Tom Walkinshaw Racing

TWR had continued to achieve racing success with other manufacturers, notably winning Le Mans again in 1996 and 1997 in a Porsche-powered WSC-95.

Ryan Walkinshaw has since built a business employing 1500 people that builds a wide range of specialist vehicles including models for five global OEMs.

[2] TWR started by modifying BMW 3.0 CSLs, but soon was contracted to head Mazda's works program in the British Touring Car Championship.

The series started in 1985 with XJR-6 (Group 44 used the XJR-5 and XJR-7), designed by Tony Southgate, with a chassis built from carbon-fibre and power provided by a highly tuned Jaguar V12 engine.

In 1991, in parallel with production of the XJR-14, TWR also developed the £500,000 XJR-15 for a select group of customers, based on the Le Mans winning XJR-9.

[3] In the 1998 24 Hours of Le Mans, Nissan was able to achieve considerable success with all four of their cars finishing the race, placing 3rd, 5th, 6th, and 10th overall.

[4] During this period, TWR worked with many of the world's leading drivers, including Win Percy, Martin Brundle, John Watson, Armin Hahne, Steve Soper, Jeff Allam, John Goss, Jean-Louis Schlesser, Gianfranco Brancatelli, Denny Hulme, Raul Boesel, David Coulthard, Jan Lammers, Johnny Dumfries, Larry Perkins, Patrick Tambay, David Leslie, Andy Wallace, John Nielsen, Davy Jones, Alexander Wurz, Manuel Reuter, Derek Warwick, David Brabham, Michele Alboreto, Stefan Johansson, Denis Lian, Tom Kristensen amongst others.

Raul Boesel (1987), Martin Brundle (1988) and Teo Fabi (1991) each won the WSCC Driver's Championship, driving for TWR-Jaguar.

TWR secured victory at Le Mans in 1988 for Andy Wallace, Johnny Dumfries and Jan Lammers; in 1990 for Brundle, Nielsen and Cobb; in 1996 for Davy Jones, Alexander Wurz and Manuel Reuter and in 1997 for Michele Alboreto, Stefan Johansson and Tom Kristensen.

At first, Walkinshaw became Benetton's engineering director, and was instrumental in developing the car that took Michael Schumacher to his first World Championship title in 1994.

The TWR technical centre at Leafield was sold and would later become the headquarters of the now defunct Super Aguri F1 and later Caterham F1 teams.

Following TWR's success with Jaguar at Le Mans in 1988, Tom Walkinshaw had been pressed by a number of wealthy enthusiasts to build them a road legal version of the XJR-9.

TWR's final fully developed road car was the XJ220S, limited edition racing version of the XJ220, built between 1996 and 1997.

TWR took the standard XJ220, lightened it considerably by fitting carbon-fibre bodywork, an aerodynamic body kit, (derived from the XJ220C racing car) and stripping out the interior.

Basing his company in England to take advantage of the Formula 1 industry, Roberts enlisted Tom Walkinshaw Racing to help develop a three-cylinder two-stroke engine.

This partnership was responsible for the 850 Estate racing car, which was only rendered uncompetitive when the FIA allowed the use of aerodynamic aids in 1995.