped its toe into. But rather then rest on its laurels, future development was crucial to stay ahead and BMW was looking forwards. It meant thinking outside of the box a little, not just in terms of technology, design and innovation, but construction and materials, too. That’s where the Z29 concept entered in 2001.

    The project’s focus was to explore the use and practical feasibility of introducing lightweight exotic materials to car construction. Designed to be very light, the Z29 featured a central tub which housed the two occupants and was made from plastic reinforced carbon fibre. Front and rear subframe sections made from aluminium were then attached either end to support the running gear, drivetrain and suspension.

    The body panels, also made from carbon fibre, were then attached to form the shape and were not-structural, although the Z29 wasn’t exactly what you would call pretty. The primitive shapes and lines indicate BMW’s designers may well have been finding their way working with the foreign material, hence the basic design, although the scissor doors added some extravagant style. Inside was a similar affair and things were kept relatively plain and simple, although the actual design of the dashboard wasn’t very BMW, aside from the cluster cowls. However, strangely, the dash design did share more than a passing resemblance with the dash found on the first generation of Audi TT…

    Aside from the design, the plan to keep weight down worked and the car was indeed light. Total weight was said to be around 1600kg; a relative featherweight for the time and to make the most of that crucial weight saving, power was provided by the S54 straight-six borrowed from the E46 M3 and Z3M. Output was around 340hp and it was coupled to BMW’s #SMG-II transmission, rather than a manual gearbox. This combination produced potent performance and 62mph from rest was quoted as a lightening 4.4 seconds.

    Of course, the Z29 didn’t progress too much further than a single working prototype, but that’s not to say the project wasn’t a success or that its spirit didn’t live on. As a general design and idea, the Z29 doesn’t look too far removed from a #BMW-Z4M that arrived a few years later, complete with the same engine and running gear.

    But the bigger picture was that the car’s construction appeared to serve as a successful stepping-stone for BMW’s future. It seems like no coincidence that it began introducing mass-produced carbon fibre to production cars not long after the #BMW-Z29-Concept experiment took place in the form of the M3 CSL’s roof panel. And look where that has evolved since then, as BMW now builds entire production cars in a very similar way to how the Z29 was designed and built in the i3 and i8. How’s that for success?

    The Z29 originated in 2001 but #BMW didn’t actually allow anyone outside the company to see the car until 2010!
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