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Jaguar C-X75 James Bond movie car is going up for auction

Back in 2010, Jaguar presented a show-stopper of a concept: the C-X75. Besides its curvaceous body, it boasted a wild hybrid powertrain with a gas turbine engine providing electricity. Sadly, it never reached full production, and it only reappeared as a villain car in the James Bond film Spectre. But between the concept and the film, there were a few production prototypes built as part of a planned 250, and a few stunt cars. Auction company RM Sotheby's is offering one of the latter cars. This Jaguar C-X75 stunt car is actually the first stunt car built, according to the auction house. The stunt cars were built by Williams Advanced Engineering, the same company that has been competing in Formula 1 for decades. The stunt car has little in common mechanically with the concept, or the five prototype cars Jaguar built with four-cylinder hybrid powertrains. Under the skin is a custom tubeframe chassis and long-travel rally car suspension. Powering it is a version of the Jaguar F-Type's V8 engine with a dry-sump oiling system. It's coupled to a sequential manual six-speed transmission and a rear transaxle with a mechanical limited-slip differential. Brakes are AP Racing units and are adjustable from the cabin, and they feature a hydraulic handbrake. One consequence of this stunt car's burly underpinnings is that the cockpit is more like that of a race car, with a small Momo steering wheel and toggle switches and controllers all over. But this unsophisticated cabin has played host to some famous folks. The car was used for getting shots with the actors, with a driver's seat mounted to the top. Since this was a villain car, the actor in the driver's seat was Dave Bautista. The car also was featured at the Mexico Grand Prix to promote the movie, and Felipe Massa took it for a test drive. RM Sotheby's hasn't given an estimated price for the car, but expect it to be expensive. If you have the means, it will be crossing the block at the auction company's Abu Dhabi sale on November 30. The car will come with a bill of sale, a movie call sheet and a specification sheet from Jaguar Land Rover Special Vehicle Operations. We're not sure that this car would be able to be titled in the U.S., but we bet it would be just as fun, if not more so, on a race track, rather than public roads.

Hey wait, not everyone hates the diesel engine in our 2017 Jaguar XE

My friend Joel doesn't seem to care for the turbocharged 2.0-liter diesel engine in our long-term 2017 Jaguar XE 20d. That's fine. He's entitled to his opinion. But he does not speak for the entire Autoblog staff. I, for one, am a big fan of this oil burner. I said so months ago after I returned from a 2,000-mile road trip. The intervening months have done nothing to sway my opinion. It's smooth, efficient, and all the engine you need in a non-performance application. It may not have the raw power or full range torque of the XE's gasoline engines, but it's a fine fit in this car. Not everyone who buys a sports sedan like the XE or BMW 3 Series does so because they want a sharp canyon carver. Some just want a handsome car that will get them from point A to B in relative comfort. The Jaguar XE diesel does just that, and it does so while achieving some pretty astounding fuel economy numbers. We met the 30 mpg city rating and eclipsed the 40 mpg highway rating with ease. It's not like the XE diesel is slow. Sure, a 0-60 mph time of 7.5 seconds isn't blistering, but it's far from what anyone should consider slow or lethargic. That time is right on par with the BMW 328d. Sure, it runs out of breath at peak revs, but so does every other diesel. If you care about wringing it out, buy a gas version. By Joel's own admission, the engine's 180 horsepower and 318 pound-feet of torque are available when needed for highway passing or city driving. That's all most people really need. So what if it falls on its face at high revs. I will concede that this isn't the most refined diesel on the market. At idle, it shimmies like an unbalanced washing machine. Jaguar has tuned a lot of that out, but it isn't nearly as calm as the competition (though it's miles better than diesels of old). It revs quickly for a diesel, but the exhaust note is one to forget. The engine sounds like a muffled foghorn mixed with a jar of nails. Not good. Once you get moving, it settles down. Highway cruising is a breeze. You forget you have a compression ignition engine under the hood. Even around town, turn the radio on and you'll be fine. Joel is right about the ride and handling totally outclassing the diesel engine. The car is comfortable on highways and city streets but sharpens up on a curvy backroad. The steering and suspension communicate to the driver what the car is doing at all times. The brakes inspire confidence with a firm pedal and sharp bite.

V12-powered Jaguar E-Type Series 3 the restomod treatment from UK firm

As Jaguar tries to figure out its future, a growing number of aftermarket companies are reinventing its past. British restoration shop E-Type UK is the latest company to announce a restomod program for the popular sports car released in 1961. It's working with later Series 3 models, which is a little unusual, and it leaves no part untouched. E-Type UK starts every Unleashed project with a donor car; it doesn't build an E-Type from scratch. After strengthening the basic platform, it bores out the V12's cylinders to increase its displacement to 6.1 liters, 800 cubic centimeters more than stock. Additional modifications, like an electronic fuel-injection system and a free-flowing exhaust system, boost the engine's output to 400 horsepower, and a five-speed manual transmission sends the cavalry to the rear wheels. Four-piston front brake calipers ensure the Unleashed stops as well as it goes. With the engine finished and tuned, E-Type UK turns its attention to the chassis. It fits the E-Type with technology the original model could only dream of, like fully adjustable shock absorbers. Wire wheels are standard equipment, they fit the car's sleek profile well, but their diameter increases slightly to 16 inches to clear the bigger brakes. Designers restyled the bumpers, the grille, and the exterior emblems, though the changes are relatively subtle, and they added LED headlights to give the E-Type the visibility of a modern car. Inside, the only limit is the thickness of the buyer's wallet. Anything is possible; the options include different types of leather upholstery and various trim options. Heated seats, LED lighting, a push-button ignition, Bluetooth connectivity, and a surround-sound system are among the equipment added by E-Type UK to encourage future owners to drive their Unleashed often. All told, each build requires at least 4,000 hours of labor, which partially explains why pricing starts at GBP325,000 (around $447,600 at the current conversion rate) before the cost of a donor car enters the equation. For context, that money could buy you two examples of the Lamborghini Huracan Evo and a garage to keep them in, a small plane, or 447 examples of your favorite $1,000 econobox. And yet, we doubt E-Type UK will have a difficult time finding clients. Restomods are a big trend in the industry, some are even Volvo-based, and they're never cheap. Related video: This content is hosted by a third party. To view it, please update your privacy preferences.