, it was slower than the Bugatti EB 110 at the same event and the Ruf CTR tested there in 1987. The V64V engine had the additional benefit of being very economical for such a powerful petrol engine, according to Jaguar it was capable of achieving . In contrast, the Jaguar saloon having the smallest engine of the time, the XJ6 3.2 could only achieve around . The Engine was manufactured and built at the new purpose built facility in Kidlington, Oxfordshire. TWR invested heavily in a state of the art machining facility capable of servicing all of its race and road car projects. The facility was initially setup to produce the XJ220's engine under Simon Lockwood, an ex-March Engineering suspension specialist. Transmission All-wheel drive was decided against early in the development process, for a number of reasons. It was thought rear-wheel drive would be adequate in the majority of situations, that the additional complexity of the four-wheel drive system would hinder the development process and potentially be problematic for the customer. FF Developments were contracted to provide the gearbox/transaxle assembly, modifying their all-wheel drive transaxle assembly from the XJ220 concept into a pure rear-wheel drive design for the production car. The transaxle featured a viscous coupling limited slip differential to improve traction. The transmission featured triple-cone synchromeshing on first and second gears to handle rapid starts, whilst remaining relatively easy for the driver to engage and providing positive feel. AP Racing provided an diameter clutch. Exterior The exterior retained the aluminium body panels of the XJ220 concept, but for the production cars Abbey Panels of Coventry were contracted to manufacture the body shells. The scissor doors were dropped for the production model and significant redesign work was carried out on the design when the wheelbase and overall length of the car was altered. Geoff Lawson, Design Director at Jaguar at the time, took a greater interest in the car and insisted the design had to be seen to be as a Jaguar if it were to be successful in promoting the company. Keith Helfet returned to undertake the necessary redesign work mandated by the change in the wheelbase, which was reduced by . The turbocharged engine required larger air intakes to feed the two intercoolers. Situated between the doors and the rear wheels, the air intakes were larger on the production version of the XJ220 than on the concept