The project originated in 1994 when Tony Dowe, boss of TWR USA, was tasked by Tom Walkinshaw with securing a racing program or facing closure of the business. Utilizing an existing XJR-14 chassis, Dowe approached Porsche Racing USA, leading to a technical partnership with Alwin Springer. The car was not a factory-backed Porsche effort, but received approval from Porsche and incorporated their expertise and, crucially, their engine.
Designed to meet the regulations of the International Motor Sports Association (IMSA) World Sports Car (WSC) series, the chassis – XJR-14 number 691 – was re-engineered by David Fullerton and further modified by Porsche. The engine chosen was the Porsche Type-935 turbocharged Flat-6, originally used in the Porsche 956 during the 1980s. While Porsche’s 911 GT1s employed a 3.2 Litre engine, the WSC-95 utilized a smaller 3.0 Litre version, offering improved fuel economy beneficial for endurance races.
Mario Andretti and Hans-Joachim Stuck were signed as drivers, and the car underwent a shakedown before the 1995 24 Hours of Daytona. However, changes to the IMSA WSC regulations prior to the 1995 season led Porsche to cancel the project, and the car was shelved. In February 1996, Reinhold Joest of Joest Racing persuaded Porsche to release the prototype to his team for the 24 Hours of Le Mans. With Porsche’s approval, Joest secured funding to construct a second car and modify both to meet Le Mans Prototype (LMP1) regulations, with Porsche providing development assistance in exchange for payment.
Following the WSC-95’s successes at Le Mans in 1996 and 1997, Porsche took over the project. Both chassis received significant bodywork revisions, including a raised nose and repositioned air intakes, necessitating the removal of a scoop underneath the rollbar. Side designs were also altered, covering radiator vents and rearranging exhaust outlets. The Type-935 Flat-6 engine was upgraded to 3.2 Litres. The cars were then officially designated as Porsche LMP1-98s.
Joest Racing completed the two WSC-95s in time for the Le Mans test session in May, where they set the fifth and tenth fastest times, surpassing the factory Porsche 911 GT1s. At the 1996 24 Hours of Le Mans, the #8 car qualified in pole position, with #7 in seventh, though the 911 GT1s qualified fourth and fifth. During the race, the #7 WSC-95 led for most of the event, closely pursued by the factory 911 GT1s. The #8 entry, driven by Didier Theys, Michele Alboreto and Pierluigi Martini, experienced mechanical failures after a collision. The #7 car, piloted by Davy Jones, Alexander Wurz, and Manuel Reuter, ultimately won, finishing one lap ahead of the leading Porsche 911 GT1. The WSC-95 demonstrated lighter tyre wear than its GT1 competitors, enabling it to extend its lead by changing tyres less frequently.
Joest Racing initially planned to run the car only at Le Mans in 1996, but decided to compete in the inaugural International Sports Racing Series event at Donington Park in 1997, where the car secured a dominant victory. Returning to Le Mans, the WSC-95 again claimed pole position, facing competition from the Porsche 911 GT1s, McLaren F1 GTRs, and Nissan. The #7 entry, driven by Michele Alboreto, Stefan Johansson, and Tom Kristensen, won the race by a single lap, marking Kristensen’s first of a record nine Le Mans victories.
Recognizing the potential of the WSC-95, Porsche further developed both chassis into the LMP1-98. However, Porsche, Nissan, Toyota, Mercedes-Benz, and BMW were all simultaneously improving their respective prototypes. The LMP1-98s, still run by Joest Racing, struggled to maintain their pace against the new competition, achieving a best qualifying position of ninth. During the 1998 24 Hours of Le Mans, one car retired after 107 laps due to electrical issues, while the other was forced to withdraw after 218 laps following bodywork damage from a spin.
For a final race appearance, an LMP1-98 competed in the inaugural Petit Le Mans in the United States. Alongside a Porsche 911 GT1, both cars showed strong pace, but the LMP1-98 finished second, losing to a Ferrari 333 SP by a narrow margin after ten hours of racing.
24 Hours of Le Mans results
Chassis history
WSC-95 #001
1996 24 Hours of Le Mans #7 - Winner
1997 ISRS Donington Park #7 - Winner
1997 24 Hours of Le Mans #7 - Winner
1998 24 Hours of Le Mans #7 - DNF
1998 Petit Le Mans #77 - 2nd
WSC-95 #002
1996 24 Hours of Le Mans #8 - DNF
1998 24 Hours of Le Mans #8 - DNF