To Be OFFERED AT AUCTION at RM Sothebys' London event, 24 October
2019.
Estimate:
£1,050,000 - £1,250,000
- One of three examples built during the 1989 and 1990
seasons
- Three podium finishes during the 1990 season
- Gently used and fastidiously maintained by a handful of
respected private racing collectors in the UK
- Ideal for use at Jaguar celebratory meets and Group C vintage
racing events
- A sensational Jaguar sports prototype epitomising the brilliant
engineering of TWR's successful XJR race cars
Some of the most advanced race cars in motorsport history have
remained overlooked because they suffered from unfortunate timing,
paling in importance because they metaphorically collided with a
slightly better competitor, or were made obsolete because of
sanctioning body rule changes. Such is the case with Jaguar's
potent XJR-11, developed by competition partner Tom Walkinshaw
Racing (TWR) for use during the 1989 and 1990 Group C seasons, hot
on the heels of the XJR-9's phenomenal 1988 season, highlighted by
a victory at the 24 Hours of Le Mans and clinching the drivers' and
manufacturers' championships for sports prototypes.
The XJR-9 had employed a highly developed version of the naturally
aspirated V-12 that Jaguar first conceived in the 1950s, and Tom
Walkinshaw realized the aging powerplant had reached the end of its
competitive lifespan. He concluded that a lighter turbocharged
motor would be required to excel under Group C regulated fuel
limitations and to match the new engines in the Sauber-Mercedes
C11.
By the end of 1988, Walkinshaw identified a basis of replacement
for the V-12, tabbing the turbo V-6 that Austin-Rover had used in
its mid-1980s Group B rally car, the 6R4. This powerplant was
developed into the all-alloy JRV6 motor, which was engineered to
displace 3.5 litres for Group C racing and 3.0 litres for IMSA GT
competition in the United States. Approximately 220 pounds lighter
than its V-12 predecessor, the JRV6 employed twin Garrett
turbochargers to develop roughly 750 bhp and was wired to a special
boost button that the driver could unleash coming out of corners.
With slightly varying specifications, the IMSA car was dubbed the
XJR-10, while the Group C model was dubbed the XJR-11.
Despite its outward similarities to the prior XJR-9, the XJR-11
utilized a brand-new design by Tony Southgate, including a fresh
monocoque from Advanced Composites, and the sidepods and rear deck
were both lowered. Steering geometry was improved with all-new
settings further aided by a longer wheelbase. These developments
combined to provide a lower centre of gravity and increased
downforce.
Testing commenced in January 1989, and in May the IMSA-specified
XJR-10 debuted at Lime Rock. Despite being developed first, the
3.5-litre XJR-11 did not appear until July 1989, when the first two
cars were entered at the Brands Hatch 480 KM. The coachwork was
finished in the unique purple-and-yellow livery of the Silk Cut
cigarette sponsorship, which continued from the XJR-9. Chassis
number 189 finished in 5th place, while the featured car,
originally born as chassis no. 289, was forced into early
retirement with distributor issues, driven by Davy Jones and Alain
Fert�.
Chassis number 289 next appeared at the N�rburgring in late August
1989, where John Nielsen and Andy Wallace finished 5th. Teething
problems continued over the Jaguar's next two outings, with DNFs
recorded at Donington in early September and at Spa two weeks
later.
Late in the 1989 season, future Ferrari F1 technical director Ross
Brawn was hired to consult on design development, and a third car
(chassis no. 490) was built with a wider track. Simultaneously, new
mechanical developments such as Bosch fuel management and carbon
ceramic brakes were introduced to the first two cars.
During the first half of 1990, chassis no. 289 finished 4th at
Monza in late April while driven by Wallace and Jan Lammers, and
the two drivers formed the second half of a 1-2 finish at
Silverstone in late May (in the XJR-11's most complete
performance). From this race forward, the car assumed a new chassis
number, as chassis no. 590, in what was a regular redesignation
practice by TWR.
Wallace and Lammers drove chassis number 590 to another 2nd-place
finish at Spa in early June and finished 4th at Dijon in late July.
The pair achieved 4th again at the N�rburgring in mid-August. By
this point, the car had been renumbered yet again by TWR as chassis
number 1290, and Wallace was joined by Jones for the season-ending
race in Mexico, returning to the podium with a 3rd-place
result.
With the twelve-cylinder XJR-12 winning Le Mans in June 1990, and
the XJR-14 under development for 1991, the XJR-11 was essentially
retired from Group C competition, sure to no longer be competitive
under 1991 FIA rule changes forbidding turbocharging. The model
continued to see action for one more season, however, with TWR
entering two of the cars under the Suntec banner in the 1991
Japanese Sports-Prototype Championship. The car was renumbered back
to 590, the chassis number it retains today, and became a secondary
support car for chassis no. 490, never actually participating in
any of the five Japanese races that TWR entered.
After being shelved by TWR for most of the 1990s, this XJR-11 was
sold in the later part of the decade to Paul Spires, the esteemed
president of Aston Martin Works, who entered the car in a handful
of Group C celebratory events, including a June 1999 event at
Donington. Acquired shortly thereafter by XJ220 specialist Don Law
Racing, the XJR-11 occasionally appeared at subsequent events
highlighting Group C and Jaguar prototype race cars while being
fastidiously maintained in the original Silk Cut livery. More
recently sold to the consignor, this fabulous XJR-11 is one of only
three examples built and one of two produced in the original 1989
configuration.
By the end of its competitive career, the XJR-11 participated in an
incredible 13 races between 1989 and 1990, of which the
accomplished driver Andy Wallace drove in 12. Having spent so much
time behind the wheel, Wallace remembers the car quite fondly and
remarked on how the advanced model was eclipsed only because of the
timing of its appearance. 'The [XJR-11] was actually a massive step
forward on the V-12 Jags,' Wallace concluded. 'It was a great car,
but it just happened to coincide with one of the greatest sports
cars ever, the Mercedes C11.'
The engineering link between the marque's two most recent Le
Mans-winning models, this XJR-11 would make a superlative addition
to any group of prototype competition cars, as an ideal acquisition
for the consummate race car collector or Jaguar specialist.To view
this car and others currently consigned to this auction, please
visit the RM website at
rmsothebys.com/en/auctions/lf19.