When the XJ220 finally entered production in June 1992, it differed substantially from the original show car. The most significant change was found under the see-through engine cover; gone was the V12 and in was a twin-turbo V6. Similar to the engine used in the second-generation XJR racing cars, the state-of-the-art six cylinder was preferred by the engineers because it would be easier to comply with ever stricter emission regulations, while producing similar power figures. Despite being about half the size, the JRV-6 engine produced almost 10 percent more horsepower at 542. Very much a Group B artifact, the all-wheel drive system was also deleted from the production car.

Jaguar had received as many as 1,500 down-payments, of which all but 350 were repaid. Unfortunately, Jaguar had not selected meticulously enough as many of the clients proved to be interested in the XJ220 mainly as an investment opportunity. At around the same period, the market for collector cars collapsed, diminishing the appeal of the Jaguar by no fault of its own.

For its road car, Jaguar replaced the V12 engine from the racing machines with a twin-turbo V6 that actually produced more power. (Photo: RM Auctions)

The price had also gone up to 290,000 pounds, resulting in a considerable number of potential customers rejecting the XJ220. In addition to the increased price, they also quoted the different specification compared with the show car (read the lack of the exotic V12) as a reason not to take delivery. Some even sued Jaguar demanding their deposit back, but they eventually lost.

As a possible distraction from these (legal) problems, TWR stepped up and developed a competition version of the XJ220 for the new GT class. Most of the aluminum panels were replaced with carbon fiber and a large rear wing was fitted. A three-car team of XJ220Cs was fielded at Le Mans in 1993, but legal problems once again hit Jaguar's super car; the governing body stipulated that catalytic converters were required but Jaguar went ahead and raced the XJ220C without them.

David Brabham, John Nielsen and a young David Coulthard drove their example to victory in class, only to be disqualified after the failing the post-race tech inspection.

In response to the lower demand, Jaguar capped production of the road car at 280 examples. The last example rolled off the line in 1994, but it took many more years before the final cars left the factory. TWR upgraded six examples to XJ220S specification, which were effectively road-going versions of the XJ220C racer. They also featured carbon-fiber bodies, a rear wing and an upgraded engine. With the mandatory restrictors removed, the tweaked engine produced a staggering 680 horsepower.

Sadly, the Jaguar XJ220 will always be remembered as a failed supercar. This was mainly because it entered production at the worst possible time, although the lack of the V12 and high-tech drivetrain of the prototype are also often quoted as reasons for the car's failure. The fact is that the production car was both much lighter and more powerful than the lamented prototype.

Today the XJ220 is still not as high in demand as its contemporaries, making it a true bargain supercar that offers more bang for the buck than any of its original rivals.

Chassis 784 that was sold at RM is one of the six XJ220s modified to S specifications, this example eventually ending up in the United States. The current owner acquired the car in 2003 and has since spent a considerable amount of money on detailing and maintenance. Among the tweaks were the addition of a titanium exhaust system and a full respray to Reventon Gray. It has since been shown at numerous events including the annual SEMA show in Las Vegas.

Read more stories like this at: The Ultimate Car Page.