Guide: Jaguar XJ220
Background
Towards the end of 1987, a small group of Jaguar engineers began work on a road-going successor to the C and D-types that had won the Le Mans 24 Hours five times between 1951 and 1957.
Despite only gaining management approval when the concept was almost ready to be unveiled, the team had a functional concept ready for the Birmingham Motor Show in October 1988.
The new machine was named XJ220 in light of its anticipated 220mph top speed.
Powered by a Group C-derived 6.2-litre V12 with 500bhp, the XJ220 concept bristled with advanced technology. Among its headline features were four-wheel drive and four-wheel steering while access to the luxuriously appointed cockpit was via Lamborghini-style scissor doors.
Public reaction was extremely positive. Jaguar undertook a feasibility study in collaboration with motor sport partner, Tom Walkinshaw Racing (TWR), to assess the possibility of a production variant.
The green light was given in late 1989. That December, Jaguar announced a limited production run of 220 to 350 cars at a pre-tax price of £290,000.
This was at the height of the late 1980s collector car boom and, incredibly, the XJ220 was four times oversubscribed. Around 1400 customers parted with £50,000 each to place a deposit for the new car. No doubt a large number were speculators hoping to make a fast profit.
A new subsidiary staffed with a mix of Jaguar and TWR employees was established to build and develop the XJ220. Work would take place at a purpose-built factory in Bloxham, Oxfordshire, with the first customer deliveries planned for 1992.
However, it was not long before some fundamental changes in specification were required.
Most notably, as the normally aspirated Jaguar V12 would be unable to meet future emissions requirements, a twin turbocharged V6 was used instead. The four-wheel drive and four-wheel steer systems were also dropped as they were deemed unnecessary and overly complex.
Meanwhile, unbeknown to the parent company, Tom Walkinshaw was working on his own road-going machine. Based on the Le Mans-winning XJR-9, Walkinshaw’s new XJR-15 was a more hardcore interpretation of the supercar theme than the XJ220.
Jaguar ultimately agreed to back Walkinshaw, but so as to avoid creaming off customers for the XJ220, the XJR-15 (which was originally set to cost three times more than an XJ220) was ostensibly marketed as one-make racing car.
Chassis
Like the original 1988 prototype, production XJ220s were built around an aluminium and bonded honeycomb monocoque with integral roll cage. The switch to a V6 engine meant the wheelbase could be made 200mm shorter (2640mm compared to 2840mm).
Suspension was via unequal length wishbones, inboard coil springs and Bilstein gas-filled dampers along with anti-roll bars at either end.
Unlike the prototype, ABS was dropped from the production version.
The brake system was designed by AP Racing. It comprised ventilated discs of 330mm diameter at the front and 300mm diameter at the rear. Four-piston aluminium calipers were fitted all round.
Power-assisted steering was another casualty in the move from prototype to production.
Speedline Corse wheels were created specially for the XJ220; they measured 17 x 9-inches at the front, 18 x 14-inches at the rear and came shod with custom Bridgestone Expedia tyres.
The 90-litre fuel tank had to be replaced every six years.
Engine / Gearbox
In addition to cleaner emissions, the move to a twin turbocharged V6 engine was beneficial in terms of size, weight and fuel efficiency. TWR also made the switch to V6 turbo engines for its XJR-10 and XJR-11 racing cars.
The demise of Group B rallying meant the Austin Rover Group were looking to sell the production right to their expensively developed but now obsolete V64V engine designed for the Metro 6R4. Compact, lightweight and fuel efficient, TWR considered it the perfect basis from which to develop a twin turbocharged motor. They purchased the rights in 1989.
Whereas the three-litre V64V unit was normally aspirated, Jaguar’s 90° V6 was redesigned from the ground up as a turbo engine. Codenamed JRV-6, it would be suitable for sports car racing and the XJ220 programme.
Aluminium was used for the block and heads with steel for the connecting rods and crankshaft.
Displacement was taken out to 3498cc thanks to a bore and stroke of 94mm and 84mm respectively.
Dry-sump lubrication was employed along with a brace of Garrett TO3 turbochargers, two air-to-air intercoolers, multipoint fuel-injection with dual injectors and Zytek electronic engine management. Two catalytic converters were also installed.
Peak output was 542bhp at 7200rpm and 475lb-ft at 4500rpm.
The five-speed rear-wheel drive transaxle was created by FF Developments and featured a viscous coupling limited-slip differential.
The clutch was supplied by AP Racing.
Bodywork
Visually, the XJ220 was a modern interpretation of elegant Jaguar sports cars like the XK120, C, D and E-type. Its soft curves and long overhangs gave the appearance of a Le Mans car for the road; discrete aero devices pointed towards the future after the elaborate spoiler packs of the 1980s.
Aerodynamic testing was carried out in MIRA’s wind tunnel.
The aluminium bodywork was manufactured by Abbey Panels in Coventry.
At nearly five metres long and over two metres wide, the XJ220 was easily the biggest supercar on the market. It had a drag coefficient of 0.36 and huge underbody venturis to generate downforce.
The headlights were fixed in position underneath oval panels that unusually dropped downwards into the body. Large intakes along each flank fed fresh air to the intercoolers.
Unlike the prototype, which used Lamborghini-style scissor doors, production XJ220s came with conventional doors.
The tail featured Rover 200 lights either side of an open fascia and full width black grille. This was shrouded by bodywork on the top and sides while the grey bumper was integrated with the venturis.
The twin plane body coloured rear spoiler was fixed in position.
Interior
Inside, Jaguar created an enormous dash binnacle that curved from the far side of the transmission tunnel all the way into the drivers door where an additional four gauges were housed.
Directly behind the four-spoke non-airbag Nardi steering wheel a large speedometer and rev counter were flanked by smaller gauges for oil pressure, oil temperature, fuel and water temperature. The door pod housed an ammeter, clock, boost gauge and gearbox oil temperature read out.
Ventilation controls and the audio system were housed in the same massive binnacle directly above the stubby gear lever and electric window controls.
Dark grey Connolly leather was used for the dash and binnacle. The rest of the upholstery was in a choice of Black, Grey, Charcoal or Sand. Sports seats were heavily bolstered but well-padded.
Control stalks and switchgear was sourced from Ford.
In addition to electric windows, standard equipment included electric heated mirrors, tinted glass and air-conditioning. The steering was unassisted.
Options
Options were limited to BBS wheels and a choice of five exterior colours: Spa Silver, Le Mans Blue, Silverstone Green, Monza Red or Daytona Black.
Weight / Performance
Jaguar quoted a weight of 1470kg and 0-62mph time of 3.6 seconds.
The 212mph top speed was set at Nardo in June 1992 by TWR driver, Martin Brundle.
If the rev limiter and catalytic converters were removed, a top speed of 217mph was possible.
The XJ220 was officially the fastest production car in the world at the time.
Production Begins
The first production XJ220 was unveiled by Diana, Princess of Wales, at the Bloxham factory in October 1991. A public launch then took place at the Tokyo Motor Show later that month.
Customer deliveries began in June 1992.
By this time, the price had risen to an astonishing £470,000 which, combined with the effects of a downturn in the global economy, left many option holders unwilling or unable to complete.
End of Production
The last XJ220 rolled off the production line in April 1994 after which the Bloxham factory was transferred to Aston Martin for the DB7.
282 XJ220s were built of which 69 were right-hand drive. Of the right-hand drive cars, no less than 18 found their way into the collection of the Brunei Royal Family.
Text copyright: Supercar Nostalgia
Photo copyright: Jaguar - https://www.jaguar.com
