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1990 JAGUAR XJR 12 LM

  • One of the most emblematic Group Cs, designed for the 'new' Le Mans circuit in 1990

  • In 1990, JAGUAR achieved a one-two finish at Le Mans with the XJR12 LM

  • Entered in the 24 Hours of Le Mans, the 24 Hours of Daytona and the 12 Hours of Sebring

  • Carbon fibre chassis, Jaguar V12 engine, iconic SILK CUT livery at Le Mans and BUD LIGHT livery in the USA

  • Fully restored by Scott Sport - 7,4-litre Jaguar V12 engine rebuilt by Init Racing

  • Eligible for the most prestigious events: Dubai GP Revival, Goodwood Festival of Speed, Daytona Classic 24 Hours, Rolex Monterey Motorsports Reunion, Masters Historic Racing, Silverstone Classic, Group C Racing & Le Mans Classic

Brand

JAGUAR

Model

XJR 12 LM

Year

1990

Chassis number

J12-C-190

Chassis

CARBON MONOCOQUE

Body

FIBERGLASS AND KEVLAR

Engine

JAGUAR 12 CYLINDERS 7,4 Liters

Power

750 HP @ 6800 rpm

Gearbox

HEWLAND 6 SPEED

Weight

915 KG

ELIGIBILITY

TECHNICAL CHARACTERISTICS

LE MANS CLASSIC

GROUP C RACING

MASTERS HISTORIC RACING

DUBAI GP REVIVAL

SEBRING CLASSIC 12 HOUR by HSR

DAYTONA CLASSIC 24 HOUR by HSR

ROLEX MONTEREY MOTORSPOSTS REUNION

GOODWOOD FESTIVAL OF SPEED

When Jaguar challenged Porsche

At the start of the Group C era, it was Porsche that dominated the competition with its 956 and 962. As early as 1982, the marque claimed its first victory at the 24 Hours of Le Mans. In 1985, Porsche set a new record by winning the race for the tenth time. German dominance continued with seven consecutive victories from 1981 to 1987.
In the face of Porsche, Lancia was the first serious contender with its Group 6 LC1, followed by its Group C LC2. But it was Jaguar who finally succeeded in breaking the German hegemony at Le Mans. First in 1988 with the Lammers/Dumfries/Wallace team in the XJR-9 LM, then in 1990 with Nielsen/Cobb/Brundle in the XJR-12. These successes were notable for the use of a V12 engine, a configuration that was emblematic of the 1960s and more confidential than other engine types! The British successes were a real liberation for a whole nation, and in particular the images of the 1988 Le Mans 24 Hours, with the invasion of the track, are part of the legend.
The XJR-12 chassis J12-C-190, which Ascott Collection is proud to offer for sale, is part of this prestigious history. This chassis participated in the three major endurance races of Le Mans, Daytona and Sebring. It was the driving force at Le Mans in 1990 and survived the demanding bumps of Sebring. It also had a lively adventure at Daytona.

Jaguar, the counter force

The origins of Jaguar's Group C history are not to be found in England. You have to go to the United States, to Falls Church, Virginia. It was there that Bob Tullius and Brian Feurstenau, the founders of the Group 44 team, prepared and raced exclusively British-built cars. They also developed their own prototypes in the 70s. Triumph, MG and Jaguar were their toys.
Tullius received financial backing from Mike Dale, head of Jaguar North America, to develop the Jaguar XJR-5 for the IMSA GTP category when Group C regulations were introduced. A prototype that, logically enough, he fitted with a V12 engine, thus receiving Jaguar's backing from afar. The idea was to boost sales in North America by using Tullius' structure, which was already used to working with the British.
After success in the IMSA GT championship in 1983, Group 44 entered two XJR-5s at Le Mans in 1984, marking Jaguar's return after a 27-year absence. However, both cars were retired.
The team returned in 1985 and won the GTP class with the #44 car driven by Tullius, Robinson and Ballot-Léna. This success marked the beginning of a new era for Jaguar at Le Mans, a renaissance. This new epic continued in 1986... by Tom Walkinshaw Racing with the XJR-6 LM.
In 1984 Tom Walkinshaw won the FIA European Touring Car Championship. He also won the 24 Hours of Spa-Francorchamps in an XJS prepared and modified in his workshops (TWR). This success convinced Jaguar and its boss, John Egan, to 'challenge' Group 44 and see if TWR could become its counterpart in the World Sportscar Championship. For Jaguar, working with the British seemed more logical and straightforward.
TWR initially considered the possibility of using the XJR-5 chassis developed by Group 44. But in the end it was decided to start from scratch.

From the XJR-6 to the XJR-12

Tony Southgate, drawing on his previous experience with the Ford C100, designed a carbon fibre monocoque with ground effect. Powered by a 660bhp Jaguar 6.2-litre V12 engine, the car is equipped with a TWR/Zytek fuel injection system. The suspension was totally innovative, using double wishbones and spring-damper combinations. This new creation was called the XJR-6, the name following the nomenclature initiated by Tullius, although the cars had nothing in common.
The XJR-6 made its debut at the end of 1985 at the 1000km Mosport race in Canada, where the team took a promising third place with Brundle, Thackwell and Schlesser.
In 1986, with new sponsor Silk Cut and after a major weight reduction programme, the car took its first win at Silverstone with Cheever and Warwick. Despite the retirement of all three cars at Le Mans, the season was positive overall with a number of podium finishes, culminating in third place in the Constructors' Championship and for Warwick in the Drivers' Championship.
Further developments followed, with the XJR-8 (1987) featuring a 7-litre V12 engine. Three chassis were built, three others from modified XJR-6s. In 1988 came the XJR-9 (winner of the Le Mans 24 Hours), quickly followed by the XJR-10 (mid 1989) and XJR-11 (late 1989) with turbocharged V6 engines, developments that were necessary to compete, especially against the terrible Nissan in the United States, but which proved to be not always very reliable.
For the 1990 Le Mans 24 Hours, the XJR-11 was not entered, as Jaguar wanted to take the bold gamble of launching a final evolution to conquer the Sarthe: the XJR-12! After losing at the Sarthe in 1989, Jaguar wanted to react. The XJR-12 is a car that, unlike perhaps any of its competitors, is perfectly adapted to the new circuit.

At Le Mans in 1990, on a track now fitted with chicanes, JAGUAR achieved a one-two finish with the XJR12 LM

Does Le Mans 1990 ring a bell? Jaguar's victory, yes, but the track? For safety reasons (which in reality stemmed from a dispute over broadcasting rights and a heated battle with the Automobile Club de l'Ouest), the Fédération Internationale du Sport Automobile (FISA) imposed chicanes on the Hunaudières straight. The track could not have a straight section longer than 2 km or its homologation would be withdrawn.
At Le Mans, work was carried out to keep the event afloat. Part of the myth is sacrificed to protect the race. Jaguar understood that Le Mans would never be the same again. Especially technically. High speeds would no longer be as decisive, and it was the time taken to reach top speed that could make the difference.
And so the XJR-12 was born, the ultimate evolution of the XJR-6 line. The XJR-12 was essentially the 1989 car, but with aerodynamic modifications to adapt to the reduction in top speed caused by the introduction of the chicanes on the Hunaudières straight. It was an intermediate configuration, with more downforce than at Le Mans 1989, but less than the sprint configuration," Tony Southgate told Dailysportscar.
The main visible difference between the 1989 and 1990 versions of the Jaguar at Le Mans is therefore the rear wing (now in two parts for easier adjustment), which has been adapted to generate more aerodynamic downforce. Observers will also notice that the side air intakes, which channel the flow of air that cools the oil coolers, have been recessed rather than raised. The front bonnet is also new, with the air intakes for cooling the brakes in the middle and small cooling fins above the wheels for the first time.
Technically, there are more changes than just aerodynamics. In particular, the new tyres are Goodyear (rather than Dunlop), while the exhaust system has been improved by a new supplier.

​The XJR-12 was the culmination of a continuous development process, building on the experience gained from previous models, notably the XJR-9. It marked the pinnacle of Jaguar's V12 endurance era.

Jaguar XJR-12 LM Chassis J12-C-190 SILK CUT makes its Le Mans 24 Hours debut...

The Jaguar XJR-12 chassis 12-C-190 was the first XJR-12 chassis to be assembled, as confirmed by its numbering. TWR used to name their cars with the production number in the year (here 1 for the first car) and then the year (90 for 1990).
A total of two XJR-12 were assembled in 1990: J12-C-190 (chassis shown here) and J12-C-290. The other 1990 XJR-12s were all upgrades of earlier XJRs.
J12-C-190 made its racing debut at the 24 Hours of Le Mans. Four XJR-12s were entered, No.1 (12-C-990), No.2 (12-C-290), No.3 (12-C-1090) and No.4 (12-C-190).
Our Jaguar, J12-C-190, immediately stood out as the fastest Jaguar on the grid!
Equipped with computer-designed Valéo headlights (with a smooth, ungrooved lens at the end of the headlight assembly), the car was also distinguished by the presence of a large red dot on its bonnet, indicating that it was fitted with a camera. This red dot seems to have been placed there to make it easier for television crews, and especially the helicopters flying over the circuit, to identify the car.
During testing, the Jaguar team had no intention of chasing pole position, leaving that exercise to the turbocharged cars. On the first night of testing, the 190 chassis suffered some electronic problems. Nothing as serious as the engine failure that affected the #2 car. On Thursday evening TWR brought out the heated soft tyres to try and set a time. The #4 was the fastest, 7th in 3'36.10 thanks to Davy Jones. In the race, the first few hours were marked by a steady pace, with a gradual climb back up to third place by 11pm. Then, during the night, Michel Ferté lost ground and the first problems appeared. A problem with the radiator mounting, a bonnet change, a water radiator change, a problem with the brake fluid... the adventure came to an end at midday on Sunday. At 12.23 pm, Salazar was idling in the Hunaudières and managed to get home. The car retired from the race.

...it continued its career on the other side of the Atlantic, sponsored by BUD LIGHT

After the 1990 edition of the 24 Hours of Le Mans, the car was not entered again that year. It reappeared for its second American life at Daytona. Two XJR-12 were entered. J12-C-190 was number 3 and was entered by John Nielsen, Derek Warwick, Eddie Cheever, Alain Ferté and Raul Boesel. However, the first of these went off the track in the rain at the bus stop chicane during Thursday's practice. TWR retired the car due to the damage and it did not start the race. The other XJR-12, 12-C-290, number 2, had to retire during the race due to a water pump problem.
In March, at the 12 Hours of Sebring, Davy Jones, Raul Boesel and John Nielsen finished 5th, having started from the same grid position. The best Jaguar on the bumps of Florida.
Once again in Bud Light livery, J12-C-190 took part in a final race at Daytona in early 1993, flanked by the No.2. It was driven by Scott Goodyear, Scott Pruett and Davy Jones. It was a memorable race for Scott Pruett, who repaired the gearbox linkage himself on the track, with advice from his mechanics. However, later on the engine failed and he had to retire. Nevertheless, the car was classified 10th with 618 laps completed and was once again the best Jaguar to cross the line.

Race result

17/06/1990 - 24 Hours of Le Mans - Davy Jones / Michel Ferté / Eliseo Salazar - n°4 - retirement (7th place on the grid, best Jaguar)

16/03/1991 - 12 Hours of Sebring - Davy Jones / Raul Boesel / John Nielsen - n°3 - 5th (5th on the grid)

31/01/1993 - 24 Hours of Daytona - Scott Goodyear / Scott Pruett / Davy Jones - n°2 - 10th place (despite a DNF),1st in the LM class

In TWR Museum, then Historic Racing

Preserved in the TWR Museum, J12-C-190 was purchased in 2003 and went on to race regularly in the historic Group C series. It also became one of the most popular cars at the Goodwood Festival of Speed.
Acquired by its current owner, this superb XJR12 has proven to be both competitive and reliable. It won twice at Estoril in 2021. In 2022, it finished third in both the Dix Mille Tours du Castellet and the Le Mans Classic.
At the end of the season, it was decided to give the J12-C-190 a complete restoration. The work was entrusted to Scott Sport, one of the most prestigious workshops in the United Kingdom. The engine was entrusted to Init Racing, the Jaguar V12 engine specialists.
At the end of this high level restoration, the car is in near mint condition. It will be sold at the end of its shake down, which will take place when the warm weather returns.
The next owner will have the pleasure of owning a car in immaculate condition, with the maximum potential of its various components.

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