 |  |  |  |  |
 |
2009 Lola B09/60 news, pictures, and information | ||
| Tweet | ||
In the lead-up to the 2008 season interesting rule changes made the way for Aston Martin to return to prototype racing as an engine supplier. Le Mans Series organizers announced it would allow engines used in the GT1 category to be used in prototypes. Another intriguing, and important rule change, was the inclusion of larger air-restrictors for production-based engines. This meant an increase of 50 hp for Aston Martin's 6.0-liter V12 engine. These rule changes cleared the way for Aston Martin to announce its return before the 2008 season.
The next step Aston Martin had was finding a suitable chassis in which to house its large engine. Aston Martin's production-based engine was heavier, taller and longer than custom-built racing engines, so finding a suitable car in which it could be housed was not exactly easy.
Aston Martin looked within the country and approached Lola Cars International about using their B08/60 LMP1 design. Of course, the last time the two paired together to prepare a Le Mans challenger it ended in a huge embarrassment, but both the engine and the chassis were tried and tested for the 2008 season.
Entered under the name Charouz Racing System Aston Martin Racing, the Aston Martin-powered Lola B08/60 finished 9th overall at the 2008 24 Hours of Le Mans. Besides the 9th place finish at Le Mans, the Charouz Racing System, Aston Martin-powered, Lola finished 3rd at the 1,000km of Catalunya, 5th at the 1,000km of Nurburgring and 2nd at the 1,000km of Silverstone. All-in-all, the team finished 5th in the championship in 2008.
Leading up to the 2009 season, Aston Martin announced it would form its own team to race in the LMP1 category. Once again, Aston Martin Racing turned to Lola. In turn, Lola co-developed the car with the assistance of Prodrive. What would result from the amalgamation of Aston Martin, Lola and Prodrive would be the best petrol-powered competitor the diesels had had to face.
The influence of the Lola's B07 and B08 chassis is recognizable but very well blended into the '09 car. The 2009 car design is a bit more reminiscent of the Group B days of old. Airflow at the very front of the car is very clean. The front splitter features a step-up in its design to allow airflow underneath the car and out the diffuser at the back.
Reminiscent to the B08 Lola chassis, what was dubbed the B09/60, features a raised nose, but that is incorporated with other venting at the nose of the car, not for the purpose of housing headlights.
The front wheel fairings are contoured in from the sides and makes for a very narrow leading edge of the fairing. Being pulled in from the sides, and yet, contoured outward to conceal the front tires, the front wheel fairings makes room for additional wing elements to be added to help with downforce and handling. Unlike the sweeping, ski-jump-like leading edge of the B08, the new chassis's leading edge of the front wheel fairing fall straight-down. This narrow, falling design led the designers to stack the headlights compared to the side-by-side arrangement used on the B08 the year before.
The B09/60 chassis also comes with an innovative feature that helps to clean up the front of the car and improve airflow. On the B08 chassis, large vents, located on the inside of the wheels were readily noticeable. These vents supplied air to help cool the large carbon-ceramic brakes. In an effort to reduce drag and instability, these vents were located down in the front grille on the B09/60. This system eliminates vents in the airstream flowing between the nose and the wheels, and therefore, reduces disturbances, which reduces drag.
As with the B08 chassis, the Aston Martin Lola Prodive utilizes a coupe design. The coupe design helps reduce airflow disturbances, and therefore, increases overall top-speed. Entrance into the cockpit is accomplished by doors located on either side that opened forward.
Opening the doors, the cockpit is cramped and loud with the large V12 right behind the driver. As with all modern prototypes, the cockpit is littered with controls and buttons. Similar to a Formula One car, the office is dominated by a steering wheel overcome with buttons, LCD displays and switches.
Powered by a long 650 bhp, 6-liter V12, Lola had to change from its in-house gearbox to a compact XTrac 6-speed transmission in order to harness the power and fit into the bodywork. Shifting of the gearbox is accomplished by the actuation of steering-wheel mounted paddle-shifters.
Design differences between the Lola B08 chassis and the one developed for Aston Martin Racing become apparent just aft of the front wheels. On the 2008 chassis, the front wheel fairing extends back to help direct airflow out the side of the car, but is very much apart from the rest of the chassis. On the B09, the top of the wheel fairing sweeps back at a downward angle and become incorporated into the leading edge of the rear wheel fairing. Much like Audi's R10, the B09 utilizes shutters along the side to take the air flowing through the inlets to either side of the cockpit and blend it with the airflow passing by to the side of the car. Of course, part of the airflow into the inlets on either side of the cockpit is directed into the radiator inlet to help cool the engine.
The massive V12 engine is not turbo powered. Therefore, along the top of the chassis runs an airbox that feeds air into the normally-aspirated engine. A bigger issue having to be dealt with on petrol-powered cars compared to the diesel ones is the build up of heat. Therefore, to help with the eradication of heat, large panels with louvers are fitted just prior to the rear wheels. The passing air helps to pull the hot air out, thereby cooling the area around the engine.
One interesting feature on the B09/60 is the rear break cooling. Absent from the Lola-Aston Martin B09/60 chassis are protruding ducts to capture air in order to help cool the rear brakes. Instead, small ducts collect the air. Then, small fans help direct the air into the rear brakes to help with cooling.
The top line of the rear wheel fairing sweeps downward as it heads back and then sweeps up like a ski-jump ramp. This little feature adds just a little more downforce out over the rear wheels.
Because of the tight bodywork designed around the engine and the top line of the rear wheel fairing that reaches far forward, a deep channel for airflow is created back toward the rear wing. This maximizes airflow to the rear wing and helps reduce disturbances, which create drag, before it exists out the back. Protruding up out of the rear bodywork are the exhausts. Small flaps can be added to the very back edge of the bodywork to help provide further downforce.
The rear wing, while conventional in appearance, represents the latest is design concepts. It utilizes the swan-neck design that limits airflow disturbances underneath the rear wing airfoil. The endplates also feature large notches to help smooth airflow near the junction of the endplate and wing element.
When the new Lola-Aston Martin B09/60 was introduced it didn't come void of any controversy. While the car was obviously being designed for Aston Martin Racing, the Lola name was rarely mentioned and this rightly upset the company that provided a good majority of the car that became the B09/60.
The chassis' tub remained virtually unchanged from its B08 predecessor. The design itself and many other parts came straight from Lola. In addition, the double wishbone suspension came from Lola. However, lost in Aston Martin's return to prototypes was Lola.. Aston Martin didn't help the cause when it presented the car with its own chassis nameplate with the name 'DBR1-2' on it. The DBR1-2 name came from the fact Aston Martin would return to prototype racing exactly fifty years after their dramatic one-two victory at the 24 Hours of Le Mans.
Putting the controversy aside, the Lola-Aston Martin B09/60 was virtually a rolling history lesson when it was unveiled. Sponsored by GULF, the car was painted in truly evocative colors. The screaming V12 engine reminded spectators of Le Mans racing of days gone by. While every aspect of the car, between the blue and orange GULF livery to the screaming V12 engine, reminds of days gone by, its performance is right up there with the best of today. This was proven by its very first race.
Aston Martin Racing would have three teams during the 2009 season. One of the three, 007, would be entered under the Aston Martin Racing (AMR) Eastern Europe team name. Jan Charouz was a major financial backer in getting Aston Martin back into prototype racing, and therefore, was given a Lola-Aston Martin B09/60, but entered under his own team name.
The first race of the 2009 season was the 1,000km of Catalunya. The performance of the new Aston Martin was apparent right from the start. Aston Martin Racing's 009 car qualified 2nd. The AMR Eastern Europe entered Aston Martin qualified 3rd.
At the end of the 1000km test, Eastern Europe's 007 car, driven by Jan Charouz, Tomas Enge and Stefan Mucke finished 1st having completed 209 laps.
Facing off against Team Peugeot Total during the 1000km of Spa, the Aston Martins were a little over a second slower during qualifying in its first battle with the diesels. In the race, the Aston Martins couldn't respond to the pace of the Peugeots. Team Peugeot car number 7 went on the win the race. AMR Eastern Europe's 007 Aston Martin finished 3rd. The other Aston Martin, 009, finished 5th.
At the 2009, 77th running of the 24 Hours of Le Mans, the true pace of the Aston Martin came to be seen quite clearly. The top seven spots on the grid were dominated by the diesels of Peugeot or Audi. The AMR Eastern Europe Aston Martin qualified eighth. Its position down on the grid wasn't because of top-end speed, however. This was proven during the early stages of the race.
During the opening laps of the race, 007 and 008, were mixed up in a tight battle with the third Audi. Down the long straights the Aston Martin proved to be more than a match. The Audi equalized the battle, and could even pull away, because of the torque the diesel offered at lower speeds. This allowed the diesel to get up to its top speed faster, whereas, the Aston Martin still had more to go by the end of the straights. However, the pace and the pressure Aston Martins were able to apply was more than enough to cause one of the Audi drivers to loose concentration and slide off the course within the first 15 minutes of the race.
At the end of the 24 hour test, the AMR Eastern Europe Team continued to impress with its new Aston Martin. The team would end the race in 4th place overall, nine laps back of the race winning Peugeot 908. In all, the AMR Eastern Europe Lola-Aston Martin completed 373 laps. The team was the highest finishing petrol-powered car.
After Le Mans, the next Le Mans Series round took place in early August. It was the 1000km of Algarve, in Portugal. AMR continued its success with a 2nd place finish. Aston Martin Racing's 009 car finished again in 5th.
At the 1000km of Nurburgring, the Aston Martin teams dominated qualifying. Car 007 started on pole, with 009 starting 2nd. This race would be an exciting and glorious one for Aston Martin as each of its three cars finished on the podium. Car 007, driven by Charouz, Enge and Mucke won the race. Car 009 finished 2nd. And, car 008, an AMR Eastern Europe entered Aston Martin finished in 3rd.
The results Aston Martin had been able to put together in the 2009 Le Mans Series meant the team of Charouz, Enge and Mucke were on the verge of the LMP1 championship. They didn't take it easy too much. They went out and qualified 2nd for the 1000km of Silverstone, the last round of the championship. Throughout the race car 007 and 009 ran nose-to-tail. At the end of the race, they finished 3rd and 4th.
Aston Martin Racing's 3rd place finish capped off what was a stellar return season for Aston Martin. Charouz, Enge and Mucke had earned the title for Aston Martin Racing for 2009. In its very first season back as a team, the historic Aston Martin brand returned to the top.
In its first season back in prototypes, Aston Martin Racing achieved a splendid return to glory, despite being overshadowed some by the diesels. The fact a brand new chassis and engine combination could be so competitive right away was a good sign for the team's future. How wonderful it is to see the nostalgic livery at the front of the pack once again. Therefore, it is a special thrill every time the blue and orange GULF Lola-Aston Martin B09/60 takes to the track.
'Lola Aston Martin B08/60 LMP1 (Charouz Racing Systems)', (http://www.astonmartins.com/aston_martin_racing/lola_amr_charouz.htm). ASTON MARTINS.com. http://www.astonmartins.com/aston_martin_racing/lola_amr_charouz.htm. Retrieved 25 January 2011.
Wikipedia contributors, '2009 24 Hours of Le Mans', Wikipedia, The Free Encyclopedia, 23 January 2011, 16:55 UTC, http://en.wikipedia.org/w/index.php?title=2009_24_Hours_of_Le_Mans&oldid=409581375 accessed 25 January 2011
Wikipedia contributors, '2010 Le Mans Series season', Wikipedia, The Free Encyclopedia, 3 January 2011, 18:05 UTC, http://en.wikipedia.org/w/index.php?title=2010_Le_Mans_Series_season&oldid=405722078 accessed 25 January 2011
Wikipedia contributors, '2009 Le Mans Series season', Wikipedia, The Free Encyclopedia, 23 December 2010, 04:32 UTC, http://en.wikipedia.org/w/index.php?title=2009_Le_Mans_Series_season&oldid=403823588 accessed 25 January 2011
Wikipedia contributors, 'Lola-Aston Martin B09/60', Wikipedia, The Free Encyclopedia, 8 January 2011, 08:22 UTC, accessed 25 January 2011
'Lola-Aston Martin B09/60', (http://www.ultimatecarpage.com/car/4024/Lola-Aston-Martin-B09-60.html). Ultimatecarpage.com: Powered by Knowledge, Driven by Passion. http://www.ultimatecarpage.com/car/4024/Lola-Aston-Martin-B09-60.html. Retrieved 25 January 2011. By Jeremy McMullen
The next step Aston Martin had was finding a suitable chassis in which to house its large engine. Aston Martin's production-based engine was heavier, taller and longer than custom-built racing engines, so finding a suitable car in which it could be housed was not exactly easy.
Aston Martin looked within the country and approached Lola Cars International about using their B08/60 LMP1 design. Of course, the last time the two paired together to prepare a Le Mans challenger it ended in a huge embarrassment, but both the engine and the chassis were tried and tested for the 2008 season.
Entered under the name Charouz Racing System Aston Martin Racing, the Aston Martin-powered Lola B08/60 finished 9th overall at the 2008 24 Hours of Le Mans. Besides the 9th place finish at Le Mans, the Charouz Racing System, Aston Martin-powered, Lola finished 3rd at the 1,000km of Catalunya, 5th at the 1,000km of Nurburgring and 2nd at the 1,000km of Silverstone. All-in-all, the team finished 5th in the championship in 2008.
Leading up to the 2009 season, Aston Martin announced it would form its own team to race in the LMP1 category. Once again, Aston Martin Racing turned to Lola. In turn, Lola co-developed the car with the assistance of Prodrive. What would result from the amalgamation of Aston Martin, Lola and Prodrive would be the best petrol-powered competitor the diesels had had to face.
The influence of the Lola's B07 and B08 chassis is recognizable but very well blended into the '09 car. The 2009 car design is a bit more reminiscent of the Group B days of old. Airflow at the very front of the car is very clean. The front splitter features a step-up in its design to allow airflow underneath the car and out the diffuser at the back.
Reminiscent to the B08 Lola chassis, what was dubbed the B09/60, features a raised nose, but that is incorporated with other venting at the nose of the car, not for the purpose of housing headlights.
The front wheel fairings are contoured in from the sides and makes for a very narrow leading edge of the fairing. Being pulled in from the sides, and yet, contoured outward to conceal the front tires, the front wheel fairings makes room for additional wing elements to be added to help with downforce and handling. Unlike the sweeping, ski-jump-like leading edge of the B08, the new chassis's leading edge of the front wheel fairing fall straight-down. This narrow, falling design led the designers to stack the headlights compared to the side-by-side arrangement used on the B08 the year before.
The B09/60 chassis also comes with an innovative feature that helps to clean up the front of the car and improve airflow. On the B08 chassis, large vents, located on the inside of the wheels were readily noticeable. These vents supplied air to help cool the large carbon-ceramic brakes. In an effort to reduce drag and instability, these vents were located down in the front grille on the B09/60. This system eliminates vents in the airstream flowing between the nose and the wheels, and therefore, reduces disturbances, which reduces drag.
As with the B08 chassis, the Aston Martin Lola Prodive utilizes a coupe design. The coupe design helps reduce airflow disturbances, and therefore, increases overall top-speed. Entrance into the cockpit is accomplished by doors located on either side that opened forward.
Opening the doors, the cockpit is cramped and loud with the large V12 right behind the driver. As with all modern prototypes, the cockpit is littered with controls and buttons. Similar to a Formula One car, the office is dominated by a steering wheel overcome with buttons, LCD displays and switches.
Powered by a long 650 bhp, 6-liter V12, Lola had to change from its in-house gearbox to a compact XTrac 6-speed transmission in order to harness the power and fit into the bodywork. Shifting of the gearbox is accomplished by the actuation of steering-wheel mounted paddle-shifters.
Design differences between the Lola B08 chassis and the one developed for Aston Martin Racing become apparent just aft of the front wheels. On the 2008 chassis, the front wheel fairing extends back to help direct airflow out the side of the car, but is very much apart from the rest of the chassis. On the B09, the top of the wheel fairing sweeps back at a downward angle and become incorporated into the leading edge of the rear wheel fairing. Much like Audi's R10, the B09 utilizes shutters along the side to take the air flowing through the inlets to either side of the cockpit and blend it with the airflow passing by to the side of the car. Of course, part of the airflow into the inlets on either side of the cockpit is directed into the radiator inlet to help cool the engine.
The massive V12 engine is not turbo powered. Therefore, along the top of the chassis runs an airbox that feeds air into the normally-aspirated engine. A bigger issue having to be dealt with on petrol-powered cars compared to the diesel ones is the build up of heat. Therefore, to help with the eradication of heat, large panels with louvers are fitted just prior to the rear wheels. The passing air helps to pull the hot air out, thereby cooling the area around the engine.
One interesting feature on the B09/60 is the rear break cooling. Absent from the Lola-Aston Martin B09/60 chassis are protruding ducts to capture air in order to help cool the rear brakes. Instead, small ducts collect the air. Then, small fans help direct the air into the rear brakes to help with cooling.
The top line of the rear wheel fairing sweeps downward as it heads back and then sweeps up like a ski-jump ramp. This little feature adds just a little more downforce out over the rear wheels.
Because of the tight bodywork designed around the engine and the top line of the rear wheel fairing that reaches far forward, a deep channel for airflow is created back toward the rear wing. This maximizes airflow to the rear wing and helps reduce disturbances, which create drag, before it exists out the back. Protruding up out of the rear bodywork are the exhausts. Small flaps can be added to the very back edge of the bodywork to help provide further downforce.
The rear wing, while conventional in appearance, represents the latest is design concepts. It utilizes the swan-neck design that limits airflow disturbances underneath the rear wing airfoil. The endplates also feature large notches to help smooth airflow near the junction of the endplate and wing element.
When the new Lola-Aston Martin B09/60 was introduced it didn't come void of any controversy. While the car was obviously being designed for Aston Martin Racing, the Lola name was rarely mentioned and this rightly upset the company that provided a good majority of the car that became the B09/60.
The chassis' tub remained virtually unchanged from its B08 predecessor. The design itself and many other parts came straight from Lola. In addition, the double wishbone suspension came from Lola. However, lost in Aston Martin's return to prototypes was Lola.. Aston Martin didn't help the cause when it presented the car with its own chassis nameplate with the name 'DBR1-2' on it. The DBR1-2 name came from the fact Aston Martin would return to prototype racing exactly fifty years after their dramatic one-two victory at the 24 Hours of Le Mans.
Putting the controversy aside, the Lola-Aston Martin B09/60 was virtually a rolling history lesson when it was unveiled. Sponsored by GULF, the car was painted in truly evocative colors. The screaming V12 engine reminded spectators of Le Mans racing of days gone by. While every aspect of the car, between the blue and orange GULF livery to the screaming V12 engine, reminds of days gone by, its performance is right up there with the best of today. This was proven by its very first race.
Aston Martin Racing would have three teams during the 2009 season. One of the three, 007, would be entered under the Aston Martin Racing (AMR) Eastern Europe team name. Jan Charouz was a major financial backer in getting Aston Martin back into prototype racing, and therefore, was given a Lola-Aston Martin B09/60, but entered under his own team name.
The first race of the 2009 season was the 1,000km of Catalunya. The performance of the new Aston Martin was apparent right from the start. Aston Martin Racing's 009 car qualified 2nd. The AMR Eastern Europe entered Aston Martin qualified 3rd.
At the end of the 1000km test, Eastern Europe's 007 car, driven by Jan Charouz, Tomas Enge and Stefan Mucke finished 1st having completed 209 laps.
Facing off against Team Peugeot Total during the 1000km of Spa, the Aston Martins were a little over a second slower during qualifying in its first battle with the diesels. In the race, the Aston Martins couldn't respond to the pace of the Peugeots. Team Peugeot car number 7 went on the win the race. AMR Eastern Europe's 007 Aston Martin finished 3rd. The other Aston Martin, 009, finished 5th.
At the 2009, 77th running of the 24 Hours of Le Mans, the true pace of the Aston Martin came to be seen quite clearly. The top seven spots on the grid were dominated by the diesels of Peugeot or Audi. The AMR Eastern Europe Aston Martin qualified eighth. Its position down on the grid wasn't because of top-end speed, however. This was proven during the early stages of the race.
During the opening laps of the race, 007 and 008, were mixed up in a tight battle with the third Audi. Down the long straights the Aston Martin proved to be more than a match. The Audi equalized the battle, and could even pull away, because of the torque the diesel offered at lower speeds. This allowed the diesel to get up to its top speed faster, whereas, the Aston Martin still had more to go by the end of the straights. However, the pace and the pressure Aston Martins were able to apply was more than enough to cause one of the Audi drivers to loose concentration and slide off the course within the first 15 minutes of the race.
At the end of the 24 hour test, the AMR Eastern Europe Team continued to impress with its new Aston Martin. The team would end the race in 4th place overall, nine laps back of the race winning Peugeot 908. In all, the AMR Eastern Europe Lola-Aston Martin completed 373 laps. The team was the highest finishing petrol-powered car.
After Le Mans, the next Le Mans Series round took place in early August. It was the 1000km of Algarve, in Portugal. AMR continued its success with a 2nd place finish. Aston Martin Racing's 009 car finished again in 5th.
At the 1000km of Nurburgring, the Aston Martin teams dominated qualifying. Car 007 started on pole, with 009 starting 2nd. This race would be an exciting and glorious one for Aston Martin as each of its three cars finished on the podium. Car 007, driven by Charouz, Enge and Mucke won the race. Car 009 finished 2nd. And, car 008, an AMR Eastern Europe entered Aston Martin finished in 3rd.
The results Aston Martin had been able to put together in the 2009 Le Mans Series meant the team of Charouz, Enge and Mucke were on the verge of the LMP1 championship. They didn't take it easy too much. They went out and qualified 2nd for the 1000km of Silverstone, the last round of the championship. Throughout the race car 007 and 009 ran nose-to-tail. At the end of the race, they finished 3rd and 4th.
Aston Martin Racing's 3rd place finish capped off what was a stellar return season for Aston Martin. Charouz, Enge and Mucke had earned the title for Aston Martin Racing for 2009. In its very first season back as a team, the historic Aston Martin brand returned to the top.
In its first season back in prototypes, Aston Martin Racing achieved a splendid return to glory, despite being overshadowed some by the diesels. The fact a brand new chassis and engine combination could be so competitive right away was a good sign for the team's future. How wonderful it is to see the nostalgic livery at the front of the pack once again. Therefore, it is a special thrill every time the blue and orange GULF Lola-Aston Martin B09/60 takes to the track.
'Lola Aston Martin B08/60 LMP1 (Charouz Racing Systems)', (http://www.astonmartins.com/aston_martin_racing/lola_amr_charouz.htm). ASTON MARTINS.com. http://www.astonmartins.com/aston_martin_racing/lola_amr_charouz.htm. Retrieved 25 January 2011.
Wikipedia contributors, '2009 24 Hours of Le Mans', Wikipedia, The Free Encyclopedia, 23 January 2011, 16:55 UTC, http://en.wikipedia.org/w/index.php?title=2009_24_Hours_of_Le_Mans&oldid=409581375 accessed 25 January 2011
Wikipedia contributors, '2010 Le Mans Series season', Wikipedia, The Free Encyclopedia, 3 January 2011, 18:05 UTC, http://en.wikipedia.org/w/index.php?title=2010_Le_Mans_Series_season&oldid=405722078 accessed 25 January 2011
Wikipedia contributors, '2009 Le Mans Series season', Wikipedia, The Free Encyclopedia, 23 December 2010, 04:32 UTC, http://en.wikipedia.org/w/index.php?title=2009_Le_Mans_Series_season&oldid=403823588 accessed 25 January 2011
Wikipedia contributors, 'Lola-Aston Martin B09/60', Wikipedia, The Free Encyclopedia, 8 January 2011, 08:22 UTC,
'Lola-Aston Martin B09/60', (http://www.ultimatecarpage.com/car/4024/Lola-Aston-Martin-B09-60.html). Ultimatecarpage.com: Powered by Knowledge, Driven by Passion. http://www.ultimatecarpage.com/car/4024/Lola-Aston-Martin-B09-60.html. Retrieved 25 January 2011.
Lola-Aston Martin B09/60: 2010 Le Mans Series
Upon Aston Martin's return to prototype racing, beyond just merely supplying engines, the old British mark experienced some of its former glory. In 2010, replication of the same glory would be much more difficult to achieve.Headed into the 2010 season, Aston Martin announced their specific aim for the season would be the 24 Hours of Le Mans. In preparation for the jewel race, the team announced a surprise race on their calendar. Their season would kick-off across the pond, in the United States.
In March of 2010 Aston Martin Racing entered a Lowe's-sponsored car in the 12 Hours of Sebring. This was the first time the Lola - Aston Martin entered a race in the United States.
The Aston Martin Racing cars were unloaded bearing the familiar blue and orange Gulf colors, but with the Lowe's logo in a place of prominence on the car's nose. In qualifying, the Lola-Aston Martin, driven by Adrian Fernandez, Stefan Mucke and Harold Primat, ended up setting the 3rd fastest time. The car sat behind the two Peugeots on the grid.
The race ended up being dominated by Peugeot. By twelve-midnight, the two Team Peugeot Total cars finished the race one-two. Three laps down to the diesels, Aston Martin Racing's 007 car finished in 3rd and was the first of the petrol-powered cars.
In April, Aston Martin Racing had entered two races within one week of each other and separated by over 3,000 miles.
On April 11th, Aston Martin Racing debuted for the first round of the 2010 Le Mans Series. The race was the 8 Hours of Castellet at the Paul Ricard Circuit. The car arrived looking identical to that which had won the series the year before. The only notable change to the 2010 challenger was the addition of the 'Lowe's' sponsorship sticker gracing the side of the car right behind the front tires. This is where 'Gulf' had been moved to for the 12 Hours of Sebring race.
In 2010, Team Oreca Matmut were able to earn the right to race a Peugeot 908 HDI FAP diesel. The car proved that no matter what team used it, the car was fast. Nicolas Lapierre set a lap in the Oreca Peugeot that earned him the pole for the 8 hour race. Audi Sport Team Joest took 2nd and Aston Martin Racing's 009, driven by Stefan Mucke, earned a 3rd place starting spot. A second Lola-Aston Martin was entered by the race by the French team Signature-Plus. The overall black and while colored car would start from 8th place on the grid.
Not featuring straights nearly as long as Le Mans, the track still seemed to suit the B09/60 chassis. With the struggles of the Oreca Peugeot, Aston Martin Racing had an opportunity, of which they would take advantage the best they could.
Allan McNish and Rinaldo Capello disappeared from the rest of the field in the R15 Plus. However, Aston Martin Racing still took home a very good result. Though five laps down at the end, the team finished the race 2nd to Audi. The Signature-Plus team struggled compared to its counterpart but was still able to earn a 6th place overall finish.
One week later, an Aston Martin Racing Lola-Aston Martin was entered for the Tequila Patron ALMS at Long Beach. This race around the tight and twisty streets of Long Beach would prove to be a real test for the chassis. The car had the power, but Long Beach's layout put as much a premium on downforce and handling.
All appeared well after qualifying. In only its second race on American soil, a Lola-Aston Martin earned the pole. The race would prove to be a thrilling episode. Facing off against the HPD ARX-01c chassis that would make its debut in Europe in 2010, the two cars dueled it out over the 67 lap race. At the finish, Adrian Fernandez and Harold Primat missed out on victory by merely three tenths of a second.
Aston Martin Racing would only enter one car for the 1000km of Spa and that would be with the Signature-Plus team. The main factory effort decided it would focus on that year's 24 Hours of Le Mans. The Signature-Plus team would start the race 8th place. Many teams struggled in the rain that periodically fell on the circuit. At the end of the race, Signature-Plus would finish 13th overall and 8th in LMP1 class.
At the 78th running of the 24 Hours of Le Mans, Aston Martin Racing entered two cars. A third car was entered by Signature-Plus. Car 007 was driven by Harold Primat, Stefan Mucke and Adrian Fernandez. Car 009 was driven by Darren Turner, Juan Barazi and Sam Hancock. Helped by the retirement of all four Peugeot 908s, the 007 car was able to finish the race 6th overall and 5th in category. The second Aston Martin Racing car dropped out of the race after completing 373 laps. The Signature-Plus entry was unable to finish the race. The team had been able to complete 302 laps.
The Aston Martin Racing team did not appear at the next Le Mans Series event, the 1000km of Algarve, with the exception of its one chassis run by the Signature-Plus Team. The 1000km test ended up being a good event for the Signature-Plus team.
The good experience started straight-away in qualifying. Franck Mailleux was able to guide the number 008 Lola-Aston Martin to a 3rd place starting spot on the grid. The race itself was practically qualifying just extended over 1000km. In the end, the Team Oreca Matmut number 4 car, who started from pole, took the race win. The number 12 Rebellion Racing Lola, which started the race second, finished in 2nd. The Signature-Plus Lola Aston Martin, which qualified 3rd, finished 3rd, six laps down. Still, it was a great result for the French team.
The last race in which a Lola-Aston Martin chassis took part was the 1000km of Silverstone. One car for Aston Martin Racing, as well as, one for Signature-Plus was entered in the race. The two teams struggled with the challenge of both Audi and Team Peugeot. The Aston Martin Racing entry qualified 6th, while the Signature-Plus car started the race from 9th.
Aided by the struggles of their competitors and steady, consistent driving on their own rights, both Aston Martin Racing and Signature-Plus moved up the order and finished with rather good results. The AMR 009 car finished the race in 4th place. The Signature-Plus 008 car finished 6th.
While not as successful as its introductory season, the Lola-Aston Martin B09/60 still proved it had the pace necessary to contest races on either side of the Atlantic. However, with new regulations for the 2011 season it will be interesting to see if the beautiful lines of the Lola-Aston Martin will continue to remain as competitive.
Wikipedia contributors, '2010 Le Mans Series season', Wikipedia, The Free Encyclopedia, 3 January 2011, 18:05 UTC, http://en.wikipedia.org/w/index.php?title=2010_Le_Mans_Series_season&oldid=405722078 accessed 26 January 2011
Wikipedia contributors, '2010 American Le Mans Series season', Wikipedia, The Free Encyclopedia, 21 January 2011, 14:02 UTC, http://en.wikipedia.org/w/index.php?title=2010_American_Le_Mans_Series_season&oldid=409165425 accessed 26 January 2011
'Reports & News: Aston Martin Racing Programme', (http://www.racingsportscars.com/news.html). RacingSportsCars.com. http://www.racingsportscars.com/news.html. Retrieved 25 January 2011.By Jeremy McMullen
| 50Th Anniversary Celebrations Continue At Silverstone | |
 | 29 May 2013, Sant'Agata Bolognese. In its seminal fiftieth year, the growing dimension to Lamborghini's engagement in motorsport will enjoy another notable contribution as arguably the foremost Formula One designer - Adrian Newey - returns to the cockpit of a Lamborghini Gallardo to race among the squadrons of Super Trofeo contenders at Silverstone this weekend as part of the Blancpain Endurance Series bill at the Northamptonshire circuit. Newey will piloting the #1 VIP car amid a hig...[Read more...] |
| AUDI SWEEPS AT SEBRING WITH HYBRID POWER | |
 | Audi Sport extended its remarkable run at Sebring International Raceway on Saturday. Marcel Fassler, Benoit Treluyer and Oliver Jarvis won the 61st Mobil 1 Twelve Hours of Sebring Fueled by Fresh from Florida in their No. 1 Audi R18 e-tron quattro – the first hybrid car to win at Sebring and in the American Le Mans Series presented by Tequila Patrón. Treluyer drove a storming final two stints. He took fuel with 20 minutes left but maintained his lead over teammate Tom Kristensen in the No. 2 ...[Read more...] |
| GRAF FLEXES MUSCLE (MILK) IN SEBRING TESTING | |
 | Muscle Milk Pickett Racing's Klaus Graf set the best time in Tuesday's second session as testing continued for this weekend's 61st Mobil 1 Twelve Hours of Sebring Fueled by Fresh from Florida. The defending P1 co-champion in the American Le Mans Series presented by Tequila Patrón set a lap of 1:47.789 (124.911 mph) in the team's No. 6 Honda Performance Development ARX-03a. Graf, driving with fellow P1 champion Lucas Luhr and Romain Dumas, was 0.735 seconds clear of Audi Sport Team ...[Read more...] |
| ASTON MARTIN CELEBRATES CENTENARY YEAR WITH ITS MOST AMBITIOUS RACING PROGRAMME TO DATE | |
 | •Four Vantage GTEs will be entered into the full FIA World Endurance Championship •Aston Martin Racing retains Darren Turner and Stefan Mücke for 2013 •Frédéric Makowiecki and Bruno Senna signed to drive a second GTE Pro car •Major upgrades to the Vantage GTE •The team aims for win at Le Mans and in the WEC 6th February, Gaydon - Aston Martin Racing has unveiled its most ambitious motorsport programme to date as it aims to win both the 24 Hours of Le Mans and the FIA World End...[Read more...] |
| Aston Martin Racing Proves Winning Potential At Laguna Seca | |
 | Having started from pole position, Aston Martin Racing led the fiercely competitive GT category at Laguna Seca, California, until the first refuelling stops. Competing on the third round of the American Le Mans Series (ALMS), the team's #007 Vantage GTE had been on course for its best finish to date. However, it quickly became apparent that the time taken to refuel the Vantage GTE at pit stops – as a result of changes to ALMS fuelling restrictor regulations – would seriously harm the team's chan...[Read more...] |
| View more LMP vehicles |
 2009
Lola
models |
| Lola B09/70 |
| Similar Automakers | |
| Chevron | Gulf |
| March | Sauber |
| Similarly Sized Vehicles from 2009 |
| Acura ARX-02a |
| Acura MDX |
| Acura ZDX Concept |
| Aston Martin LeMans LMP1 |
| Audi A3 |
| Audi A5 |
| Audi A6 |
| Audi AS5 Cabrio |
| Audi Q5 |
| Audi Q5 Custom Concept |
| Lola: 2001-2010 |
| Similar Automakers |
| Other models by Lola |
| 29X MK1 | Mk4 T-596/596C/598/598C | T160 Series T190 | T192 T202 | T212 T332 | T370 T590/592/592S | T600 T70 | T97/20 |
© 1998-2012. All rights reserved. The material may not be published, broadcast, rewritten, or redistributed.
