| Revision as of 00:12, 19 May 2007 editWillirennen (talk | contribs)12,023 editsNo edit summary← Previous edit | Revision as of 18:01, 20 May 2007 edit undoMulsannescorner (talk | contribs)114 editsNo edit summaryNext edit → | ||
| Line 1: | Line 1: | ||
| The '''Jaguar XJR-14''' was a ] and later ] ] ] racing car introduced for the ]. It was designed in response to the new 3.5 liter regulations. | The '''Jaguar XJR-14''' was a ] and later ] ] ] racing car introduced for the ]. It was designed in response to the new 3.5 liter regulations. | ||
| The XJR-14 was designed by John Piper under the design direction of] and built by ] (TWR). Brawn brought with him ] design methodology. In the past, TWR's Jaguars had been designed under the direction of ], while Brawn worked with a large design staff (12 according to John Piper). The XJR-14 was one of the first Group C cars to truly take advantage of a clean sheet of paper approach under the new ] 3.5L regulations, meaning it was not an evolution of the XJR-12 design, but instead a true replacement. To fit with the new 3.5L regulations, Jaguar was forced to replace their large displacement V12 with a smaller V8. TWR turned to Ford-aligned ] to supply the F1 derived 3.5 liter HB V8. The engines were badged as Jaguars. | |||
| In the ], the XJR-14 had a hard fight with the new and quickly improving ] squad, but was able to gain three wins on the season, securing a world championship. However, at the ], Jaguar initially entered two XJR-14s but later decided that the XJR-14 would not be capable of finishing the distance due to unknowns in the development of the Cosworth HB. Jaguar instead decided to enter three older ]s entered in the C2 class. Although the XJR-12s did not manage to win, Jaguar's decision not to run the untested XJR-14 was vindicated by the fact that neither ]'s nor ]-] 3.5 liter cars finished. | In the ], the XJR-14 had a hard fight with the new and quickly improving ] squad, but was able to gain three wins on the season, securing a world championship. However, at the ], Jaguar initially entered two XJR-14s but later decided that the XJR-14 would not be capable of finishing the distance due to unknowns in the development of the Cosworth HB. Jaguar instead decided to enter three older ]s entered in the C2 class. Although the XJR-12s did not manage to win, Jaguar's decision not to run the untested XJR-14 was vindicated by the fact that neither ]'s nor ]-] 3.5 liter cars finished. | ||
| Line 7: | Line 7: | ||
| After 1991, Jaguar decided not to continue in Group C, believing that they had spent enough time in ] and the instability of rules recently in the ]. Jaguar decided to take the XJR-14 to the United States for the ] Camel GTP championship. However, without a major upgrade, the XJR-14 was unable to beat the latest challengers from ] and ], forced to finish third in the championship with only two victories. Jaguar had to go through three chassis in the series after two, #591 and #791, were written off in separate accidents. | After 1991, Jaguar decided not to continue in Group C, believing that they had spent enough time in ] and the instability of rules recently in the ]. Jaguar decided to take the XJR-14 to the United States for the ] Camel GTP championship. However, without a major upgrade, the XJR-14 was unable to beat the latest challengers from ] and ], forced to finish third in the championship with only two victories. Jaguar had to go through three chassis in the series after two, #591 and #791, were written off in separate accidents. | ||
| Meanwhile, TWR had reached an agreement to supply more XJR-14 chassis to ], minus the Cosworth V8s but installed with Mazda-badged Judd V10s |
Meanwhile, TWR had reached an agreement to supply more XJR-14 chassis to ], minus the Cosworth V8s but installed with Mazda-badged Judd V10s for the ]. Mazda would rebadge the XJR-14s as ]s. The MXR-01 was essentially a productionsed XJR-14 and as there had been no ongoing development they ended up not being particularly competitive, scoring no wins and finishing third in the championship. | ||
| Several years later, TWR would resurrect XJR-14 chassis #691, which had competed in IMSA Camel GTP, for the development of a new prototype for ]. The car would be renamed the ], and its most significant feature was that it had it's roof removed to turn the car into an open cockpit prototype to run under the then-new LMP regulations. The WSC-95 would carry a Porsche 3.0L turbocharged Flat-6. After chassis #691 was modified, TWR built a second WSC-95 from scratch. In both the ] and ], the TWR-Porsches were able to take the overall win. Former XJR-14 chassis #691 would eventually end up in the ] museum, the team which took the WSC-95 to victory in both years. | Several years later, TWR would resurrect XJR-14 chassis #691, which had competed in IMSA Camel GTP, for the development of a new prototype for ]. The car would be renamed the ], and its most significant feature was that it had it's roof removed to turn the car into an open cockpit prototype to run under the then-new LMP regulations. The WSC-95 would carry a Porsche 3.0L turbocharged Flat-6. After chassis #691 was modified, TWR built a second WSC-95 from scratch. In both the ] and ], the TWR-Porsches were able to take the overall win. Former XJR-14 chassis #691 would eventually end up in the ] museum, the team which took the WSC-95 to victory in both years. | ||
Revision as of 18:01, 20 May 2007
The Jaguar XJR-14 was a Group C and later IMSA GTP Sports-prototype racing car introduced for the 1991 World Sportscar Championship season. It was designed in response to the new 3.5 liter regulations.
The XJR-14 was designed by John Piper under the design direction ofRoss Brawn and built by Tom Walkinshaw Racing (TWR). Brawn brought with him Formula One design methodology. In the past, TWR's Jaguars had been designed under the direction of Tony Southgate, while Brawn worked with a large design staff (12 according to John Piper). The XJR-14 was one of the first Group C cars to truly take advantage of a clean sheet of paper approach under the new FIA 3.5L regulations, meaning it was not an evolution of the XJR-12 design, but instead a true replacement. To fit with the new 3.5L regulations, Jaguar was forced to replace their large displacement V12 with a smaller V8. TWR turned to Ford-aligned Cosworth to supply the F1 derived 3.5 liter HB V8. The engines were badged as Jaguars.
In the 1991 World Sportscar Championship season, the XJR-14 had a hard fight with the new and quickly improving Peugeot squad, but was able to gain three wins on the season, securing a world championship. However, at the 1991 24 Hours of Le Mans, Jaguar initially entered two XJR-14s but later decided that the XJR-14 would not be capable of finishing the distance due to unknowns in the development of the Cosworth HB. Jaguar instead decided to enter three older XJR-12s entered in the C2 class. Although the XJR-12s did not manage to win, Jaguar's decision not to run the untested XJR-14 was vindicated by the fact that neither Peugeot's nor Sauber-Mercedes' 3.5 liter cars finished.
After 1991, Jaguar decided not to continue in Group C, believing that they had spent enough time in Group C and the instability of rules recently in the World Sportscar Championship. Jaguar decided to take the XJR-14 to the United States for the IMSA Camel GTP championship. However, without a major upgrade, the XJR-14 was unable to beat the latest challengers from Toyota and Nissan, forced to finish third in the championship with only two victories. Jaguar had to go through three chassis in the series after two, #591 and #791, were written off in separate accidents.
Meanwhile, TWR had reached an agreement to supply more XJR-14 chassis to Mazda, minus the Cosworth V8s but installed with Mazda-badged Judd V10s for the World Sportscar Championship. Mazda would rebadge the XJR-14s as MXR-01s. The MXR-01 was essentially a productionsed XJR-14 and as there had been no ongoing development they ended up not being particularly competitive, scoring no wins and finishing third in the championship.
Several years later, TWR would resurrect XJR-14 chassis #691, which had competed in IMSA Camel GTP, for the development of a new prototype for Porsche. The car would be renamed the TWR WSC-95, and its most significant feature was that it had it's roof removed to turn the car into an open cockpit prototype to run under the then-new LMP regulations. The WSC-95 would carry a Porsche 3.0L turbocharged Flat-6. After chassis #691 was modified, TWR built a second WSC-95 from scratch. In both the 1996 and 1997 24 Hours of Le Mans, the TWR-Porsches were able to take the overall win. Former XJR-14 chassis #691 would eventually end up in the Joest museum, the team which took the WSC-95 to victory in both years.