Chassis TWR-J12C-891

£ POA

4th at Le Mans, 2nd at Daytona and 4th at Sebring - three outstanding results for this Jaguar XJR-12, one of the defining Group C cars of its era. Finished in iconic Silk Cut livery, this highly competitive example remains a leading contender in historic racing and is eligible for the world’s premier events, including the upcoming Le Mans Classic Legend.

Overview

Works Jaguar XJR-12 built specifically for the 1991 24 Hours of Le Mans and one of just four examples constructed around a new carbon-fibre chassis
Finished 4th overall in the 1991 24 Hours of Le Mans, driven by Le Mans winners Derek Warwick, John Nielsen and Andy Wallace
Finished 2nd overall and 1st in class at the 1992 24 Hours of Daytona, and 4th overall at the 1992 12 Hours of Sebring
Presented in its 1991 Le Mans specification and equipped with Jaguar’s glorious 7.4-litre naturally aspirated V12, producing approximately 750bhp
Comprehensive mechanical rebuild completed in 2025 by renowned British specialists Scott Sport, including a gearbox refresh and full engine rebuild by Nicholson McLaren, both with zero hours since completion
Well established in historic racing and a multiple Le Mans Classic participant, claiming pole position and fastest lap in the 2018 edition
Eligible for a wide range of premier historic events and series, including the upcoming 2026 Le Mans Classic ‘Legend’ (Plateau 7), Peter Auto Group C, Masters Group C, the Monterey Motorsports Reunion at Laguna Seca, Sebring and Daytona Classics and more

Chassis J12C-891 claimed 4th overall in the 1991 24 Hours of Le Mans

David Brabham en route to 4th overall in the gruelling Sebring 12 Hours

Taming the fearsome banking to claim 2nd overall in the 24 Hours of Daytona

Le Mans winner Andy Wallace at the wheel of TWR-J12C-891 at Le Mans in 1991

DETAIL

Following a three decade-long hiatus from top level sports car competition, Jaguar made a spectacular return to endurance racing during the second half of the 1980s, with the TWR built XJR Group C cars. By 1987, Tom Walkinshaw Racing’s design had evolved into the V12-powered XJR-8, an all conquering World Sports Car Championship-winning machine.
In 1988, the XJR-8 won the 24 Hours of Le Mans and once again claimed the championship title. In 1990 the British marque claimed yet another Le Mans victory, this time with the magnificent XJR-12 which became an era-defining car.
These Tony Southgate-designed machines, emblazoned in their iconic ‘Silk Cut’ liveries were a mix of the future and the past, combining state of the art aerodynamics and carbon-fibre composite monocoque chassis with the proven and trusted 7.4L twelve-cylinder engine at the back.
With the C-Type and subsequent D-Type, Jaguar had scored five outright wins at Le Mans during the 1950s, firmly establishing themselves as one of the world’s leading sports car manufacturers. After this successful period, Jaguar left racing to their customers until Tom Walkinshaw Racing took the V12-powered XJ-S into Group A Racing in the early 1980s. Developed by TWR with backing from Jaguar, these touring cars were hugely successful, with victories at events like the Spa 24 Hours and Bathurst 12 Hours.
Considering Jaguar's rich Le Mans history, moving to sports car racing was a natural next step for the TWR Jaguar program. This required the construction of a brand new prototype racer, built to the latest Group C regulations. For this, TWR called in the help of highly experienced designer Tony Southgate, who had previously been responsible for a wide variety of successful competition cars such as the Lola T70, the BRM P160 F1 car and the Can-Am winning Shadows. Southgate was also one of the founders of the Arrows F1 team and designer of the C100 Group C car for Ford.
The original TWR Jaguar Group C car was dubbed the XJR-6 and debuted late in 1985, featuring a bespoke carbon-fibre composite monocoque chassis with full ground-effect aerodynamics. At the front, push-rod actuated in-board suspension permitted wide, uninterrupted ground-effect tunnels, with the springs and dampers at the rear mounted vertically next to the uprights. The XJR-6 was clothed in a slab-sided composite body that was originally painted British Racing Green before the striking purple and white colours of main sponsor Silk Cut began to adorn the cars.
Carried over from the XJ-S program was the production-based V12 engine which had originally been developed during the 1970s and boasted aluminium cylinder heads with overhead camshafts. Used as a stressed member of the XJR’s chassis, Jaguar’s V12 would prove to be a hugely successful, reliable and fuel-efficient engine, first coming into service in 1986 as a 6.2 litre version, but being bored-out to 7.4 litres by 1991.
Over the years, the Tony Southgate design received other upgrades to improve performance and match rival teams like Porsche and Sauber-Mercedes. The first major evolution was the XJR-8, which dominated the 1987 World Sports Car Championship. The following year, Porsche's stronghold at Le Mans was also finally broken with the XJR-9. In an attempt to improve one-lap performance, the twin-turbo V6-engined XJR-11 was also introduced in 1989, although it would never be considered reliable enough to compete in the toughest endurance events on the calendar.
Having missed out on another Le Mans win in 1989, TWR Jaguar opted to create one more evolution of the tried and trusted design for 1990 before the new 3.5L regulations came into effect. Two new XJR-12s debuted at the Daytona 24 Hours, which were effectively upgraded XJR-9s. The new design proved to be highly efficient, as was underlined by Davy Jones, Jan Lammers and Andy Wallace’s performance in Florida, scoring an outright victory at the car’s debut. After a podium finish at Sebring, the cars’ next outing came at the 24 Hours of Le Mans. Four XJR-12s were entered and two finished, scoring a fantastic one-two victory for the British manufacturer.
For the 1991 season, the XJR-12 was again used exclusively in the three major endurance races. Four chassis were entered in the 24 Hours of Le Mans, powered this time by the latest 7.4-litre V12 engine, which was rated at 750 bhp in period. Three cars used existing chassis, while the fourth car to be driven by Derek Warwick, John Nielsen and Andy Wallace was brand new. 1991 was the first year for Group C’s new 3,5 litre regulations, with the ACO rule book heavily favouring this new generation of Group C cars, leaving Jaguar on the back foot. The team nevertheless performed formidably, finishing second, third and fourth overall behind the much lighter Mazda 787B but in front of the mighty Mercedes C11s. The XJR-12s would continue to race in the USA at Daytona and Sebring in 1992 and 1993 scoring a class win at Daytona as late as 1993.
One of just four XJR-12s built around new carbon-fibre monocoques, chassis 891 was constructed in May 1991, specifically for the 1991 24 Hours of Le Mans. Finished in an updated, two-tone purple version of the familiar Silk Cut livery, the car was entered at Le Mans with number 33. Entrusted with driving duties were three highly accomplished TWR Jaguar and Le Mans stalwarts: Derek Warwick, John Nielsen and Andy Wallace. Nielsen and Wallace had both already won Le Mans for Jaguar and former Formula 1 racer Derek Warwick would also go on to win Le Mans outright with Peugeot the following year.
The TWR Jaguar team faced an unprecedented battle that year though, as the revised regulations favoured the all-new 3.5-litre engined Group C cars by applying weight penalties to the other designs. The team nevertheless preferred using the 7.4-litre V12 to propel the XJR-12 rather than the all new 3.5-litre V8-engined XJR-14, which was as yet unproven over a 24-hour distance. Featured on the official poster, one of the XJR-14s was entered to meet the World Sports Car requirements but was withdrawn after qualifying. With the first ten spots on the grid reserved for 3.5-litre cars, Jaguar opted not to push the four V12-engined cars too hard in qualifying, concentrating their efforts on the race.
Chassis 891 therefore qualified in 18th, but started the race in 24th, due to the revised regulations. The number 33 car started the race cleanly, with only a spin from Warwick during the evening slowing down their progress. During the night, a loss of fuel pressure forced chassis 891 into the pits for repairs, with a disconnected fuel pump plug being diagnosed as the issue. Despite these trials, the crew of car 33 continued to fight on valiantly for 24 hours, finishing a brilliant 4th overall.
Over the subsequent winter, chassis 891 was rebuilt to XJR-12 D specification, including the installation of a 6.5-litre V12 engine to meet the stricter IMSA regulations. Finished in Bud Light colours, the car was entered in the 1992 Daytona 24 Hours for Davy Jones, Scott Pruett, David Brabham and Scott Goodyear. Starting seventh on the grid, they had a great race and finished second overall and first in the GTP class. Chassis 891 would then be pressed into service once again for the 1992 12 Hours of Sebring. Driven by Davy Jones and David Brabham, they would guide the car to a fine fourth overall at the most gruelling circuit on the calendar.
Having never finished outside the top four, chassis 891 was retired to the TWR museum at the end of the 1992 season, remaining there until 2003 when it was sold and restored to its 1991 24 Hours of Le Mans specification. Following its restoration, the car was campaigned regularly in historic Group C races, including the Group C support race to the 2004 24 Hours of Le Mans, piloted by Graham Hathaway,
In the late 2000s, chassis 891 was acquired by noted historic racer Peter Garrod. Garrod brought the car back to Le Mans once again, to race in the Group C support race of the 2014 edition of the twice-round-the-clock race. In 2015, it was demonstrated during the Goodwood Members' Meeting, as part of a demonstration celebrating Group C cars. Our vendor acquired the car in 2017, entering it into a variety of historic Group C races, including the 2018 and 2023 editions of Le Mans Classic - in the former of which the car scored a superb pole position and fastest lap. In 2019, chassis 891 also contested Peter Auto’s Dix Mille Tours at Paul Ricard.
In 2025, chassis 891 was entrusted to highly regarded British specialists Scott Sport for a full refurbishment including crack testing, gearbox rebuild and a full engine rebuild by Nicholson McLaren. Having not been used since the car is now offered with zero hours on both engine and gearbox.
A Le Mans-winning, adorned by the iconic Silk Cut livery and running Jaguar’s fire-breathing 7.4 litre V12 engine, the Jaguar XJR-12 is celebrated among the greatest Group C cars of the era. Chassis 891, with its superb results from the three toughest, most prestigious races on the calendar, is an outstanding example of this decorated warrior and offers its next custodian a ticket to some of the finest historic racing events on both sides of the Atlantic, not least of which the upcoming Le Mans Classic ‘Legend’.
Technical Passport:
No technical passport
Crack Testing: Last completed in May 2025
Engine Life:
Last rebuild performed by Nicholson McLaren at the end of 2025. The engine has 0 km of running since it was rebuilt. Nicholson McLaren recommends that the engine be rebuilt every 3000 km.
Gearbox:
Last rebuild performed by JP Raceshop at the end of 2025, zero hours use since.
Fuel Cell Certification:
Date of expiry: July 2029
Seatbelts:
Date of expiry: 2028
Fire Extinguisher:
Requires service
- Category: Group C
- Chassis: Carbon-fibre monocoque
- Engine: Jaguar V12, 7,400cc, 24-valve, single overhead cam, naturally aspirated engine, producing in the region of 750bhp @ 7200 rpm in period
- Gearbox: TWR 5-speed manual
- Front suspension: Push rod, upper and lower wishbones, coil springs over Koni dampers
- Rear suspension: Magnesium alloy uprights, upper and lower wishbones, steel coils over Bilstein dampers
- Electronics: Motec
- Brakes: Ventilated carbon ceramic discs, all-round
- Weight: Circa 900 kgs
- Tyres: Avon slicks/wets
Le Mans Classic Legends - Plateau 7
Newly announced, Le Mans Classic Legend will alternate with Le Mans Classic Heritage each year, focusing on cars that competed between 1976 and 2015. The first edition is to take place in 2026 and is set to carry on the legacy of one of historic racing’s most prestigious events.
Le Mans Classic Series - Group C
For Group C cars constructed between 1982 and 1993, Peter Auto’s historic Group C Grid visits some of Europe’s most revered circuits, including Barcelona, Spa and Imola.
Masters Group C
Masters’ Group C series caters for Group C cars constructed between 1982 and 1993and visits superb circuits, including Paul Ricard and Monza.
Monterey Motorsports Reunion - Hurley Haywood Trophy
This annual event takes place during the iconic Monterey car week at the world-renowned Laguna Seca circuit and hosts a variety of races, including the Hurley Haywood Trophy for Group C and GTP cars between 1981 and 1991. The next event takes place in August 2026 and can be combined with the ‘Pre-Reunion’ event one week prior for those seeking the ultimate itinerary from their visit to this glorious corner of California.
HSR Group 6 - Including Daytona and Sebring Classics
For IMSA GTP & Group C cars, HSR’s Group 6 holds a full calendar of events in the United States. Among these events are two of the premier events for historic endurance competition, which are HSR Classic Daytona in November and HSR Classic Sebring 12 Hour in December.
The car is accompanied by a useful spares package, including two spare sets of wheels with tyres.
Full list available upon request.
Car Location: The car is located at our Petersfield showrooms in Hampshire, United Kingdom, where viewings are welcome by appointment.
Taxes: UK

Video

Jump onboard J12C-891 with Alex Müller on a qualifying around the Circuit de la Sarthe, where the car claimed pole position in 2018 at Le Mans Classic.