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After a few seasons spent across the Atlantic in IMSA racing, Jaguar decided to return to the international sportscars championship, three decades after the C-Type dominated the racing scene. For 1987, Tony Southgate refined its original design into the new XJR8, powered by a V12 enlarged to a whopping 7.0-litre displacement. Dominated during the early season, Porsche鈥檚 works team would withdraw, a move that paved Jaguar鈥檚 path to success. The British team won 8 of the 10 world championship鈥檚 events, clinching both the manufacturers鈥?and drivers鈥?crowns, the latter being worn by Brazilian Raul Boesel. Triumph wasn鈥檛 complete though, as Jaguar failed to win to most prestigious event of the season, the Le Mans 24 hours. With Porsche鈥檚 ageing 962, now in the hands of private teams, facing a brand-new XJR9, 1988 should have been an easy year for Jaguar. This would have happened without the new Sauber C9, fitted with its tremendous turbocharged 5.0-litre Mercedes-Benz engine. Out of 11 events, 6 went to Jaguar and 5 to Sauber, which was enough for the British team to retain its title. Furthermore, it won Le Mans, for the first time in thirty-one years.
For this particular event, nothing had been let to chance, TWR even developing a special 鈥淟M鈥?low-drag version. After two great years, things would turn sour in 1989. Sauber鈥檚 C9 was now fully developed, while the 962 recovered some of its competitiveness. It was the XJR9鈥檚 turn to play the ageing contender from which the title would be disputed. Juggling with the ever-changing regulations of the time - Max and Bernie had launched their onslaught on sportscars racing - Jaguar introduced a new XJR14 for 1991. Tony Southgate鈥檚 failures brought his replacement by Ross Brawn. No more effort was made to develop an in-house engine, and power now came from a normally-aspirated 3.5-litre Cosworth engine. Sauber was still there, but a new challenger had seen light: Peugeot. The latter took a thundering start by winning at Suzuka, but its fragile 905 still needed development. The title was closely contested, but Jaguar prevailed. At Le Mans, on a track that now included the infamous chicanes on the Mulsanne straight, courtesy of the aforesaid evil pair, Jaguar entered the XJR12 with its reliable 7.4-litre V12, but victory went to Mazda. A correct model which suffers from the lack of tobacco sponsorship.
This car is more than a commitment to the racetrack, it is a declaration of addiction to motorsport. The new 718 Cayman GT4 Clubsport. Featuring a 6-speed gearbox with a dual-clutch transmission, drivers can shift gears in the blink of an eye and keep power to the engine for increased acceleration. Buyers will have the option of choosing between the Competition model which features three-way shock absorbers that are adjustable and the Trackday model which features non-adjustable racing shock absorbers. Described by Porsche as a 鈥渢urnkey race car鈥? the 2019 718 Cayman GT4 Clubsport is ready to compete. Porsche designed the new Clubsport to allow the driver to have a direct connection to the track and keep the driving experience focused and uncompromising. There鈥檚 no need do any engine modifications to the new Clubsport; it鈥檚 simply ready to race. The minimalistic cockpit design is entirely focused on the driver, making the GT4 Clubsport more of a professional racing car than just a mere sports car. With an emphasis on the handling and feel of the road, Porsche鈥檚 718 Cayman GT4 Clubsport is available to order but doesn鈥檛 have set pricing yet. We鈥檒l know more in the coming weeks when we can expect the Clubsport and at what cost.
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