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The reason for this aesthetic overhaul, according to Jaguar’s chief of design, Ian Callum, is that the XJ model is selling in considerably lower figures than the more modern-looking XF.

The end result of what we see here is the underpinnings of the next XJ married to the existing model’s sheet metal, - with a few crude additions to handle the increased wheel base.

The underpinnings aren’t all new however, with Jaguar modifying the existing all-aluminium platform to re-use it for the code-named X351 which will make its official debut in spring 2011.

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Due to hit showrooms internationally early next year, the next generation will undergo a several styling and mechanical upgrades.

A revised front bumper now incorporates additional air vents below the head lights, whilst the redesigned rear also boasts new LED technology in the tail lamps.

The power-retractable antenna has also been scrapped in favour of a more discrete and streamlined shark fin which now appears on the coupe’s deck lid.

These changes will apply to the entire XK model range, including the performance XKR and the extreme XKR-R model which is due next year also.

While the engine range will remain relatively identical, underneath a retuned suspension set-up and recalibrated steering rack promise sharper dynamics.

The interior should also benefit from Jaguar’s new drive-select transmission interface lifted from the XF saloon.

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The bare-bones Nano which runs a two-cylinder engine and weighs in at just 580kg has a planned wholesale price of around $2,500.

However the company is now asking its suppliers to share the cost increases, introducing a pricing model which would reduce rates as volume grows.

Parts suppliers for the Nano are also feeling the pinch following a rise of almost 40 percent for the cost of furnace oils used to forge parts.

Fortunately for Tata it shouldn’t be too hard to negotiate a discount - especially when the Tata Group also owns India’s largest steel producer, Tata Steel Ltd.

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The three models are currently undergoing field trials and technical evaluation to ensure they can cope with Indian roads and conditions.

Currently, the Indian market supports over 1.5 million new car sales annually, making it the world’s second fastest growing passenger car market.

Proton is currently negotiating a joint-venture in India to manufacture and market its cars by early 2009.

“We are looking at a number of possible joint venture partners in India with a strong focus on marketing,” said Syed Zainal, managing director of Proton Cars.

It is also developing highly efficient alternative fuel technologies such as compressed natural gas (CNG) for models sold in India.

“Our cars are CNG compatible, which is widely accepted and used in India. We may bring CNG and develop other fuel options through our engineering subsidiary, Lotus, depending upon the results of the current feasibility study,” Syed Zainal said.

Over 75 percent of cars sold in India are hatchbacks and compacts, ideal for a company like Proton who have set a target of doubling total sales volume to 300,000 units by 2010 through the new market.

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Hyundai plans to begin mass-production in the “early part of next year”, but no other details are currently available.

The Korean company is currently the 2nd largest car manufacturer in India, coming in behind Maruti Suzuki India. Hyundai India last year exported just above 100,000 cars and expects to hit 200,000 this year.

Hyundai Motors will also build luxury buses in India with technical assistance from UK-based Caparo group.

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Ford now plans to focus on stabilising its global operations and making the most out of its platforms. The automaker calls it the “One Ford” global transformation.

Once the minor details are worked out, Jaguar and Land Rover will be in Tata’s hands by the end of the next quarter. Ford has disclosed the final sale price at around US $2.3billion. However Ford will still contribute around US $600 million to the Jaguar Land Rover pension plans.

“Jaguar and Land Rover are terrific brands, we are confident that they are leaving our fold with the products, plan and team to continue to thrive under Tata’s stewardship. Now, it is time for Ford to concentrate on integrating the Ford brand globally, as we implement our plan to create a strong Ford Motor Company that delivers profitable growth for all.” said Alan Mulally, president and CEO, Ford Motor Company. “

Nevertheless, the link between Ford and its former subsidiaries will not be easily broken, Ford has agreed to supply Jaguar and Land Rover with powertrains, stampings and other vehicle components for a set period of time.

Ford will also supply environmental and platform technologies plus R&D, information technology, accounting and more.

“This is a good agreement. It provides the Jaguar Land Rover management team and employees with the assurances needed to maintain their focus on delivering the best results for the business, I am confident that, under its new owner, Jaguar Land Rover will continue to build upon the significant improvements and product successes it has achieved in recent years.” said Lewis Booth, executive vice president, Ford Motor Company, who has responsibility for Ford of Europe, Volvo and Jaguar Land Rover.

It will be interesting to see how these two brands will work when Ford no longer supplies the parts. The company’s credit division, Ford Motor Credit, has also agreed to continue financing for Jaguar and Land Rover dealers and customers for up to 12 months.

Not all at Jaguar & Land Rover see this as a bad thing, many insiders believe that under Tata control, they will feel a sense of freedom to develop their own stand-alone capabilities.

Both Tata and Ford were quick to point out that there are currently no plans for significant changes to Jaguar Land Rover employees’ terms of employment on completion.

As for Tata? Mr. Ratan N. Tata, Chairman of Tata Sons and Tata Motors, said:

“We are very pleased at the prospect of Jaguar Land Rover being a significant part of our automotive business. We have enormous respect for the two brands and will endeavour to preserve and build on their heritage and competitiveness, keeping their identities intact. We aim to support their growth, while holding true to our principles of allowing the management and employees to bring their experience and expertise to bear on the growth of the business.”

No matter how you look at it, the future of Jaguar and Land Rover is exciting. There is the prospect for enormous success, or massive failure, only time will tell.

Here is a brief historical overview of Tata’s milestones:

• 1945 - Tata Engineering and Locomotive Co Ltd (TELCO) is set up as a locomotive maker at the end of World War Two
• 1954 - Begins making trucks after forming a partnership with Germany’s Daimler-Benz
• 1977 - Tata builds its first Commercial vehicles.
• 1994 - Begins making Mercedes Benz cars in India
• 1998 - Launches the Indica, the home made Indian car
• 2001 - No more work done with Daimle
• 2002 - Changes name from TELCO to Tata Motors Ltd
• 2003 - Announces plan to build world’s cheapest car, the Tata Nano for 100,000 rupees ($2,500 USD)
• 2004 - Buys up South Korea’s Daewoo Commercial Vehicle Co, and lists on the New York Stock Exchange.
• 2005 - Attains a 21 percent share holding in Spanish bus maker Hispano Carrocera SA
• 2006 - Begins work with fiat having signed a distribution agreement. Also enters into a venture with Brazilian bus maker Marcopolo
• 2008 - Acquires Jaguar and Land Rover from Ford

What do you think the future holds for the British brands?

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If you remember, the Chinese made Brilliance BS6 made a mockery of itself and Chinese cars in general when it scored only 1-star in the Euro NCAP. It’s obvious Tata doesn’t want to make the same mistake.

Tata has already teased Europe with a glamorous display of the Nano at the Geneva Motor Show.

According to the Indian manufacturer, the Nano already has a full protective frame to meet local Indian safety standards, with the European versions expected to include airbags and other protective systems.

“We will only bring the Nano to Europe if it achieves a four-star rating in the Euro NCAP crash test,” said Girish Wagh, director of the Nano program.

There is currently no time frame for a European invasion, with the company more focused on India, Asia and Africa first (no plans to enter the flooded Chinese market either).

It will be interesting to see how the extra safety equipment will effect the car’s small price, stature and limited power?

Would you consider buying a Nano if it scored four-stars and sold in Australia for less than $10,000?

The Nano is powered by a rear-mounted 623cc two-cylinder 25kW engine driven via a four-speed gearbox and manual steering.

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“Our plan would be to retain the image, the touch and the feel of Jaguar and Land Rover. We will not tinker with the brands in any way. They are special global brands and whoever acquires them has a responsibility to nurture them and enable them to prosper,” Tata Group Chairman Ratan Tata said..

Surely we will still call Land Rover and Jaguar British brands if they are still built in Britain despite foreign ownership, after all, isn’t Holden in exactly the same scenario?

“We are conscious that the brands belong to Britain. These brands will continue to belong to Britain,” Tata said.

Tata said he is excited by what Jaguar and Land Rover have in mind for future models and hence will keep the brands’ existing managements in place.

With the sale expected to finalise in the next few weeks, Tata Motors has began making arrangements for $3 billion in loans. The company has assigned its advisers, Citigroup and JPMorgan to begin arranging the financing.

Although $1 billion more than the price of Jaguar and Land Rover, sources indicate the extra cash is needed for working capital.

The two British Marquees have been on sale since June 2007 with the Ford announcing Tata as the preferred bidder in January this year.

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For the record, the body is sheet metal - it was going to be plastic - and air conditioning and an airbag will be optional on the luxury version.

The Nano promises a revolution on Indian streets, still the domain of the ox-cart, the bicycle and the motor scooter in many parts of the country. Initial production will be 250,000 a year but Tata hopes to eventually sell about 1 million Nanos a year in India - that’s about as many cars as the entire Indian market buys now. But in a country where per capita wealth has doubled since 2000 - and is still growing - that doesn’t seem an outlandish boast.

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