By 2008, the car has been put up for sale for 550,000 Euros. It was the final lot in the AM/Bonhams auction in May 2008 but at that time it failed to sell. The team has apparently moved onto the cheaper Corvette GT1 racecar.
This particular car has also been immortalised as Scalextric model
The images of this car were taken during the 2013 Goodings auction at Pebble Beach where the car was sold.
During the 2007 season the team have been running two cars and have an entry for both cars in the Le Mans 24 hour race. Car 008 (DBR9/3) of Christophe Bouchut, Fabrizio Gollin, Casper Elgaard managed 7th overall and 3rd in the GT1 class, car 006 (DBR9/1) of Patrick Bornhauser, Roland Berville, Gregor Fisken finshed 29th overall. AMR Larbre continued to compete in the Le Mans series during the remainder of 2007. For the 2008 season, Larbre will be running the Saleen.
For 2008, Larbre moved on to using a major competitor to the DBR9, the Saleen.
Larbre Competition
Best results during 2006 were 3rd places at Silverstone (Fabrizio Gollin, Fabio Babini), Brno (Fabrizio Gollin, Fabio Babini) and Budapest (Fabio Babini, Matteo Malucelli). Sadly, DBR9/9 was one of the first cars to retire at Le Mans in 2006 after crashing very heavily. In the FIA GT Championship in 2006, BMS Scuderia Italia achieved 2nd overall behind the Vitaphone Maserati MC12
For 2007, as well as competing in the FIA GT series, car 100 achieved 11th overall and 6th in class in the 24 Heures du Mans. In the FIA GT championship in 2007, BMS Scuderia Italia achieved 6th overall.
After two years of success with the DBR9, BMS Scuderia Italia have moved on to Ferrari GT2 cars. An associate team, Brixia Racing are running a trio of DBRS9’s in the European GT3 series.
Designing a totally new engine would have been far too expensive especially if new tooling was needed, so that the 1½ litre Renwick and Bertelli engine was modified and enlarged to 1949cc. The new engine (in dry sump form) first saw daylight in the Team Cars destined for the 1936 Le Mans 24 hour race. To be able to compete in the French Classic, it was necessary for a manufacturer to have ‘sold, built or stocked’ 30 cars, three weeks prior to the race. In fact 25 chassis were laid down by this time and the Team Cars were permitted to enter. It was very unfortunate that due to industrial action and political problems in France at the time, the race organisers, the ACO cancelled the race at very short notice. For some time, the AMOC register referred to the two Team Cars as LM22 and LM23 although the cars may never had actually cared those numbers. As the pair of Team Cars were quickly sold off after the cancellation of Le Mans and were never officially raced by the Works Team, they are now known as G6/701/UR and G6/702/UR. The factory subsequently withdrew from racing altogether. Whilst very similar to the Ulster, the 2 litre Team Cars had front wings that were attached to the chassis by stays and bracing and thus they no longer turned with the steering – a familiar Aston Martin trademark feature was lost.
Once sold, one of the cars was entered privately in the 24 hour race at Spa, Belgium. Although it didn’t finish, it did perform very well indeed.
The car shown here is chassis number 702, which I saw for the first time at the AMOC Horsfall meeting at Silverstone in September 2002. It competed in the annual Horsfall race which is specifically reserved for pre-war Aston Martins. If the register is correct, this would have been the very first time that this important car has ever been in this longstanding classic race.
Initially the plan was for three Aston Martin Racing Works teams (a true works team and two others) to compete in major international sports cars series. For these teams, a total of 12 Works cars were planned to be built (chassis numbers 1 to 12). With the exception of the full AMR works team, the others were to be independent teams each racing DBR9’s with the full factory support of Aston Martin Racing. In addition, upto another 20 DBR9’s were planned to be built for private teams and collectors.
The aluminium chassis is an ever so slightly modified version of that from the road car, together with it’s aluminium roof. Modifications just involve removal of unnecessary brackets and the removal of excess glue (to reduce weight – believe it or not) plus the addition of a still steel roll cage. The rest of the bodywork is carbon fibre and the whole car has a steel roll cage. You won’t be surprised to hear that the familiar V12 is expected to produce about 600 bhp and in excess of 700 Nm of tourque in dry sump form. The transmission is an xTrac six speed sequential unit is mounted in the gear axle. And stopping the lightweight 1100kg DBR9 is accomplished by 330mm carbon brakes and six pot Brembo callipers. The suspension is an uprated version of that on the road car with Koni dampers and Eibach springs. 18 inch Magnesium wheels are provided by OZ and tyres by Michelin to a maximum width of 14 inches. But the biggest difference between the road and race car is the power to weight ratio – the DBR9 has 550bhp per tonne – double that of the road car.
By 2006, in addition to the full AMR Works cars, AMR had attracted two works supported teams, BMS Scuderia Italia and Larbre Competition.
Also, cars have been sold to be run in the following private teams, Team Modena (initially run under Russian Age Racing and Cirtek), Jet Alliance (formally Race Alliance), Barwell Motorsport, Phoenix Racing and Gigawave Motorsport.
Full results for DBR9’s in competition can be found here http://www.astonmartinracing.com/eng/results
AstonMartinRacing.com | American Le Mans Series | Le Mans 24 hour race
