Following Jaguar's success at Le Mans, he enlisted Peter Stevens to develop a road-going version of the XJR-9,[3] originally designated the R-9R.

Original owners included Derek Warwick, Bob Wollek, Vern Schuppan, Matt Aitken, Andy Evans and the Sultan of Brunei.

The first prototype was held up by Le Mans preparations but it was ready for Tom (Walkinshaw) to drive when he came back from France in July 1990".

TWR explicitly developed the XJR-15 as a road-going racing car, in the mould of the Jaguar C and D types, the Ford GT40 and the Ferrari 250 GTO.

Front suspension consists of wide-based wishbones and working push-rods to spring damper units mounted horizontally across the centre of the car.

The ride height was somewhat higher than required to take full advantage of under-body aerodynamics due to the road going nature of the car.

Additionally, the suspension was softer than would be found on the XJR-9 racer and - in a last-minute deal - Tom Walkinshaw switched tyre suppliers from Goodyear to Bridgestone just before the race series started.

However, once accustomed to the characteristics, he went on: "Through the very tight chicane, the XJR-15 showed excellent change of direction and I was able to pick up power early for the long right hander leading up to Beckett's.

Ian Kuah, writing in World Sports Cars in 1992:[7] "Considering its racing pedigree, ride quality is pretty good - at low speeds, better than a Ferrari 348...Levels of grip are far beyond those transgressed by any sane man, except perhaps when exiting a tight corner in a low gear when the sheer grunt pushing you through can persuade the huge Bridgestones to relinquish some grip.

When it comes to stopping, the huge AP Racing brakes - with softer pads for road use - wash off speed with steely determination."

Ron Grable, the racing driver, writing in Motor Trend in May 1992:[8] "As the engine sprang into a muted rumbling idle, it was impossible to keep from grinning.

At stake for the winners of the first two rounds were a pair of Jaguar XJR-S road cars whilst at the Spa finale there was a US$1m winner-takes-all prize fund.

Derek Warwick emerged on top of the timesheets in qualifying followed by Armin Hahne, Jim Richards, David Brabham and Davy Jones.

Rounding out the top ten were Bob Wollek, Tiff Needell, John Nielsen, Ian Flux and Juan Manuel Fangio II.

This allowed Warwick to open up a four-second gap from Brabham, Jones and Fangio before losing it all after locking up into the swimming pool.

With the first race having enthralled the crowd yet passed without any major incident, hopes were high for another great spectacle at Silverstone.

This left Euser back in the lead but his bonnet was gradually working loose which forced him to miss the apex at Beckets resulting in a spectacular 120 mph (190 km/h) spin.

By lap six Euser's charge back to contention suffered another setback when he hit David Leslie at Priory, both cars spinning as a result.

At the front, Fangio took the lead when Flux missed a gear at Club and dropped to second ahead of Wollek and Win Percy.

Qualifying saw Euser on pole followed by Brabham, Warwick, Hahne, Percy, Will Hoy, Wollek, Leslie, Thierry Tassin and Flux all in the top ten.

However, only fourth place Hahne and newcomer Tassin had saved a spare set of fresh tyres for race day.

The rolling start went off without a hitch until Brabham had a big moment at the top of Eau Rouge dropping from second to seventh in the process.

There was plenty of action going on behind though, John Watson losing it at the end of the main straight, flying off the track backwards at 140 mph (230 km/h) and collecting Needell in the process.

[17] When interviewed by Autosport in February 2012 for 'Race of Your Life', Armin Hahne chose his XJR-15 win at Spa as career-highlight: "I qualified second to Warwick in Monaco but half-spun on oil while chasing him, so fell to fifth.

TWR used the middle-section of the XJR-15's tub - the cockpit and greenhouse - for the R390, however the R390 used revised rear and front ends, a wider overall chassis, and a different suspension for better handling, as well as a new exterior design, and - obviously - a Nissan rather than a Jaguar engine.

On 6 June 1999, the Aston Martin Owners Club ran the first ever Historic 'Group C' invitation race at Donington Park in the UK.