>>EMKA Aston Martin

EMKA Aston Martin

 

EMKA C83/1 and C84/1

Category	Group C sports prototype
Constructor	Maurice Gomm (chassis) Protoco (body)
Designer(s)	Len Bailey
Technical specifications
Chassis	Aluminium monocoque with a Fibre glass body
Suspension (front)	Independent, Unequal wishboned and adjustable dampers
Suspension (rear)	Lower wishbones with an upper fully adjustable A-bracket
Length	15 ft 9 in (4,800 mm)
Width	6 ft 4 1⁄2 in (1,943 mm)
Height	3 ft 3 1⁄2 in (1,003 mm)
Engine	Aston Martin Tickford 5,340cc alloy V8,DOHC per bank, 570 bhp @ 7000 rpm, 220 mph (350 km/h), RR layout
Transmission	Hewland VG 5-speed Manual
Weight	1,960 lb (890 kg)
Tyres	Dunlop
Competition history
Notable entrants	Michael Cane Racing  EMKA Racing
Notable drivers	Steve O'Rourke  Tiff Needell  Nick Faure
Debut	1983 1000 km of Silverstone

The EMKA Aston Martin was a Group C racing car built by Maurice Gomm & Protoco for EMKA Racing with the aid of Michael Cane Racing and powered by an Aston Martin engine. The first chassis, EMKA C83/1 was initially introduced in 1983 and competed in the 1983 24 Hours of Le Mans, finishing a respectable 17th overall. A revised C84/1 also raced at the 1985 24 Hours of Le Mans and finished in 11th place after briefly leading the race in the opening hours.

The EMKA Aston Martin failed to finish any of the other races it appeared at in 1985, leading to the relationship between EMKA and Aston Martin being dissolved due to financial strain, while Steve O'Rourke of EMKA Racing decided to take a break from international motorsport.

Development

EMKA Aston Martin was designed by Len Bailey for the founder of EMKA Racing and manager of the Pink Floyd, Steve O'Rourke. The chassis was built by Maurice Gomm and the fibre glass body constructed by Protoco, with overall assistance from Michael Cane Racing. The car was powered by an Aston Martin Tickford 5,340 cc V8 engine, which was redesigned by Bailey. Featuring relocated alternator,distributor and water pumps to allow for large ground effect tunnels to be used.

Racing history

1983

EMKA C83/1 debuted at the 1983 Silverstone 1000 km race, with drivers of Tiff Needell, Jeff Allam and Steve O'Rourke. The car failed to finish the race, retiring on the last lap due to a failed rear wheel bearing. The car next appeared at 1983 24 Hours of Le Mans with drivers of Needell, O'Rourke and Nick Faure. Despite losing 2 hours due to a suspension problem, the car finished 17th overall and received the 'Motor' Trophy for being the first British car home.

1984

Largely due to the impending fuel regulation changes for the 1984 season, the EMKA Aston Martin did not compete that year. However, the rule change was not introduced and the EMKA C84/1 was developed for the forthcoming 1985 season.

1985

In 1985 EMKA along with Aston Martin introduced the new C84/1 car. The car now featured a revised rear suspension, a new bodywork and the removal of the ground effect. The C84/1 debuted at the 1985 1000 km of Silverstone race with drivers of Tiff Needell, Steve O'Rourke and Bob Evans. The car qualified almost four seconds faster than the C83/1 had done in 1983, but the did not finish the race.

The EMKA's most successful appearance was at the 1985 24 Hours of Le Mans. With drivers of Needell, Nick Faure and O'Rourke the car lead the race for nine minutes during on the opening hours and finished 11th overall. Again being the first British car across the line.

The EMKA Aston Martin failed to finish both the 1985 Spa and Brands Hatch 1000 km races, leading to the relationship between EMKA and Aston Martin being dissolved due to financial strain. While Steve O'Rourke decided to take a break from international motorsport, not returning until 1993 in the British GT Championship.

Chassis

• EMKA C83/1 completed 1983
  • 1983 Silverstone 1000 km- ret
  • 1983 Le Mans 24 Hour- 17th
• EMKA C84/1 completed 1985
  • 1985 Silverstone 1000 km- ret
  • 1985 Le Mans 24 Hour- 11th
  • 1985 Spa 1000 km- ret
  • 1985 Brands Hatch 1000 km- ret

>>Aston Martin DPLM

Aston Martin DPLM

Gipfast Special (DP/801/H)

Category	Le Mans Racer, Sports car racing
Constructor	David Preece, Ken Heywood
Technical specifications
Chassis	Aluminium sheeted, spaceframed chassis with integral roll-cage, fibre glass panels
Suspension (front)	In-board coil springs and dampers with rocking arms
Suspension (rear)	Reversed 'A' wishbones
Engine	Aston Martin 5,340 cc V8, 480 bhp (360 kW) @ 7,000 rpm,naturally aspirated mid-mounted
Transmission	Hewland LG600 Manual gearbox, 4 plate clutch
Weight	1160 kg
Tyres	Dunlop
Competition history
Notable entrants	Simon Phillips Racing  David Preece
Notable drivers	David Preece  Robin Hamilton  Simon Phillips  Richard Jenvey  François Duret
Debut	1980 1000 km of Silverstone
Races Wins Poles Fastest laps 1 0 0 0

Aston Martin DPLM (DP/812/H)

Category	Le Mans Racer, Sports car racing
Constructor	David Preece, Ken Heywood
Technical specifications
Chassis	Aluminium sheeted, spaceframed chassis with fibre glass panels
Suspension (front)	Unequal wishbones, coilover dampers and front anti-roll bar
Engine	Aston Martin 5,340 cc V8, 560 bhp (420 kW), naturally aspirated FR Layout
Transmission	ZF 5-Speed Manual Aston Martin/Sailsbury differential, Salisbury plate type LSD
Weight	1100 kg
Tyres	Dunlop
Competition history
Notable entrants	David Preece
Notable drivers	David Preece  Reg Woodcock
Debut	1982 Shell Oils 1000 Kilometers
Races Wins Poles Fastest laps 1 0 0 0

The Aston Martin DPLM (also known as the Gipfast Special) was an sports prototype, racing car built by David Preece and Ken Heywood. Utilizing an Aston Martin V8 engine tuned by AVJ Developments, the DPLM was designed to participate in the World Sportscar Championship as well as the 1980 24 Hours of Le Mans.The original DPLM was destroyed in its debut race in 1980, while a second chassis was constructed for use in 1982. Despite the team's intentions, the DPLM only participated in two races.

History

DP/801/H

After partnering with Robin Hamilton in the 1977 24 Hours of Le Mans in the unique Aston Martin RHAM/1, Shropshire dentist David Preece set out to create his own car which could compete at Le Mans. During 1979 and 1980 Preece was joined by skilled engineer Ken Heywood to design and build the car which would eventually become known as the Gipfast Special. Other than the engine, most of the project was built in Preece's own garage. The Gipfast was powered by a mid mounted Aston Martin V8 engine based on the production engine utilized in the Aston Martin V8, similar to that used on the RHAM/1. The engine was tuned by AVJ Developments of Pershore, featuring dry sump lubrication and Cosworth DFV style fuel injection, producing around 480 bhp. The initial chassis, known as DP/801/H, was completed in early 1980s and entered in the World Championship 6 Hours at Silverstone Circuit in May of that year. Partnered alongside the returning RHAM/1 under the control of Simon Phillips Racing, the two Aston Martins ran under the title of sponsor Ault & Wiborg. The Gipfast struggled for speed in its debut, qualifying 29th out of 30 entries and was slower than the RHAM/1. At the start of the six hour endurance race, the DPLM suffered a suspension failure after only four laps and crashed heavily. The damage to the car was unable to be repaired in time for Le Mans a month later and the car was abandoned later that year.

DP/812/H

After the failure of DP/801/H, Preece and Heywood spent 1981 and 1982 developing a new car, now known as the DPLM. The second chassis, DP/812/H, was front engined and retained the same AVJ built V8 engine now rumoured to be producing 560 bhp. Debuting in Britain once again at the Shell Oils 1000 Kilometers at Brands Hatch, the car qualified 28th out of 33 entrants. The race performance was stunted as the DPLM crashed on the opening lap in treturous weather conditions. Following the second failure for the DPLM project, the car was retired to non-competitive use and made successful appearances in Aston Martin Owners Club and other national events during the rest of the 1980s driven by Preece and later Barrie 'Whizzo' Williams, for the then owner Stuart Bond. The car was purchased from Bond around the year 2000 and was sympathetically restored and recommissioned by its current owners of the Hipwell family, appearing at the Aston Martin Owners Club Horsfall meeting at Silverstone in 2003 where the car suffered from fuel feed problems and DNS.

>>Aston Martin AMR-One

Aston Martin AMR-One

Aston Martin AMR-One

Category	Le Mans Prototype LMP1
Constructor	Aston Martin Racing (Prodrive)
Technical specifications
Chassis	Carbon fibre monocoque
Suspension (front)	Double wishbone with push rod Koni dampers, 3rd spring/damper, front ARB
Suspension (rear)	Double wishbone with adjustable Koni dampers and 3rd spring/damper
Length	4,640 mm (182.7 in)
Width	1,990 mm (78.3 in)
Wheelbase	2,930 mm (115.4 in)
Engine	Aston Martin 2,000 cc (120 cu in)straight six, turbocharged, mid-engined, longitudinally mounted
Transmission	Xtrac 6-speed sequential manual
Weight	Appr. 900 kg (2,000 lb)
Tyres	Michelin
Competition history
Notable entrants	Aston Martin Racing
Notable drivers	Stefan Mücke  Darren Turner  Adrián Fernández  Harold Primat  Andy Meyrick
Debut	2011 6 Hours of Castellet
Races Wins Poles Fastest laps 2 0 0 0

The Aston Martin AMR-One is a Le Mans Prototype sports car built by Prodrive'sAston Martin Racing arm. The car is a successor to the B09/60 which was a collaboration between Lola and Aston Martin. Unlike their diesel competitors Aston Martin had gone for an open-top LMP.

Development

To meet the new regulations brought in by the ACO for endurance racing, the AMR-One is powered by a downsized, 2.0 litre turbocharged straight six petrol engine, which features a blade-fin behind the cockpit.The AMR-One is built around a light carbon fibre monocoque chassis with open top bodywork, as opposed to the Peugeot-Audi trend of closed car.

The Aston Martin has a very high belt-line, broad shapes and few surface breaks. The front of the car is designed to develop minimal downforce and to force as much air into the ducts. The air then moves through the car instead of over the top. There are numerous ducts inside the high bodywork, one for brake cooling, two through the side vents and one for rear gearbox cooling. One air scoop is in place to feed the turbocharger. Two side ducts on the rear of the car are for rear-brake cooling. The exhaust exits at the bottom of the vertical fin.

Racing History

2011

Six AMR-Ones are expected to be built, with Aston Martin Racing participating in several international endurance events in 2011, including the 24 Hours of Le Mans. At the 6 Hours of Castellet, the new AMR-One qualified 5 seconds behind the Pescarolo. In the race things took a downturn and the AMR-One finished way down the order. Further problems continued as they only completed a handful of laps at the Le Mans Test Day and were far slower than the top running LMP1 cars. The poor testing was followed by their withdrawal from the 1000 km Spa in order to continue private testing for Le Mans. At the 24 Hours of Le Mans, the #009 car retired after only two laps, whilst the #007 car spent four hours in the pit before officially retiring, having driven only four laps. Aston Martin decided to skip the Imola round in favour of developing the car, earning them 3 DNS in 4 races and no points. At the 1000 km of Silverstone, Aston Martin dropped the AMR-One and replaced them with their older but much faster Lola-Aston Martin B09/60.

Two of the AMR-One chassis were later sold to other programs. The Delta Wing project utilized an AMR-One chassis for the base of its radical design due to the team not needing to rehomologate a chassis which had already passed safety tests. A second AMR-One chassis was sold to Pescarolo Team for their use in developing the Pescarolo 03 LMP1 chassis.

Demise

In January 2012 Aston Martin Racing announced they were ceasing development of the AMR-One and instead focusing once again on their GT program. Racing driver Darren Turner blamed the public development of the AMR-One as its undoing citing that most teams develope their new cars completely behind closed doors for at least a year before attempting to race with them.

>>Lola-Aston Martin B09/60

Lola-Aston Martin B09/60

Lola-Aston Martin B09/60
(Aston Martin DBR1-2)

Category	Le Mans Prototype LMP1
Constructor	Lola Cars International Prodrive
Technical specifications
Chassis	Carbon fibre monocoque
Suspension (front)	Double wishbone with adjustable Koni dampers
Suspension (rear)	Double wishbone with adjustable Koni dampers
Length	4,634 mm (182.4 in)
Width	1,990 mm (78.3 in)
Axle track	1,990 mm (78.3 in)
Wheelbase	2,890 mm (113.8 in)
Engine	Aston Martin 6,000 cc (370 cu in) 60°V12, DOHC, 94 x 71.96 mm (bore xstroke), naturally aspirated, mid-engined, longitudinally mounted
Transmission	6-speed sequential manual
Weight	appr. 900 kg (2,000 lb)
Fuel	Gulf
Tyres	18" Michelin
Competition history
Notable entrants	Aston Martin Racing  AMR Eastern Europe  Signature-Plus  Muscle Milk Aston Martin Racing
Notable drivers	Tomáš Enge  Jan Charouz  Stefan Mücke  Darren Turner  Harold Primat  Miguel Ramos  Adrián Fernández  Klaus Graf
Debut	2009 1000 km of Catalunya
Races Wins Poles Fastest laps 27 9 4 5
Teams' Championships	1 (2009 LMS)
Constructors' Championships	1 (2009 LMS)
Drivers' Championships	1 (2009 LMS)

The Lola-Aston Martin B09/60, also known as the Aston Martin DBR1-2, is a Le Mans Prototype sports car built by Lola Cars International and co-developed with Prodrive for use by Aston Martin Racing. It is the first prototype to bear the Aston Martin name since the AMR1 in 1989. Aston Martin's internal name for the car, DBR1-2, refers to the specific DBR1 chassis which won six races in 1959 en route to clinching the World Sportscar Championship as well as that year's 24 Hours of Le Mans.

2009 Lola-Aston Martin B09/60 at the Goodwood Festival of Speed

Development

The B09/60 is an evolution of the Lola B08/60 LMP1 design used by Aston Martin Racing in 2008. As before it uses the same racing prepared 6.0 L (370 cu in) V12 engine from the Aston Martin DBR9 GT1 car, but with larger air restrictors allowing for an increase of 50 hp (37 kW) due to using a production-based engine. This V12 is a little heavier, taller and longer than custom-built prototype racing engines. The standard Lola gearbox was replaced by a more compact Xtrac 6-speed which is operated with paddle-shifting. An unusual feature to the car is the rearward brake cooling, which feeds the air to the brakes through two fans, and eliminates brake ducts on the body.

Racing history

Two B09/60s competed in the full Le Mans Series season, while a third car entered under the AMR Eastern Europe banner for Charouz Racing Systems also competed at the 2009 24 Hours of Le Mans and in the last three races of the LMS. The number 007 car won the Le Mans Series overall, and the number 009 finished fourth.

At Le Mans the B09/60 of Jan Charouz, Tomáš Enge and Stefan Mücke finished fourth behind the factory entries of Peugeot and Audi, as well as being the highest finishing petrol-fuelled car. The 008 car was running as high as 3rd overall in the morning until Anthony Davidson had a collision with a GT1 Aston. Subsequent repairs and a 5-minute stop and go penalty—for causing the collision—dropped the car out of contention.

A Lola Aston Martin competed at the 2010 12 Hours of Sebring, which marked the first time the Lola - Aston Martin entered a race in the United States. The Lowe's-sponsored car finishing the race in 3rd position, three laps behind the two winning Peugeots. No factory cars were entered into the 2010 1000km of Spa. Three cars have also been entered in the 2010 24 Hours of Le Mans, although only the 007 and 009 cars will be run by Aston Martin Racing; the 008 car is scheduled to be run by the French team Signature-Plus. Both the 008 and 009 cars suffered from problems and had to be retired, leaving only the 007 to finish 6th overall and completing 365 laps, less than it did in 2009. It was the third highest petrol finisher behind Oreca and the LMP2 winner Strakka HPD.

At the 1000km of Silverstone, the Lola-Aston Martin finished 4th and the highest petrol finisher.

	Lola-Aston Martin B09/60 at the Goodwood Festival of Speed
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As of 2011, the car is being competed by Team Cytosport in the American Le Mans Series with regular drivers Klaus Graf and Lucas Luhr. The team failed to finish the first round at the 12 Hours of Sebring, but rebounded by overtaking the polesitting Dyson Racing car at Long Beach to take the win. So far, the team has won all of the rounds in the 2011 season except for Sebring and Lime Rock.

After suffering reliability problems and a lack of speed with its new AMR-One prototype, Aston Martin Racing will revert to using a B09/60 for the final three rounds of the 2011 Intercontinental Le Mans Cup as well as round eight of the 2011 American Le Mans Series season, the American Le Mans Monterey at Laguna Seca. The lone factory Aston started third behind the two Dyson Lola machines, but the race would end with the Aston winning by three laps, notching up another victory for the car. The grandfathered car also got a surprise podium finish at Petit Le Mans after 3 of the 4 factory cars (Audi and Peugeot) crashed.

>>Aston Martin Vantage GT4

Aston Martin Vantage GT4

Aston Martin GT4

The Prodrive GT4 at 2009 Autosport International
Category	Sports car racing
Constructor	Aston Martin Lagonda LTD
Technical specifications
Length	4,380 mm (172.4 in)
Width	1,865 mm (73.4 in)
Height	1,210 mm (47.6 in)
Axle track	Front 1,580 mm (62.2 in) Rear 1,590 mm (62.6 in)
Wheelbase	2,600 mm (102.4 in)
Engine	Aston Martin 4.7 litre, V8, FMR
Transmission	6-speed Manual or Sportshift
Weight	1,350 kg (3,000 lb)
Competition history

The Aston Martin Vantage GT4 is an updated version of the Aston Martin V8 Vantage N24, debuting in late 2008. Its primary alteration is the introduction of the new 4.7 litre V8 that also debuted in the production V8 Vantage. This replaces the 4.3 L V8 in the V8 Vantage N24. 

Development

Barwell-Beechdean Vantage GT4 at Brands Hatch in 2009

The Aston Martin Vantage GT4 is the evolution of the successful Aston Martin V8 Vantage N24 car. Featuring an enlarged 4.7 litre engine and uprated suspension, allowing for increased camber
and castor angles. The brakes have also been uprated with larger diameter front discs and racing pads.

The Vantage GT4 car has been built to FIA GT4 regulations making it eligible to compete in FIA European GT4 and FIA GT4 world endurance races.

2011 GT4

In 2011 Aston Martin upgraded the specification of the Vantage GT4, with better aerodynamics, and increased engine power. Aerodynamic alterations include, a new front splitter for greater front downforce and greater rear downforce through a redesigned floor, new diffuser and a boot flip. The 2011 GT4 also comes with the option of a traction control system and a Bosch ABS system.

>>Aston Martin Vantage GT2

Aston Martin Vantage GT2

Aston Martin V8 Vantage GT2

The Drayson-Barwell GT2 car at the 2008 Monterey Sports Car Championships
Category	Sports car racing
Constructor	Aston Martin Lagonda LTD
Technical specifications
Chassis	Bonded aluminium chassis with Carbon fibre panels
Suspension (front)	Double wishbone with adjustable Koni dampers
Suspension (rear)	Double wishbone with adjustable Koni dampers
Engine	Aston Martin 4.5 litre, all aluminium, 60° V8, FMR
Transmission	6-speed sequential manual
Weight	FIA 1,150 kg (2,500 lb) ACO 1,175 kg (2,590 lb)
Competition history

The Aston Martin Vantage GT2 is the most powerful racing variant of the Aston Martin V8 Vantage family. The Vantage GT2 is based on the V8 engined Aston Martin Vantage road car but is designed to run on both standard race fuel or E85 bio-ethanol.

Development

Drayson-Barwell's V8 Vantage GT2 at the car's debut, the 2008 American Le Mans Series at Long Beach.

Debuting in 2008 the GT2 is designed to meet FIA and ACO
GT2 class regulations, the Vantage will become a customer car for use in the FIA GT Championship,
American Le Mans Series, Le Mans Series, and 24 Hours of Le Mans.

The Aston Martin Vantage GT2's engine is a modified version of the standard 4.3 litre Aston Martin V8 from the road car. The larger 4.5 litre engine retains the road car’s cylinder block, heads and crankshaft, but uses competition components, including cylinder heads, con-rods, valves, camshafts and a racing exhaust system. The developed engine features a dry sump lubrication system allowing the engine to be positioned low in the chassis, for an optimised centre of gravity.

The car uses the original bonded aluminium chassis supplied by Aston Martin, but uses carbon fibre panels (exc roof) and features front splitter, rear diffuser, rear wing and a flat floor.

The V8 Vantage GT2 has been tuned to be capable of running E85 ethanol or normal racing fuel, dependent on the racing series.

Drayson Racing Aston Martin Vantage GT2 racing in the Le Mans Series at Silverstone Circuit in 2009.

Aston Martin Racing has confirmed the entry of two upgraded GTE-Spec Vantage GT2s in the inaugural World Endurance Championship with a works team. Both the upgraded cars will debut in tests in January. They are reported to 'wear' Gulf liveries, much like those of the GT and Prototypes of Aston Martin have before.

Racing history

Aston Martin V8 Vantage GT2 saw its racing debut at the 2008 Grand Prix of Long Beach, driven by Paul Drayson, a former Minister of State in the United Kingdom, and Jonny Cocker, 2004 British GT Champion. The car will also be run on E85 fuel.

James Watt Automotive ran the V8 Vantage GT2 in the Le Mans Series 2008, although the car failed to make the start of its debut race due to mechanical problems.

Drayson Racing ran the V8 Vantage GT2 in the Le Mans Series 2009.

It is confirmed that the JLOC will use a V8 Vantage GT2 in 2010 Super GT season. The Car is ran under the name Aspeed triple A Vantage GT2

JMW Motorsport will run the V8 Vantage GT2 in the Le Mans Series 2010.

JMW Motorsport Aston Martin Vantage GT2 at Autosport International
in 2010.

Aston Martin Vantage GT2's have also raced in many other series including the Le Mans Series and Intercontinental Le Mans Cup. Two Vantages also raced at the 2011 24 Hours of Le Mans: Jota Racing AMR and Gulf AMR Middle East. Both cars ultimately retired, one with mechanical issues and the other after losing control and spinning off the circuit, injuring the driver Mark Wainwright and damaging the car too seriously to continue.

Gulf AMR Middle East Vantage GT2 - Petit Le Mans 2011