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The Story Behind12 September 2024 by Andreas 343 Viewed

The Italian Jaguars: Stylish Symphony of Elegance and Innovation

Italian coachbuilders, renowned for their craftsmanship and design prowess, have left an indelible mark on the automotive world. The marriage of British engineering excellence with Italian design flair has resulted in some of the most striking and unique Jaguars to date. From the golden age of the XK series to the iconic E-Type and beyond, these coachbuilt creations showcase the collaborative brilliance of two automotive cultures.

Stabilimenti Farina's trio

Stabilimenti Farina left its mark on three Jaguars in 1951/52. The “Meteor” Coupe and “Golden Arrow” convertible were based on MK VII chassis, while the “Flying Jaguar” coupe graced the XK120 chassis. Exhibited at the 35th Brussels Salon in 1952, these one-of-a-kind creations underline the fusion of British performance with Italian styling.

Jaguar XK120 Supersonic by Ghia (1953)

Strada e Corsa

Ghia‘s reimagining of the Jaguar XK120 with the famous Supersonic body, a masterpiece in design. With only three specimens in existence, the collaboration between Ghia and Jaguar showcases an elegant blend of curves and aerodynamics. The Supersonic’s allure is further enhanced by Conrero’s engine enhancements, making it a standout at the 1954 Paris Motor Show.

Jaguar XK120 Pininfarina (1955)

Debuting at the Geneva Motor Show in 1955, the Jaguar XK120 Pininfarina is a testament to Pininfarina’s design finesse. Acquired by CMC in 2015, a meticulous 6,275-hour restoration ensued, reviving this classic’s former glory. The restoration, faced with challenges like replicating original paint and recreating bumpers, reaffirms Pininfarina’s commitment to preserving automotive heritage.

Jaguar XK140 by Carrozzeria Boano (1954)

Collaborating with Loewy’s design group, Boano crafted a one-off body for the Jaguar XK140. Exhibited at the 1955 Paris Salon, this design faced challenges in accommodating the XK motor, resulting in a distinctive hood bulge. Although not entirely satisfying, the Jaguar XK140 Boano remains a unique fusion of American and Italian design sensibilities.

Jaguar XK140 by Carrozzeria Ghia (1955)

Carrozzeria Ghia, known for its striking designs, bodied four XK140s, with aluminum construction reducing weight by 100kg. These bespoke XK140s, exemplifying Ghia’s artistry, featured a harmonious blend of aerodynamics and aesthetic appeal. The Ghia touch added a unique dimension to Jaguar’s lineup, showcasing the versatility of British engineering.

Jaguar XK150 by Bertone (1957)

Bertone’s XK150, part of a limited series of three, displayed a coupé that merged subtle elegance with sporty elements. With sculpted lines and an airy greenhouse, the XK150 captured the essence of Bertone’s design philosophy. This collaboration hinted at a refined, sporty direction for Jaguar, showcasing the potential for future evolutions in styling.

Jaguar XK140 by Zagato (1956)

Commissioned by an Italian Jaguar dealer, Zagato‘s rebodying of the XK140 showcased their artistry in crafting aluminum-bodied masterpieces. Unveiled at the 1957 Paris Auto Salon, the Jaguar XK140 Zagato exhibited the fusion of lightweight construction and distinctive Zagato design, creating an icon in the coachbuilding realm.

Jaguar E-Type by Drogo (1962)

The Jaguar E-Type Drogo, though unconventional in its aesthetics, represents a unique reinterpretation by Piero Drogo’s company Sports Cars. Following a crash, Drogo reconstructed the E-Type with a distinct body. While not hailed as the most beautiful E-Type, its uniqueness adds a layer of intrigue to the iconic E-Type legacy.

Jaguar Le Mans D-Type Michelotti (1963)

Born from the remains of a Le Mans D-Type, Michelotti transformed the chassis into a captivating creation. Unveiled at the 1963 Geneva Motor Show, the Jaguar Le Mans D-Type Michelotti showcased a harmonious blend of classic Jaguar racing pedigree with Michelotti’s distinctive design language.

Jaguar S-Type Frua Coupé (1965)

Commissioned by Fattori & Montani, the Jaguar S-Type Frua Coupé emerged as the centerpiece at the 1966 Salon de Genève. Studio Technico Pietro Frua’s touch elevated the S-Type, merging British engineering with Italian design finesse, creating a unique and captivating iteration.

Jaguar FT 420 Coupé by Bertone (1966)

Bertone‘s collaboration with Jaguar importer Ferruccio Tarchini resulted in the Jaguar FT 420 Coupé, a four-seater masterpiece. Unveiled at the 1966 Geneva Motor Show, it seamlessly blended classic Jaguar styling with Bertone’s contemporary design ethos, showcasing a balance between luxury and sporty appeal.

Jaguar Pirana by Bertone (1967)

Conceived as an ideal blend of comfort and sportiness, the Jaguar Pirana by Bertone was born from the visionary idea of John Anstey. Unveiled at the 1967 London Motor Show, the Pirana showcased elegance and sobriety, offering a unique interpretation of Jaguar’s DNA through the lens of Italian design.

Jaguar Ascot by Bertone (1977)

Marcello Gandini’s design for the Jaguar Ascot in 1977 showcased a departure from conventional Jaguar aesthetics. With straight lines and a hatchback practicality, the Ascot exhibited Bertone‘s wedge-shaped design language. The blend of Italian flair with British engineering resulted in a unique interpretation of a four-seat Jaguar coupe.

Jaguar XJ Spider Pininfarina (1978)

As an exploration of an ‘F-type’ spiritual successor, Pininfarina designed the Jaguar XJ Spider, unveiled at the 1978 British Motor Show. The prototype stimulated Jaguar’s consideration for a future sports car. With its sleek lines and V12 engine, the XJ Spider represented a bridge between the E-Type’s legacy and Jaguar’s future aspirations.

Jaguar Kensington by Italdesign (1990)

Italdesign‘s vision for the Jaguar Kensington, intended as a successor to the XJ, showcased a sleek design with a swoopy roofline. While not put into production by Jaguar, elements of the Kensington design later influenced other models, highlighting the lasting impact of Italian design on Jaguar’s evolutionary path.

Jaguar B99 by Bertone (2011)

Celebrating Bertone’s 99th year, the Jaguar B99 made its debut at the 2011 Geneva Motor Show. Designed by Michael Robinson and Adrian Griffiths, the compact executive and grand tourer versions showcased a return to traditional Jaguar aesthetics, providing a glimpse into a potential future for the brand.

These Italian coachbuilt Jaguars stand as testaments to the harmonious collaboration between British engineering excellence and Italian design flair. Each creation tells a unique story, contributing to the rich tapestry of automotive history and exemplifying the boundless possibilities when two great automotive traditions converge.

the author

Andreas

Italian classic car enthusiast with German roots. Renowned as a respected figure in the classic car community, he serves as a jury member at various international concours d'elegance, including the Classic Gala Schwetzingen and Mantova. As a content creator, Andreas passionately shares his profound knowledge and appreciation for vintage automobiles. His heart beats for cars designed by Giovanni Michelotti, showcasing his discerning taste and dedication to preserving the timeless elegance of automotive history.

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The BMW M1 holds a unique place in automotive history. As the first production car from BMW’s Motorsport division, the M1 was intended to showcase the company’s engineering prowess and racing pedigree. However, despite its striking looks, impressive performance, and significant impact on the BMW brand, the M1’s journey was fraught with challenges, including financial turmoil, production delays, and regulatory hurdles. Today, the M division has evolved into a symbol of high-performance street cars, but the M1’s legacy remains one of both triumph and failure.

The Birth of BMW Motorsport

In 1972, BMW established its Motorsport Division, known as “M,” with the goal of advancing the brand’s competitive edge in the world of motorsports. Prior to this, BMW’s racing efforts were fragmented, with various teams involved in different categories but lacking a unified structure. This all changed when Bob Lutz, BMW’s head of sales and marketing, spearheaded the formation of BMW Motorsport. The division’s primary mission was to build competitive race cars and elevate the brand’s reputation, particularly in touring car racing.

BMW’s first major success in the motorsport arena came in 1973 with the BMW 3.0 CSL, which dominated the European Touring Car Championship. This victory cemented BMW’s position in the racing world. However, as the division grew, it became apparent that creating race cars from existing production models was unsustainable in the long run. The company needed a purpose-built race car, one that would push the boundaries of performance. This vision led to the creation of the BMW M1, a car that would become a defining symbol for BMW Motorsport.

Michelotti and the BMW Turbo Concept

Alongside the creation of the M division, BMW was developing the BMW Turbo, a concept car that would become a landmark in automotive design and technology. Designed by Paul Bracq, the Turbo E25 introduced bold new features, such as a mid-mounted engine, gullwing doors, and retractable headlights, marking a radical departure from BMW’s previous designs. The car represented a vision of the future, combining performance with cutting-edge safety features, and was intended as a technology showcase for the brand.

Initially, BMW contracted Carrozzeria Michelotti, to assemble the Turbo prototype. Giovanni Michelotti, famous for his work with a variety of automotive brands, established a 10,000-square-meter workshop dedicated to the Turbo project. Michelotti built two BMW Turbo prototypes in total, with one being showcased at the 1972 Frankfurt Motor Show. This partnership underscored BMW’s ambition for the car and its desire to create something truly revolutionary.

However, the timing of the project was unfortunate. The 1973 oil crisis caused a global economic downturn, dramatically increasing fuel prices and severely affecting the automotive industry, particularly for performance cars like the BMW Turbo. The crisis placed enormous financial strain on car manufacturers, and BMW was forced to reconsider its plans, including the costly decision to move forward with the Turbo prototype.

The Fallout and the Shift to Italdesign

As the crisis deepened, BMW was unable to fulfill its contract with Michelotti, and the planned collaboration was put on hold. Financial constraints led the company to reevaluate its spending, and resources allocated to the Turbo project were reduced. Michelotti’s specially built workshop, which had been prepared to assemble the car, remained underutilized as BMW shifted its focus.

However, the end of the oil crisis opened up new possibilities. Italdesign, the renowned design and engineering firm led by Giorgetto Giugiaro, came to BMW’s aid. In the years following the crisis, Italdesign purchased Michelotti’s workshop, which would become the production base for the BMW M1. Giugiaro’s expertise in design and engineering played a pivotal role in transforming BMW’s ambitious race car project into a road-going reality.

Giugiaro’s task was to refine the BMW Turbo E25 concept into a production car that could both meet the demands of motorsport and appeal to the consumer market. His design for the M1 retained the sharp, angular lines and futuristic profile of the Turbo, but with refined proportions to suit both racing needs and road-going practicality. The M1’s mid-engine layout, wide stance, and low roofline emphasized its racing pedigree, while its aggressive, sleek design ensured it would stand out as a supercar.

A Race Car for the Road

The BMW M1 was originally conceived as a Group 5 race car, competing against purpose-built machines like the Porsche 935. The project aimed to blend motorsport engineering with production cars, creating a race-bred vehicle that could also be sold to the public. To achieve this, BMW enlisted Lamborghini, to help with the development of the M1. Despite Lamborghini’s expertise in high-performance road cars, it lacked experience in motorsport, which ultimately led to complications during the project.

In the early stages, Lamborghini was tasked with developing the chassis and body of the M1, while BMW would provide the engine. However, Lamborghini’s financial troubles soon became apparent. The company was experiencing significant cash flow issues, and it ultimately misappropriated funds intended for the M1 project. In a dramatic turn of events, BMW was forced to reclaim the project’s components and tooling from Lamborghini, a move that involved a late-night raid to retrieve the M1’s parts. This disruption delayed the project and ultimately led BMW to take full control of the M1’s development.

The Engineering Challenges

Despite the setbacks, the M1 took shape as a highly capable performance car. The vehicle was powered by the M88 engine, a 3.5-liter, straight-six unit that produced 277 horsepower in its road-going form. This engine, derived from the racing program, provided the M1 with impressive performance, allowing it to rival other supercars of the era, such as the Lamborghini Countach and Ferrari 512 BB.

The M1 featured a mid-engine layout, which contributed to its excellent handling characteristics. The car’s design was primarily focused on its racing capabilities, making it relatively raw and unrefined for a road car. It lacked amenities such as power steering, and the cockpit was cramped, with the steering wheel offset to the right to accommodate the center-mounted engine. Despite these compromises, the M1’s performance on the road was outstanding, with acceleration and handling that earned it widespread praise from automotive journalists.

The Racing Struggles and ProCar Series

One of the most significant challenges the M1 faced was its inability to compete in mainstream racing. To homologate the M1 for Group 5 racing, BMW needed to produce 400 road cars. However, production delays meant that only 200 units were built in the first two years, preventing the car from racing in most major events.

In response, BMW created the ProCar Series, a one-make racing championship exclusively for the M1. The ProCar Series was unique in that it featured Formula One drivers competing against privateer M1 owners, creating an exciting spectacle at Formula One race weekends. Although the series generated interest and the M1 proved competitive in this setting, it was not enough to elevate the car into mainstream motorsport. Furthermore, the M1’s performance in ProCar did little to resolve its commercial issues.

Commercial Challenges and Production Woes

The M1 was also a commercial disappointment. Originally, BMW had intended to sell the M1 for around 100,000 Deutsche Marks, placing it in direct competition with supercars like the Lamborghini Countach. However, due to the disruptions caused by Lamborghini’s financial troubles and the increased cost of production, the M1’s price climbed to 113,000 Deutsche Marks. Even with this increase, the car was difficult to sell. BMW was only able to produce 399 M1s, well below the original goal of 1,000 units, making it a rare and expensive model.

Despite its high performance and exotic status, the M1 was a hard sell. Its design was too closely aligned with its racing origins, and its lack of creature comforts and high price point made it less appealing to the typical supercar buyer. Additionally, the car’s raw nature, with its lack of power steering and awkward driving position, alienated many potential customers. In the end, the M1’s commercial failure contributed to its relatively low production numbers and limited legacy as a production car.

Legacy and the Evolution of the M Division

Although the M1 was a commercial and racing disappointment, it laid the foundation for the success of BMW’s Motorsport division. The lessons learned from the M1 project helped shape future BMW M cars, starting with the iconic E30 M3. The E30 M3, developed as a more practical and accessible performance car, became a massive success in both motorsport and sales, marking the beginning of a new era for BMW M.

The M1 also solidified the link between BMW’s racing heritage and its high-performance street cars. Today, the M badge is synonymous with powerful, driver-focused vehicles, but it all traces back to the M1. The M1’s legacy is less about its financial success and more about its role in shaping the identity of BMW M as a division dedicated to performance engineering and motorsport excellence.

Conclusion

The BMW M1’s story is one of ambition, innovation, and hard lessons learned. It was a car ahead of its time, a race car designed for the road, and a symbol of BMW’s commitment to motorsport. While it never reached the commercial success BMW had hoped for, it played a crucial role in the development of the M division and set the stage for future performance cars. The M1 may not have been the financial success BMW wanted, but its influence on the brand and its impact on the automotive world cannot be overstated. Today, the M1 remains a revered classic, a testament to BMW’s racing heritage and the trials and triumphs of the M division.

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