It was not until 1995 that the first Mk III was completed, but the construction of further cars allowed a variety of teams to campaign in several North American and European racing series, including competing at the 24 Hours of Le Mans.

In 1999, Riley & Scott evolved the Mk III's designs in order to adapt to the newer Le Mans Prototype (LMP) regulations which were now used in several series.

An all-new third design officially known as the Mark III Series C debuted in 2001 as the final variant developed by the company before they moved on to other programs.

During that same year, Dyson Racing contracted Riley & Scott to aid in improving the team's current WSC car, a Spice DR3 chassis with a Ferrari engine.

[1] Bill Riley's redesigned Mk III was simpler in its design, allowing more variety for customers, as well as a low cost.

The redesigned carbon fiber and kevlar bodywork of the Mk III was developed by aircraft designer John Roncz, who assisted Bob Riley in using early computational fluid dynamics programs to refine the aerodynamics of the new car.

On the sidepods several square holes were created in order to allow teams to adjust their cooling and aerodynamics dependent upon engines used, circuits and conditions.

Riley & Scott had ended their progressing development of the Mk III during the 1999 season, in part due to the company being contracted by General Motors (GM) to construct a Le Mans Prototype for their Cadillac brand.

[5] An evolved Riley & Scott-built Northstar LMP design appeared in 2001 but the company was not contracted to build the 2002 version of the car.

[7] Also shared with the Mk III was the use of a steel tube frame and carbon fiber chassis, rather than the all-carbon monocoque used by the Northstar LMP.

The exits for the radiator were also designed to run the full width of the nose, although the openings were now slimmer than they had been on the Mk III.

A new addition was further ducting located on either side of the cockpit designed to allow air from the front diffuser to exit upwards and over the top of the bodywork.

The team's drivers set the fourth fastest time, behind a trio of Ferrari 333 SPs but ahead of the brand two new Porsche WSC-95 prototypes.

[11] For the race itself Rob Dyson, James Weaver, Scott Sharp and Butch Leitzinger were assigned to the car and successfully qualified sixth.

General Motors instigated the use of Oldsmobile Aurora V8s by the Riley & Scott-backed Doyle Racing[14] and Dyson returned with their two entries.

[26] Riley & Scott launched their revised Series 2 Mk III in 1999 and the company immediately returned to victory, winning the 24 Hours of Daytona for the third time in four years.

[1][21] The IMSA GT Championship had also recently ceased to exist but had since been replaced by the American Le Mans Series (ALMS) for 1999.

[28] The rest of the ALMS season was dominated by the BMW and Panoz entries, but consistent finishes for Dyson Racing allowed Elliot Forbes-Robinson to win his second Drivers Championship of 1999.

[32] In 2000, Riley & Scott's attention moved from the Mk III to their new Cadillac Northstar LMP program in partnership with General Motors.

[34] In the ALMS, Dyson chose not to return, leaving the German Pole Team as the sole Riley & Scott entrant over the year.

Robinson's damaged Mk III C was able to be repaired in order to make its race debut at the last event of the season, finishing in third place.

[1] Dyson's choice to return to the older car did not however hinder their performance, as the team was winning races once again in the Rolex Series, earning four straight in the middle of the season.

Intersport Racing ran alongside newcomer Autocon Motorsports, with the latter finishing the 12 Hours of Sebring in seventh place.

The nose of the Rafanelli Mk III featured a subtle curve, blending into the horizontal splitter, rather than the static angle used on the standard car.

[49] Rafanelli's Mk III competed throughout the entire 1999 American Le Mans Series season, earning a victory at the Grand Prix of Atlanta.

Italians Paolo Radici and Fabio Montani initially founded the Target 24 squad in 1996, campaigning one of the original Mk III chassis that same year.

When the Mk III C debuted in 2001, Robinson Racing was amongst the first customers, purchasing chassis #001 and entering it in the Rolex Sports Car Series with a Judd powerplant.

As part of Mills' design, the front end of the car was replaced with entirely new bodywork attempting to resolve two problems.

Instead of exiting out of the back of the car, the exhaust was now ejected vertically from towers attached to the front of the rear wheel arches.

[40] After 2002 the SRP class no longer competed in the Rolex Sports Car Series and Robinson's Mk III C was retired from competition.