If you wanted a really fast British supercar in 1992 and you have about half a million pounds in your pocket, you had an intriguing choice between the Jaguar XJ220 and the McLaren F1. Thirty years later, one of these cars is considered to be a success and one a relative failure. But which is which?
Let’s start with the Jag. By 1992, Jaguar was owned by Ford but had spent the previous few years struggling with a range of increasingly elderly cars. However, a successful foray into racing (largely thanks to TWR) had resulted in a supercar project… not just any car, but a street-legal machine capable of hitting 200 miles per hour.
The concept version of the car caused a shockwave. An all-wheel-drive sports car powered by a mighty 6.2L V12 engine mounted in the back, this version of the XJ220 also had scissor doors and the slippery design made it look like no other Jag. The “220” part of the name was the top speed that Jaguar was hoping for and despite the then eye-watering price tag of £470,000 there were 1500 people who put down a deposit.
|Jaguar XJ220 - not your grandfather's Jag|
Between concept and product though there were several changes. Perhaps the most significant was the engine. The V12 that Jaguar had proposed was big and heavy and also had problems meeting emissions standards, but Jaguar had ended up with the rights to the engine in the short-lived but legendary MG Metro 6R4 rally car. The 6R4 had a relatively lightweight V6 unit somewhat inspired by the (also) legendary Rover V8. It was a promising engine for Rover, but Group B rallying was banned in 1986 after a series of accidents, and the 6R4 and its engine became essentially redundant. Jaguar took the 6R4 V6 and thoroughly reworked it, adding twin turbos in the process, giving about 542 horsepower. It was arguably a better engine than the V12, but people were expecting a V12 and not a V6. In addition, one other major change were the door – the scissor doors were dropped in favour of more conventional ones, and the car moved to a simpler rear-wheel-drive configuration. Many customers were very unhappy, and these changes plus a recession in the early 1990s led to many cancellations.
The XJ220 was extremely aerodynamic, including the underneath of the car. Body panels and the chassis were made from aluminium. Advanced technologies could be found everywhere from the braking system to the transmission… Jaguar were not short changing customers on kit. Being a Jag, the inside was a lovely place to be. Top speed was around 212 MPH, not quite as much as the 220 in the name, but nonetheless blisteringly fast.
|The XJ220 concept had a massive V12 engine, the production car a more compact V6|
The bad points? Well, it was more than two metres wide and lacked power steering and ABS, so it wasn’t much fun as a daily driver. There was also limited luggage space (despite the huge size) making it impractical as a grand tourer as well.
It wasn’t a sales success – Jaguar had never intended it to be a high-volume car, but with just 281 built they fell short of their targets. It did help to raise Jaguar’s profile as a sports car manufacturer, but ultimately the XJ220 was a little too flawed and compromised. The XJ220 was in production for just two years – and Jaguar never made another production car that was anything like it afterwards.
At around the same time, McLaren were developing their first road car around similar themes. A bit more expensive than the XJ220 at £540,000 (in 1992 money), the McLaren F1 wasn’t saddled with the compromises that the Jaguar possessed. The F1 was powered with a normally aspirated (i.e. not turbocharged or supercharged) V12 like the XJ220 concept. McLaren chose the normally aspirated route for reasons of control and predictability – early 1990s turbochargers gave uneven power and suffered from turbo lag, so a normally aspirated engine was much smoother. McLaren shopped around for a suitable V12 eventually settling on a power plant made by BMW.
|The McLaren F1 would look fast parked up in Sainsbury's|
The body of the F1 made extensive use of carbon fibre, except for the engine bay which has gold foil acting as a heat shield. A combination of other lightweight and strong materials are found throughout the car, including magnesium, Kevlar and titanium. The whole body shape produces downforce rather than having a fat spoiler, but one clever trick was the introduction of two fans in the base of the car with both produced extra downforce and cooling at the same time. The top speed? The McLaren F1 was (and still is) the world’s fasted normally aspirated car with a top speed of 240 MPH.
|The McLaren F1's three seats practically make it an MPV|
Inside the F1 is highly unusual, featuring three seats – the driver sits in the centre and slightly in front of the two passengers either side in the rear. Entrance to the cabin was through the dihedral (scissor-like) doors, something the XJ220 sorely lacked. Luggage compartments are hidden around the car, although best used with the proprietary matching bags. The F1 also included air conditioning and a number of other aids to make it usable on the roads, transforming the F1 into an almost practical grand tourer as well as a sports car. It wasn’t designed as a track car, but it was pretty good at that two with race variants such as the F1 GTR being made.
|The McLaren F1 looks purposeful from the back as it disappears over the horizon|
However, despite the advanced engineering, only 106 cars were produced (including prototypes). McLaren did turn a modest profit on the F1 during the six years of production, ending in 1998. McLaren didn’t build another road car until 2011. Nonetheless, the F1 was an engineering success and it didn’t make the compromises that the XJ220 did.
Today a McLaren F1 is worth around £16 million, but an XJ220 is only worth about £450,000 – about the same as it was new in actual pounds, but adjusted for inflation the XJ220 cost around £1 million when new. According to collectors at least, the F1 is a far more desirable car.
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