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DSC Retro: Aston Martin DBR9, By The Numbers

Prodrive's first Aston Martin offering

Another dip into DSC’s extensive archive sees four stories, condensed into one here as the then Deputy Editor meandered through the history of each and every one of the Prodrive-built Aston Martin DBR9s. These were first published between December 2007 and February 2008.

On the current todo list is an update to this piece bringing the DBR9’s contemporary story to its 2011 conclusion

Add a touch of Prodrive magic to the utterly beautiful Aston Martin DB9 and what do you get?

Well as every motorsports fan with a soul knows you end up with the Aston Martin DBR9, the factory’s chosen method of re-entry into international motorsport for the first time in almost 2 decades.

Dr Ulrich Bez summed it up like this at the launch of the DBR9 in 2004:

“Over the last four years, we have tried to define the formula (for us) to return to motorsport… but now we have the formula, the strategy and the dream.”

“Aston Martin is the world’s most exclusive sports car company,” continued Dr Bez (right), “but we need to make our cars more accessible. Motorsport will help Aston Martin to become better known around the world.”

The solution involved adapting the DB9 very thoroughly indeed, the DBR9 featuring a 6-litre V12 front/ mid-mounted with a rear (Xtrac) transaxle.

It lent itself to accusations at the launch of suspicious familiarities to Prodrive’s previous GT racing project the Care Racing Ferrari 550s “Green Ferrari” was a jibe that became familiar but which was firmly rebutted by George Howard Chappell:

“The primary difference is in the chassis configuration, a bonded aluminium chassis with metal and composite panels attached to it. The Ferrari is a traditional monocoque style chassis.

“You couldn’t really say this is an evolution of the Ferrari,” he continued, “but some of the engineering principles and some of the things we’ve done on the car are based on looking at an Aston Martin with regard to the regulations and the applying some of the knowledge and experience gained with the Maranello.”

The price at launch was a cool £475,000 and the stated aim at launch was to build 12 works cars, to be run by three works teams in the major international GT series.

20 additional customer cars would also be built, prepared to the same specification, and “made available to selected customers to race, or to keep in private collections.”

On that count, it must be said that the DBR9 fell short of the initial plan, with just 17 of the planned 32 chassis finally constructed.  That analysis though should be tempered by the point that GT3 emerged soon after the DBR9 was unveiled, immediately giving potential customers a more accessible (and rather cheaper) route into GT racing with Aston when the factory-backed Aston Martin Racing outfit unveiled the rather closer to production spec DBRS9 at Le Mans in 2005.  The GT3 machine has sold almost 20 cars.

Back to the DBR9 itself though and the 17 different chassis went on, thus far, to take, 28 international race wins including 2 at Le Mans plus 48 other podium finishes from 199 race starts.

The 17 DBR9s constructed comprise 10 ‘Works’ Chassis, 6 ‘Customer’ Chassis and a single non-operational Aston Martin Racing show car.

All bar one of the 16 race cars have raced internationally (the exception being the ex Alcides Diniz car, Chassis 102) with the 2 car entry for Larbre Competition in FFSA GT seeing the only appearances of DBR9s in national GT racing (outside the scope of this article).

Aside from the usual ALMS, LMS, FIA GT and Le Mans appearances though there have been a couple of other ‘one-off appearances for racing DBR9s:

The 2006 Mil Milhas saw a pair of Astons entered, but only one raced, the Alcides Diniz entered chassis 102 car suffering an engine failure in qualifying. The Cirtek entered chassis 101 though won the race with a rather impressive driver line up, ex Le Mans winner Christophe Bouchut joining former F1 champion Nelson Piquet, his son (and then still future F1 man) Nelson Piquet Jr) and double Indy 500 winner (and then future Petit Le Mans LMP2 victor) Helio Castroneves.

The other one-off saw the then EDM Motorsport DBR9 entered in the season-ending Vallelunga Gold Cup in 2007, Peter Hardman and Nick Leventis finally coming home in second place in the now Strakka Racing chassis 04

Eight of the cars have taken race (or class) wins internationally and of course, there have been wins in three of the ‘classics’ available to the DBR9, a pair of Le Mans 24 Hours victories (2007 and 2008) for the factory team, plus their Sebring win on the car’s debut in 2005 and a win at Petit Le Mans the following year – No win though for the car at the Spa 24 Hours, both Phoenix Racing and Gigawave came close in 2006 and 2008 respectively though, both finally losing out to a Vitaphone Maserati.

Car by Car

2005 Cars

Chassis 01

Built in 2005 this raced as one of the pair of the factory entered cars which contested a 6 race programme in the DBR9s first season.

It took the win at Sebring, on the DBR9s debut but failed to win for the remainder of the season posting a pair of 2ndplaces (FIA GT at Silverstone (won by the other team car) and PLM) There was another podium finish too, at Le Mans, where the Aston chased for the win very hard indeed, a water leak just outside the final hour robbing spectators of a truly grandstand finish.

The car also competed at Laguna Seca and at the Spa 24 hours.

David Brabham and Darren Turner were the anchormen in this car but were joined by a galaxy of stars (Stephane Ortelli at Sebring, Jonny Kane at PLM and Stephane Sarrazin for Le Mans and Spa).

The following season the car raced with Larbre Competition in the full Le Mans Series (but not at Le Mans), Pedro Lamy was joined by Vincent Vosse and Gabriele Gardel in a season which yielded a pair of race wins (Istanbul and Nurburgring) and a second in class at the season-ending race at Jarama which, in a gripping finale to the GT1 title tussle, gave the laurels to the Larbre crew, astoundingly the 2006 LMS GT1 crown is the DBR9’s only International Championship title.

The car returned to the fray in 2007, again in the Le Mans Series, this time though the 01 chassis was the mount of privateers Gregor Fisken, Steve Zacchia and Greg Franchi, a 4th place finish at Silverstone would be its best class finish until the season-ending Mil Milhas at Interlagos where Fernando Rees joined the squad, the team winning the (weakened) class and finishing 5th overall.

The car raced at Le Mans too but a troubled run would see Fisken, Patrick Bornhauser and Roland Berville finish outside the top ten in a hotly contested GT1 class.

Summary: 17 Races, 10 x LMS (3 x wins, 1 x Podium), 3 x ALMS (1x win, 1 x podium), 2 x FIA GT (1 x podium), 2 x LM 24 Hours (1 x podium)

Chassis 02

This was the second 2005 factory car, with a matched set of six race starts to its 01 sister.

Peter Kox and Pedro Lamy were the season-long drivers in this car, the pair taking the race win at the Tourist Trophy FIA GT race at Silverstone and a third place in class at the ALMS season-ending Laguna Seca race.

Kox and Lamy were joined by Stephane Sarrazin at Sebring (8th), Mark Goosens at the Spa 24 Hours (5th) and by Tomas Enge at PLM (5th) and Le Mans where the DBR9 posted a dnf after running out of fuel.

2006 saw 02 stay with the factory team, Pedro Lamy remained with the car but now partnered with Stephane Sarrazin, Peugeot must have been watching!

A 4 race season started with 2nd place in class at Sebring, Corvette getting their revenge!  Jason Bright joined the regular pair for a one-off Aston appearance.

The car then stayed in the USA as one of the factory pair mounting an attack on the ALMS, after a pair of 4th places for the car at Houston and Mid Ohio it returned to Europe for the Le Mans 24 Hours, Stephane Ortelli rejoining the team on a run to 5th in GT1.

2007 saw 02 follow 01 to Larbre Competition, Christophe Bouchut, Gabriele Gardel and Fabrizio Gollin racing in all 5 European races (but missing Interlagos).  A very consistent first four with 2nd place finishes at Monza and Spa, plus third-place results at Valencia and the Nurburgring saw the squad right in the hunt until Silverstone, a clash with an LMP car though saw the #50 car out of the realistic title running, an expensive Brazilian adventure deemed therefore not to be a sensible proposition.

Summary: 15 races, 5x LMS (4x podiums), 6x ALMS (1x win, 2x podiums), 2x FIA GT (1 x win), 2x LM 24 Hours

Chassis 101

The third car built was the first of the ‘Customer’ chassis and, after being displayed in the paddock area at Le Mans (here pictured alongside the still to be unveiled prototype DBRS9 GT3 car), its racing debut would come in the Nurburgring 1000km.

Darren Turner and Rob Bell (making his GT racing debut) took an excellent class win, (Frederic Dor having been entered to drive opted not to do so).  The car was entered at the ‘Ring by Cirtek under the Convers Racing banner and would next appear in the FIA GT race at Zhuhai, this time run by Cirtek Racing as Russian Age Racing with Christophe Bouchut joined by Nikolai Fomenko and Alexei Vasiliev, the car would though DNF here and in its next race at Dubai where Bouchut and Ortelli would lead comfortably but be felled by a broken driveshaft.

The car’s final 2005 appearance was in Bahrain, the season finale of the FIA GT Championship and Bouchut was joined this time out by a man who would get to know this car very well indeed, Antonio Garcia.  The pair posted a dominant win.

That winning streak was extended in January 2006 with the car’s performance at Interlagos with Bouchut, Piquet, Piquet Jr and Castroneves taking the Mil Milhas under the Cirtek banner.

The Silverstone FIA GT season opener would see Bouchut joined by David Brabham, the pair following home a BMS DBR9 for fourth, the car’s penultimate appearance as a Russian Age Racing entry, the future for the car had already been decided by this point, a change of livery was apparent at Silverstone, all would become clear post Le Mans.

The first two Le Mans Series races of the season would see ‘101’ entered as a Cirtek car (one of a pair at Spa) Istanbul would see a fourth in the class finish for Garcia and Nathan Kinch. By Spa though the young Scot had been replaced by Richard Lyons, a second place in class the reward for a high-class driving squad.

The cars final race in Russian colours, and it’s last of the year too, would see Piquet Jr, Brabham and Garcia at Le Mans, and it came very close indeed to a podium finish courtesy of trouble for both factory DBR9s.

2007 would see Antonio Garcia race the now Team Modena branded car seven times, starting with an outing in the Florida sunshine with Liz Halliday and Darren Turner, the charcoal grey, black and dayglo orange car providing some welcome competition for the Corvette Racing pair.  Without C6.R problems a third-place finish was the best that could be hoped for and that’s what it got!

There was a full Le Mans Series season (apart from the poorly supported Mil Milhas), where Garcia was supported by Halliday (Monza and Valencia 4th and 5th in class), Christian Fittipaldi (Nurburgring and Spa 2nd and 4th in class) and Darren Turner (Silverstone, 2nd in class)

The team’s Le Mans run was a troubled one, Jos Menten joining Garcia and Fittipaldi, 10th in class the result.

2008 saw Team Modena back in the Le Mans Series and at Le Mans, Garcia joined for the LMS season by Tomas Enge. A trio of fine wins at Monza, the ‘Ring and Silverstone and a third in class at Spa though were not enough to offset the damage caused by a dnf at the season opener at Barcelona.

The 24 Hours meanwhile was contested for the team by Jos Menten, Terry Borcheller and Christian Fittipaldi, the trio posting an 8th place in GT1.

Summary: 21 races, 3x Le Mans 24 Hours, 4x FIA GT (1x win), 12x LMS (4x wins, 4x podiums), 1x ALMS (1x podium), 1x Mil Milhas (1x win)

2006

The DBR9 story continued into 2006 with a healthy order book and with a commitment to a full factory programme in ALMS and Le Mans, Aston Martin Racing looking to lock horns with their Corvette Racing rivals.

BMS Scuderia Italia joined Larbre Competition as a ‘partner’ team and joined customer teams Phoenix Racing and Jetalliance in FIA GT races.

Larbre meanwhile embarked on a Le Mans Series programme with Cirtek adopting a mix and match approach with a pair of customer cars before Team Modena took over responsibility for chassis 101.

2006 Cars

Chassis 03

There would be 11 races in 2006 under the Aston Martin Racing banner for Chassis 03, a full ALMS season plus Le Mans.

Tomas Enge was the ever-present in this car with Darren Turner missing a single race in the ALMS.

The car posted a pair of class wins in the ALMS at Salt Lake City and PLM and finished on the podium everywhere else, second at Portland and third in all the remaining races including Sebring (where Nicholas Kiesa joined the squad) and Mosport (where Peter Kox filled in for Turner).

At Le Mans Andrea Piccini joined Enge and Turner and the trio finished a fine second place in GT1, again pressing the Vettes very hard indeed.

The cars only subsequent International race was again at Le Mans, and again it finished on the podium, this time in third place for Larbre Competition, Christophe Bouchut, Casper Elgaard and Fabrizio Gollin at the wheel.

Summary: 12 Races, 10x ALMS (2x wins, 8x podiums), 2x LM 24 Hours (2x podiums)

Chassis 04

Now here’s another car which has raced under several banners.

New in 2006 to EDM Racing the car ran in the whole Le Mans Series that season under the Cirtek banner for the first two races and as a Team Modena entry thereafter.

Peter Hardman was an ever-present with Christian Vann missing just the Donington Park Round.  Sadly for Christian that was the one race where the car figured in the final podium positions, Hardman taking a win alongside Garcia.  The Spaniard drove at the ‘Ring too with Jamie Campbell Walter driving at Spa and David Brabham at Jarama

The car next appeared in the Vallelunga Gold Cup, now under the EDM Motorsport banner and finished in a fine second place, Hardman joined by Nick Leventis.

In 2008 the team emerged as Strakka Racing, contesting the Spa and Silverstone rounds of the Le Mans Series with Hardman and Leventis, the pair joined by Darren Turner at Silverstone, a pair of 4th place finished the result.

The car also appeared at the 2008 Le Mans 24 Hours, Strakka had their entry refused but Vitaphone Racing was accepted and required something more ACO-friendly than their Maserati MC12s. The DBR9 ‘04’ fitted the bill, looked splendid in the Vitaphone livery but sadly posted a dnf for Hardman, Leventis and Alexandre Negrao after the engine blew in the seventh hour.

Summary: 9 Races, 1x LM 24 Hours, 7x LMS (1x win), 1x Vallelunga Gold Cup (1x podium)

Chassis 05

This car was actually one of the first cars built but did not race until 2008, courtesy of its owner, Michael Fux, and Jim Bell’s Bell Motorsports.

The car appeared at Sebring with logistical support from Team Modena with the intention of a full season of ALMS racing. A third in GT1 duly followed for Antonio Garcia, Terry Borcheller and Chapman Ducote.

The latter pairing then continued for the remainder of what would become a truncated season, Borcheller hitting the wall at the next race at St Petersburg attempting to avoid someone else’s accident and the team then falling out somewhat with Aston Martin Racing over repairs and spare.

The car returned at Lime Rock (with a fetching new livery) only to suffer more accident damage courtesy this time of An Acura LMP2 in practice and Dindo Capello’s Audi in the race.

A second place at Road America was some compensation followed by a pair of thirds before the team called it a day before PLM.

Summary: 6 Races, 6x ALMS (4x podiums)

Chassis 06

Numerically the first of a trio of ‘Factory’ cars for BMS Scuderia Italia’s FIA GT adventures.  ‘06’ debuted at Oschersleben in 2006 finishing 5th in the hands of Jamie Davies and Fabio Babini.

Babini continued with the car at Spa (4th along with Christian Pescatori, Tomas Enge and Peter Kox) and Paul Ricard (5th again with Fabrizio Gollin).

The car then sat out the remainder of the 2006 season, replaced by one of the team’s other chassis.

2007 saw the car back in harness for eight FIA races.  It was a poor season for BMS though, the best finish for ’06’ was the 6th place at Oschersleben where regular driver Ferdinando Monfardini was joined by Diego Alessi. Enrico Toccacelo, Alex Frassinetti, Giorgio Mondini, Gabriele Lancieri and Ricardo Rigazzi at various points in the season and even Jean-Marc Gounon came out to play in the last two races of the year, the team’s Pirelli rubber though seemed ill-suited to the DBR9.

Summary: 11 Races, 11x FIA GT

Chassis 07

Another of the BMS Scuderia Italia cars, 2006 saw it race ten times in FIA GTs but a pair of fifth-place finishes were as good as its season got despite the efforts and talents of Christian Pescatori, Miguel Ramos, Matteo Mallucelli, Fabrizio Gollin and Gabriele Lancieri.

The car raced twice again in FIA GTs in 2007 but again underwhelmed, Monfardini and Toccacelo posting a dnf and a 12th.

Almost as if to show that there was nothing wrong with the car itself  ’07’ ran as a factory car in the 2007 Le Mans 24 Hours –  Johnny Herbert, Tomas Enge and Peter Kox bringing it home in 4th place in GT1.

The car returned to Le Mans in 2008, again in factory hands, and on this occasion in Gulf colours, Heinz Harald Frentzen, Andrea Piccini and Karl Wendlinger bringing the #007 car home in 4th place.

Summary: 14 races, 12x FIA GT, 2x LM 24 Hours

Chassis 08

A car new to the factory team in 2006, ‘08’ replaced ‘02’ in ALMS service and, thus equipped, the team came very close indeed to unseating Corvette Racing as GT1 Champions, just three points the difference at season’s end.

On the way there Stephane Sarrazin scored three race wins in the car with Pedro Lamy (Lime Rock, Mosport and Laguna Seca) and a pair of second places with Andrea Piccini (Salt Lake and PLM).

08 replaced ’09’ in the BMS team after the latter was all but destroyed in an enormous accident for Diego Alessi at the Spa 24 Hours. Babini and Davies would complete the season’s remaining 4 races in ‘08’ and would post a 3rd place finish at Adria.

‘08’s career as a factory car wasn’t over yet though, it duly appeared at the 2008 Le Mans 24 Hours in Gulf livery as #009 and took the win, David Brabham and Darren Turner repeating their 2007 success and Antonio Garcia joining the Aston Martin Le Mans Hall of Fame! ‘08’ is now in the hands of a private owner.

Summary: 12 races, 7x ALMS (3x wins, 2x podiums), 4x FIA GT (1x podium), 1x LM 24 Hours (1x win)

Chassis 09

Last of the BMS cars, ‘09’ campaigned in the 2006 FIA GT Championship for 7 races, Fabio Babini scoring a trio of 3rd place finishes, two with Gollin (Silverstone and Brno) and one with Mallucelli (Budapest).  Pescatori drove too for a couple of races.

There was a run at Le Mans too, albeit briefly, Babini caught out on someone else’s oil spill and posting the first retirement of the 2006 race, Gollin and Pescatori’s day over before it had really begun.

2007 saw the car back in FIA GT and back at Le Mans too.

The French classic was a little kinder this time, Babini, Davies and Malucelli coming home in 6th place whilst FIA GTs were again a struggle for the Pirelli shod cars, 3rd at Oschersleben the best that Babini and Davies could conjure up before the car was destroyed at Spa in an enormous accident for Diego Alessi.

Summary: 15 races, 13x FIA GT (4x podiums), 2x LM 24 Hours

The 2006 ‘Customer’ Cars

Four customer cars were delivered in 2006, three bound for the FIA GT Championship and a single car that made its way over to Brazil.

The Jetallliance pair and the Phoenix car added some welcome colour to proceedings.

The Brazilian car was, and remains, something of an oddball.

Chassis 102

This is the only full race car completed that has, in fact, never raced.

It was purchased new by the Alcides Diniz (uncle of ex F1 driver Pedro Diniz) and was intended to race in the 2006 Mil Milhas in Diniz’s Capuava Racing team alongside his Lister Storm and ex DTM Mercedes CLK.

Engine trouble in qualifying though meant that the car never took the start and with the death of its owner in the months that followed the car was put up for sale and returned to the UK

Its subsequent sale (via Ian Donaldson’s Oakfields concern) was made more difficult as a result of a unique aerodynamic package, an extended high-downforce front splitter balanced by a full-width high-downforce rear wing.

Unfortunately, this means that the car would require substantial changes to be eligible for either ACO or FIA GT racing.

Chassis 103

First of the pair of cars campaigned by Austrian squad Jetalliance in FIA GTs and after a disastrous start at Silverstone in 2006 on the team’s debut when both cars got together at the start ‘103’ went on to become a consistent contender.

2006 saw the car in the hands of Karl Wendlinger and Phillip Peter, the pair scoring a race win at Mugello and a second-place finish at Dijon.  Robert Lechner and Christophe Bouchut joined the team for Spa and Jaroslav Janis was an addition at Dubai but there was no other silverware for the team’s #33 car that year.

2007 saw young Scot Ryan Sharp join Wendlinger and the duo scored a trio of wins at Monza, Adria and Zolder plus a second-place at Brno, Lechner was on board at Spa again together with team owner Lucas Lichtner Hoyer but the car DNFed.

2008 saw chassis 103 transfer to the second string #36 squad, Lichtner Hoyer joined by the impressive Alex Mueller, a second-place at Oschersleben though was the only real result of his efforts, both Jetalliance cars were withdrawn before the end of the season.

Summary: 25 Races, 25x FIA GT (4x wins, 3x podiums)

Chassis 104

Delivered to crack German outfit Phoenix Racing this car always looked quick in its 2006 FIA GT season, Andrea Piccini and Jean-Denis Deletraz pedalled the menacing-looking black beauty but had to wait for the final race of the season at Dubai before taking a win.  On the way though there were a pair of second-place finishes at Brno and (with the addition of Marcel Fassler and Stephane Lemeret) the Spa 24 Hours where the Aston was involved in a titanic struggle for the overall win almost to the very end of the race.

There were a pair of third-place finishes too at Oschersleben and Dijon and a one-off appearance in the final round of the 2007 FIA GT Championship at Zolder for Gollin and Fassler.

Summary: 11 Races, 11x FIA GT (1x win, 4x podiums)

Chassis 105

Racealliance’s second car had the worst start possible to its FIA GT career, Robert Lechner spinning as the car crossed the line to start its debut race at Silverstone and taking out his teammate!  Frank Diefenbacher didn’t get to drive and neither man drove the car again in 2006. (105 is the white car in the background below, lying broadside across the grass).

Lechner though was back in 2007 in ‘105’ together with Lukas Lichtner Hoyer.  The pair though had a pretty dismal year, 7th place the best finish of the season for the car!

Lichtner Hoyer also featured in a one-off Le Mans Series appearance, Thomas Gruber also drove together with Wendlinger, the car posting a disappointing 5th place finish in GT1

In 2008 though ‘105’ came good with three race wins courtesy of Wendlinger and Ryan Sharp at Silverstone, Oschersleben and Brno plus a third-place finish at Zolder.  That wouldn’t be good enough for a title shot though with too many problems throughout the year ruining the required consistency.

Summary: 19 races, 18x FIA GT (3x wins, 1x podium), 1 x LMS

2007 Season

Just a pair of new chassis emerged for 2007, The Phoenix FIA GT campaign was over but BMS and Larbre continued in FIA GTs and LMS respectively.

Amongst the customer teams Team Modena were now fully active (LMS) and Jetalliance continued with a now full time 2 car FIA GT campaign.

The ALMS adventure though was over for the factory team, a major sponsor loss pulling the rug from under the team

The new kids on the block were Barwell, followed by Gigawave, the English team treading carefully with their new car ahead of a full 2008 FIA GT campaign.

And then there was Le Mans, a fine class victory finally humbled the Vettes as Aston pulled out all the stops, 2 full factory cars, a pair of factory-supported cars (one each for Larbre and BMS) and customer cars for Larbre and Team Modena.

All would finish in the top 30, all but one in the top 20 and three would finish in the overall top 10 with the class victory going to the #009 factory car of Turner, Brabham and Rydell.

2007 Chassis

Chassis 10

Now here’s a car that has raced just once, but is probably the most desirable of the lot, Chassis 10 is the 2007 Le Mans 24 Hours class winner, the car that took David Brabham, Rickard Rydell and Darren Turner to that famous win.  It’s now in the hands of a lucky private owner.

Summary: 1 race, 1x Le Mans 24 Hours (1x win)

Chassis 106

The final ‘Customer’ car built went via Barwell Motorsport to Gigawave Motorsport.

The car’s first pair of races were under the tutelage of Barwell Motorsport, Jonny Cocker and Kane running well at Zhuhai and Cocker and Piers Johnson running too at Silverstone.

Gigawave’s debut came in the 2007 season-ending Zolder FIA GT race, the car though would dnf in the hands of Phillip Peter and Luke Hines.

2008 would see Peter back at the wheel but he would be joined by Allan Simonsen, the Dane champing at the bit for GT1 action.

There were a pair of third-place finishes to start the season at Silverstone and Monza then the team took the fight at Spa to the Vitaphone Maseratis, Darren Turner playing supersub, the DBR 9 came home third again.

That was as good as it got in terms of overall results, Signs though that this is a team with serious intent!

Summary: 12 Races, 12x FIA GT (3x podiums)

2008 Season

No new cars but some fine performances.

Race wins in FIA GT for Jetalliance and in LMS for Team Modena. Newcomers Gigawave regularly challenged too in FIA GT.

For the factory team there was but a single outing, at Le Mans and against the odds the now Gulf liveried machines went well with the #009 car (again) taking the win in a closely fought encounter with Corvette.  Turner and Brabham repeated their 2007 win alongside Antonio Garcia.

How many will continue into 2009? Certainly not the Team Modena car (101) now on display in the team manager’s office as the squad turn towards GT2.

The plans of the factory are still unclear, will Aston’s Le Mans programme feature a final DBR9 vs Corvette tussle, or something altogether different?

At least one customer team though look set to attack Le Mans – Check out Gigawave’s website for a mighty big clue who that might be!

2008 Cars

With thanks to George Howard Chappell at Aston Martin Racing and to Marcel ten Caat we can update the series we brought you over the Christmas period which aimed to track down the careers of all of the Aston Martin DBR9s.

We didn’t quite complete the story though as there were a pair of cars delivered from Banbury that we hadn’t accounted for.

Both feature in the series of ‘Customer’ chassis making a final total of 19 DBR9s, 10 ‘Factory’ cars, 8 ‘Customer’ chassis and a single show car.

Chassis 107

The emergence of Chassis 107 adds one to the total but also marks confirmation that Chassis 09 is no more, ‘107’ was the replacement chassis for the BMS Scuderia Italia car destroyed in a Spa 24 Hours shunt in 2007.

The car is not believed to have raced since delivery.

Chassis 108

This car is another not to have raced internationally, its only racing mileage thus far came last year in the Czech Republic in the national GT race series. Delivered to Antonin Charouz in 2008 this is (so far) the final completed car, further cars will only be built to order.

Thanks to the eagle eyes of our Dutch friends at Planet Le Mans spotted the car on display at the Silverstone 1000kms in 2008 and thus we have these images of what may well prove to be the very last of the line including one small image of the car in what is believed to be its only race meeting thus far.