The factory that turned out thousands of Spitfires during the Second World War is now the focal point of Jaguar's battle to win sales in an increasingly competitive segment of the sports car market.
The former Fisher and Ludlow plant at Castle Bromwich is now the home of the all- new, lightweight, aluminium-bodied Jaguar XK.
Along with that of the XJ, Jaguar's flagship model, the XK assembly line is now up and running following the transfer from the Browns Lane site at Coventry where car production has now ended.
The decision to consolidate car production at Castle Bromwich, also home to the midrange S-type saloon, involved the company in a massive logistical exercise.
Once the shock of the announcement that car production was ending after 50 years at Jaguar's historic Coventry base with the loss of more than 1,000 jobs passed, the task of uprooting the plant and kit needed to assemble two cars and reinstalling them at a new site more than 20 miles away began.
As did the job of preparing Castle Bromwich to receive them.
The A1/A2 block - which previously built bodies for the previous XK sports car - was designated as the body-inwhite and trim assembly hall for the new car.
A number of pits had to be dug and the structural changes made to the roof and floor to accommodate tooling and manufacturing equipment.
The scale of the job - which was carried out as Castle Bromwich's F Block was being prepared for the XJ - was huge.
The two projects together meant that a total of more than 9,000 cubic yards of soil (equivalent in size to a Channel ferry) had to be dug, distributed, and removed from the site.
At the height of the project, a total of 2,500 workers from 120 contracting companies were at work at Castle Bromwich.
In what Jaguar itself called a "truly amazing logistical transfer" the first cars were coming of the new tracks only six weeks after the Browns Lane lines stopped on July 1.
Jaguar managing director Bibiana Boerio said recently of Castle Bromwich: "It is crucial to the future of success of a revitalised Jaguar business.
"The team there has just about completed its massive undertaking, quietly, without a lot of fanfare, but on time and within budget."
The 12A1/A2 block is now gearing up for full production of the new XK, which is to be launched on to the world's car
markets in early 2006.
The 14,352 sq yard block has been equipped with a higher than usual number of robots (30) giving it an automation ratio of more than 60 per cent.
The site's status as Ford's "centre of excellence" for aluminium engineering has been boosted by the launch of the new XK.
Its bonded and riveted aluminium monocoque body structures, like those of the latest XJ saloons, is both
lighter and stiffer, and therefore safer, than those of its rivals.
It also means that the 4.2 litre, V8 engine (electronically limited to 155 mph) accelerates faster, uses less fuel and produces lower emissions than the car ' s steel- bodied predecessor.
The XK competes in what the industry terms the "large premium sports car" sector - and a very competitive sector it is.
Between 1996 and 2004 it more than doubled from 48,000 to 99,000 units and is expected to burst well beyond the 100,000-unit mark this year.
On top of that, the number of rivals with whom Jaguar is having to compete has grown from four to seven in the same period.
The new XK comes at a critical time for Jaguar, which is fighting to stem a sharp fall in global sales and staunch heavy financial losses.
While the company - part of Ford's Premier Automotive Group - is winning automotive industry plaudits for the quality of its cars it is finding it hard to convert that into sales.
Senior executives are saying little at the moment about their plans for the Big Cat.
But if speculation is to believed, they see its future more as a high margin niche manufacturer along the lines of Porsche than as a volume manufacturer.