Audépart commissionné par Aston Martin Cambridge, le projet est vite arrivé dans les mains de l'équipe de design, toujours sous la coupe de Marek Reichmann. Et quelle plus belle victoire que celle des 24 Heures du Mans en 1959 avec la mythique DBR1 pour célébrer le riche passé en compétition d'Aston Martin ! Les 24 exemplaires seront
AstonDBR 1/300 Border Reivers Le Mans 1960 et 1961 En 1960 David Brown, propriétaire d'Aston Martin, est devant le dilemme de continuer la compétition sur la voie du succès ou d'arrêter la compétition à son plus haut niveau et se concentrer. En effet la compétition coûte de plus en plus chère. La DBR1 semble être arrivée au maximum de son potentiel et être dépasser par les Ferrari. De plus le nouveau moteur V8 n'est pas prêt. Aston Martin est alors une entreprise de 200 personnes qui doit se concentrer sur ses modèles de production. Aussi David Brown choisit-il de vendre ses modèles de compétition DBR1 à des écuries privées. DBR1/3 châssis n°3 L'écurie des Border Reivers fais l'acquisition de la DBR1/3 châssis n°3 immatriculée FSH360. C'est la voiture qui avait été brûlé à Goodwood pendant la Tourist Trophy de 1959 des modifications en seront plus facilement décidées. Cette écurie écossaise crée par Jock McBain et ses amis à Chirnside, Berwickshire dans les années 1950 elle est plus vielle que l'Ecurie Ecosse, et c'est dans cette écurie que Jim Clark se révéla dans le British Racing en 1958. L'année 1959 sera une année de victoires encore pour le jeune pilote qui se fera remarquer par Colin Chapman lequel lui offre un volant pour les 24Heures du Mans. En 1960 le pilote partage sa carrière avec Lotus en formule 2 et Les Border Reivesr en endurance. La voiture est modifiée. Le règlement impose un pare-brise plus haut, ce qui nécessitera l'ajout d'un montant central de riveté pour rigidifier le Pesrplex et d'un essuie-glace entouré de deux prises d'air pour garantir la vision et l'aération du pilote. Le modèle voit son arrière modifié pour gagner en aérodynamique l'appui tête disparaît au profit d'une arrière plus rond et englobant cependant qu'un coffre à bagage » vient en troubler la ligne exigence du nouveau règlement pris bien au pied de la lettre chez les Border Reivers. Le rétroviseur central doit de ce fait être monté au dessus du pare brise il est fixé sur un trépieds. De type obus il est légèrement décalé du centre de l'auto vers la gauche. Les ailes enveloppantes avant et les flasques d'arche de roues arrières disparaissent ainsi que le tendelet qui recouvrait le coté passager, une bâche en plastique transparent et fixée au pare brise reste la seule protection. Le petit feu de calendre précédemment situé au centre descendra en bas de l'entrée d'aire fixé sur une plaque triangulaire Enfin la couleur aussi change ; le vert Almond Green fait place à un bleu foncé plus écossais ». Le Mans 1960 C'est donc sur l'Aston Martin ex usine que Clark rejoint Roy Salvadori vainqueur du Mans 1959 pour la saison d' course partie en dixième position la n°7 pilotée par Jim Clark va bondir en tête. mais la forte opposition des Ferrari venues en nombre, jaguar et Maserati vont rattrapé le jeune pilote anglais qui retrouvera sixième a la deuxième heure. C'est une calme mais sûre ascension dans le peloton de tête qui s'engage cinquième à la troisième heure et enfin troisième à la sixième. Mais le nouveau règlement avec ce pare brise plus haut et une contenance du réservoir limitée vas être source de nouvelles contraintes et déboires. Les consommations de carburant ont augmentés plusieurs pannes sèches, les vitesses de pointe diminuées. Prudemment et faisant preuve de maîtrise, les pilotes de l'Aston ne se mêleront pas trop aux bagarres de tête préférant assurer un podium conquis dés la seizième heure sur une route glissante l'épreuve fut très arrosée. Classement final troisième avec 306 tours Le Mans 1961 Sur l'Aston Martin des Border Reivers, Clark partage le volant avec Ron Flockhart vainqueur 1956 e t 57 sur Jaguar. En effet Roy Salvadori a rejoint Tony Maggs sur l'autre Aston DBR1 chassis n°4 engagée par une autre écurie privée la John Ogier Essex Racing. La voiture est identique a l'année précédente à part le numéro elle porte le 5. La course Parti en septième position rappelons que nous sommes en départ type le mans » Clark une nouvelle fois surgit en tête dans la courbe Dunlop, mais ils est rapidement rattrapé par les Ferrari qui sont arrivées en force cette année. Les quatre première heures verront une descente lente dans le classement douzième. Puis une remontée qui verra la voiture atteindre la quatrième place à la neuvième heure. La dixième heure verra les problèmes mécaniques arriver embrayage et l'abandon au 132ème tour, l'équipe était alors classée alors quinzième. La miniature base et modifications Le modèl de base est sorti d'une série presse de fabrication IXO. La miniaure est entièrement démontée. La carrosserie est décapée. Puis les ailes avant sont "dégonflées"par l'exterieur la ligne de carrosserie devant etre droite vue de dessus. Les arches de passage de roue avants sont modifiées en se servant des photos et plans, tandis que celles des roues arrières sont ouvertes. L'arrière est redessiné, l'appui tête est rabotté, et le "coffre à valise" fabriqué deux pièces et positionné. La pointe de carrosserie arrière refaite plus pointue et ornées de quatre feux. Les ouvertures latérales sont modelées dans de la plasticine et recouvertes de résine type synthofer prenant le galbe du capot arrière. Enfin les gravures sont effectuées coffre et entourage boite à valise. Poste de conduite et tableau de bord Le dessus du tableau de bord est percé de trois trous de 0,5mm afin de pouvoir y coller le trépied du rétroviseur obus. Enfin sur la base de l'ancien pare brise est dessiné le nouveau qui sera plus haut et moins incliné et portera en son centre un montant central posé en extérieur et dont une tige un grand rivet qui tient un montant du rétro ??? dépasse en son milieu. Avant peinture un petit support triangulaire est monté dans la partie inferieure de la bouche d'air couleur sera bleu écosse du drapeau écossais pas de l'écurie. Si certains ont préconisé le bleu métalisé de l'écurie écosse d'autres britaniques ont préféré le bleu non métalisé, je serai de leur décals là j'ai besoin d'aide ...... surtout pour l'emblème des border reivers la silhouette de chevalierA suivre ....... j'attend vos réactions
AstonMartin DBR1 Le Mans 1959 Photograph. ÂŁ9.99. Add to Cart. Pit Stop for the victotious DBR1. Professional B&W Photograph. Hand Printed onto 12" x 10" paper. Image Size 290mm x 225mm. WAS ÂŁ30.
HistoryAston Martin had, since its inception back in 1913, always been a keen player in the motor racing scene. However, after having all of its tooling sold to the Sopwith Aviation Company for aircraft production during World War I, later bouts of financial problems and another run in aircraft component production during the Second World War, that after the war, Aston Martin was about as close to being able to make another assault on Le Mans as what the east is from the Sir David Brown. David Brown Limited would purchase the company right along with Lagonda. Using the desirable Bentley-designed engine, Brown and Aston Martin would focus on creating stylish 'grand touring' cars. However, Sir David Brown's heart always beat right along with the ticks of a second hand. And no place would give him such a rush, such a passionate desire to succeed as Le Mans. Aston Martin had been successful in the French classic, but those years had long since passed. And with the state of the company during the late 1940s, it seemed like it would be forever before another Aston Martin would ever reach the top step of the Le Mans podium. Some undoubtedly believed it would never happen Sir David Brown didn't see it that way. And he would set about creating some truly athletic sportscars that would give him and his company the best chance possible. Brown's company would focus on racing because they knew full well that success on the track meant sales of production cars. It also meant advancements in technology that would only help the company achieve Brown's 1951, Aston Martin's DB2 entered production. Aston would then take its new DB2 and would enter it in the class at Le Mans in 1951 and would promptly earn a clean sweep in the class and would earn a 3rd, 5th and 7th overall finish. Another DB2 would finish 10th overall for the Mann success would only wet Brown's appetite all the more. But Brown, being a gearbox manufacturer knew what it would take to compete for overall victories, and the team wasn't quite there yet. Therefore, Aston Martin would use the early part of the 1950s to focus on the smaller classes of endurance racing in order to build up confidence and reliability. But ultimately, the goal was to enter the higher classes and fight for an overall victory. The Bentley-designed six-cylinder engine had served as the resurrection for Aston Martin. However, against the likes of Jaguar, Ferrari and Maserati, the engine was underpowered. As a result, the best result in the overall standings at Le Mans for Aston Martin would come during the tragic 1955 Le Mans in which Mercedes would suffer the terrible accident that killed Pierre Levegh and more than 80 spectators. When they pulled out during the early morning hours Jaguar was left all alone to fight for the overall victory. An Aston Martin Ltd. DB3S would end up picking up the pieces finishing in 2nd place but would be some five laps down to the Jaguar driven by Mike Hawthorn Ivor problem Brown and Aston Martin had would be that the six-cylinder engine was a good one, very reliable and strong. Though it didn't quite have the power of its competitors it had the reliability and strength that were necessary to run for 24 hours and be there still at the end. So it was clear the engine could be tuned but needed to remain because it offered just too many advantages. Therefore, the performance deficiencies would have to be made up in the chassis itself. Therefore, in 1956, Ted Cutting, Aston's chief designer, set about creating an entirely new spaceframe chassis that not only weighed less but also offered exceptional rigidity. Cutting's design would work. He would manage to shave some 50 pounds off of the new design but would improve the rigidity of the car at the same time. Fitted with front and rear suspensions that were holdovers from the DB3S, Lockheed disc brakes and Brown's own transversely mounted gearbox, the twin-cam DBR1/1, as it would become known, would debut in 1956, but it would certainly look better than it in speed, the DBR1 would only take part in one race, the 1956 24 Hours of Le Mans. However, the car would still be useful to the team. John Wyler and Reg Parnell would take the DBR1/1 and would continually develop it for the following season. Things would improve slightly in 1957, but still, the car lacked outright then the engineers tried the six-cylinder engine in the DBR1. The engine had been used in the DB3S. When combined with three Weber carburetors, power of the engine increased to over 250 bhp. Combined with the elegantly-designed body, the engine would help to forge and beautiful pairing that would have made Astaire and Rogers immediately the car would be successful winning the Spa Grand Prix in 1957, the first for a DBR1. Before the season was over, the DBR1 would go on to win two more races. One would come at the famous 1000 km of the Nurburgring and another would be in a three hour race back at Spa. However, at Le Mans, the DBR1/2 still could not provide Brown his sought after then Providence would drop the opportunity of a lifetime right in their laps. By the end of the 1957 season, the regulations would change limiting sports prototype's engine displacement to just All of a sudden, Jaguar's D-Types and the Maserati 450S were out of the running. Maserati would have deeper problems than just a displacement issue, and therefore, would withdraw all together. That meant just Ferrari would be Aston Martin's main competition heading into the 1958 seemed everything was right for Brown to finally achieve his dream of winning at Le Mans. However, as before, it was not to be. Between an accident and a couple of mechanical problems, all of the David Brown Aston Martins would fail to make it to the end of the race. This would be yet another bitter disappointment to Brown's greatest aim. Still, it seemed the team had all of the necessary elements. The team just needed some reliability and they would be in good shape. So, Aston Martin plugged away, still believing in the DBR1 to be the car that would earn them victory at Le Mans. And what was there not to believe? Cutting would manage to create an absolutely beautiful car. Bearing similarity to the D-Type Jags with its heavily rounded bulbous fenders, large wide-mouth grille, arching top bodyline and the large single-piece wrap-around windscreen, the DBR1 was certainly a gorgeous car to behold. But underneath the elegant bodywork, the car was all business. Of course, the major component of this potent package would rest up front. The longitudinally mounted normally aspirated straight 6, with its Weber 45 DCO carburetors, would produce a little more than 250 bhp at around 6200 rpm. And when combined with a car weighing a little more than 1750 pounds, top speeds would well exceed 160 mph down the Mulsanne. Carroll Shelby would regard the DBR1 in such positive terms. 'The DBR1 was a very good handling car,' Shelby would relate, 'we were definitely superior to the others in terms of handling.'The superior handling of the DBR1 would as a result of Cutting shedding pounds off of the spaceframe design and the use of Girling disc brakes on all four corners of the car. Stability within the car would come from Brown's 5-speed gearbox being mounted within the axels of the wheels, a trailing link front suspension and a De Dion rear that boasted of trailing links and torsion its frustrating results at Le Mans, as Carroll Shelby would make abundantly clear, 'You always felt safe in the car—you always wanted to drive the Aston. I never heard a driver criticize it.' Such feelings toward a car meant the team and drivers could have confidence heading into Le Mans despite the fact the past had not been confidence would lead the team to enter the 1959 running of the 24 Hours of Le Mans as a team on the prowl. And despite its history, the team would still determine it would be good to send Stirling Moss and his co-driver, Jack Fairman, out as rabbits in order to coax Ferrari into a high-speed duel. Ferrari knew they could allow Moss and Fairman to escape into the distance only so far before they needed to do something about reeling them back in. Meanwhile, the sister-cars of Roy Salvadori and Carroll Shelby and Maurice Trintignant and Paul Frere, would constitute Aston's main thrust toward an overall tactic would work. The DBR1 would open up such a lead that it would force Ferrari to respond. In the end, the incredible pace would take its toll. The Ferraris would be up at the front throughout the running of the race, but in the final few hours it would be Roy Salvadori at the wheel of chassis DBR1/2 in the lead of the race over his Aston Martin teammates of Trintignant and Frere. Amazingly, at 4pm on the 21st of June Salvadori powered his way across the finish line for the final time ahead of the sister car to complete an Aston Martin one-two! It would be an absolutely demonstrative victory with Aston Martins leading home a field mostly made up of just GT cars. And though Trintignant and Frere would end up a lap behind the victorious car driven by Salvadori and Shelby, the next-closest car out on the circuit would be some 26 laps, or, nearly 218 miles behind!By the end of the 1959 season, Aston Martin would win the World Sportscar Championship, but it would be that moment at 4pm on the 21st of June that David Brown had been waiting forever since he dreamt of Le Mans and when he took over Aston Martin. He had brought together all of the right pieces. It was all blended into the creation known as the DBR1, and with that, Sir David Brown's Aston Martin entered Le Mans legend. Sources'Company History', Aston Martin. Retrieved 7 June 2012.'Carroll Shelby Looks Back at 1959 Le Mans Victory', Sports Car Digest The Sports, Racing and Vintage Car Journal. Retrieved 7 June 2012.'Aston Martin Goes Back to the Future 1959-2009', PlanetLeMans The Latest Sportscar and GT Racing News First. Retrieved 7 June 2012.'Aston Martin DBR1', Powered by Knowledge, Driven by Passion. Retrieved 7 June contributors, '1959 24 Hours of Le Mans', Wikipedia, The Free Encyclopedia, 6 March 2012, 1251 UTC, accessed 7 June 2012By Jeremy McMullenBamford & Martin founded the Aston Martin Company in the early 1910's backed by their desire and passion for racing. Their first victory was at the Aston Hill Climb in 1914 and this victory became the basis for the company's name. Their early years of production focused heavily on racing and competition cars but a need for survival in a fierce marketplace led them to produce road cars. In 1947 the company was purchased by David Brown and many viewed this as the company giving up on its racing heritage. David Brown quickly dismissed these fears by introducing racing-inspired 1951 the DB3 was introduced as a replacement for the DB2. In comparison to its predecessor, it was very similar. The DB3S was introduced in 1953 and even though it was modern and fast it was outclassed by Ferrari and Maserati. In 1956 the company introduced the DBR1 which was similar to the DB3S but far superior. With Stirling Moss, Tony Brooks, Jack Fairman, Carroll Shelby, and Roy Salvadori the company experienced some of its greatest victories ever. 1959 was the pinnacle of their success with a first and second-place finish at Lemans and winning World SportsCar 1959, the company retired from the SportsCar Championship series so they could concentrate on Formula 1. To this day, the DBR1 is still considered one of the greatest racing cars in Aston Martin history. There were only five created with the fourth being constructed as a Daniel Vaughan Jun 2012
Although1957 proved quite successful for Aston Martin, a victory at Le Mans still eluded the British manufacturer. Ironically one of the weak components of the DBR1 was David Brown's own CG537 gearbox. A sudden change in the regulations at the end of the 1957 season limiting the displacement to 3-litres for sports prototypes, perfectly suited Aston Martin's DBR1. These
Un peu d’histoire ? - La première apparition de la DBR1 sur le circuit date de 1956. Il lui faudra attendre 1959 et une nouvelle réglementation pour pouvoir s’imposer au Mans car son moteur manquait d’une trentaine de chevaux par rapport à celui des Ferrari, n’en développant que 250. Cette année là non seulement la DBR1 n° 5 pilotée par Roy Salvadori et Carroll Shelby remporta l’épreuve, mais la DBR1 n° 6 pilotée par Maurice Trintignant et Paul Frères termina deuxième. La miniature – Signée Ixo, cette DBR1 nous restitue de manière un peu approximative les lignes de la vraie alors que ses volumes et coloris sont corrects. Cette approximation résulte du mauvais dessin des ailes et de la découpe trop basse des passages de roue avant. L’avant est pourtant correct avec sa grande prise d’air surmontée de l’écusson et du numéro de course. Les quatre phares sont sous des bulles où les rivets de fixation sont reproduits. Le profil révèle des roues arrière carénées. Roues à fil au dessin assez réaliste. L’arrière arbore deux petits feux rouges, le numéro de course avec éclairage et une double sortie d’échappement alu mais pleine. Le poste de pilotage est semi ouvert. Il est pourtant permis de découvrir les principales commandes et quelques éléments du châssis ainsi que les deux petits baquets. Le soubassement n’est pas détaillé. ASTON-MARTIN DBR1 – 24 Heures du Mans 1959 Ixo – réf. Coffret duo ASTON-MARTIN RACING » AO1MC4
AstonMartin DBr 1 Recreation, Full aluminum hand made body, Chassis matching exactly original blueprints, 6 in line cylinders, 2800cc, 178 hp, DOHC camshafts, 3 double side 45' Weber Carburetors, 5 speed gearbox, 16' Avon tires, Aluminum radiator and fuel tank. Original World War 2 RAF Spitfire switches in dashboard (same as in the Le Mans
Talacrest is a name best known in the classic Ferrari world, but this time around, it's peddling the 1959 Le Mans-winning Aston Martin DBR1/2 driven by Roy Salvadori and Carroll Shelby. To call this car priceless is to ignore the whole point of a sale-but it's certainly a piece of motorsport history, and fantastically beautiful to boot. In addition to its ties to Shelby, it is the only Aston Martin to have ever won Le Mans outright, and the only DBR1 to score a win in the hands of a privateer team. Since its glory days in the late 1950s and early 1960s, the car has changed hands a few times, but over the past 20 years, has been extensively raced in vintage competitions. It's great to see a car as significant and valuable as this DBR1/2 not sitting in a museum somewhere, but being lovingly maintained and run hard on track, just as it was built to do. Hopefully the new owner uses it the same way. If you'd like a shot at buying the car or if you'd just like to see its full racing pedigree you can get more details at the official Talacrest listing page.
Lesmeilleures offres pour ASTON MARTIN DBR1 2nd le mans 1959 sont sur eBay Comparez les prix et les spécificités des produits neufs et d 'occasion Pleins d 'articles en livraison gratuite!
The DBR1 is a car often described as both the pinnacle of racing achievement and breath-taking design for Aston Martin, and it's really not hard to see why. The shapely DBR1 was designed as the successor to the DB3S, which was introduced in 1953 and gave Aston Martin the taste of success that the team needed to spur it on to create something truly remarkable. The DB3S never managed to win at Le Mans but it did take the fight to Ferrari, which was dominating the World Sports Car Championship at the time. Aston Martin managed a one-two finish at the Tourist Trophy at Dundrod in Ireland, as well as a win at the Goodwood Nine Hours in 1953. The team managed to place third in the championship at the end of the year, behind Jaguar with the C-Type and Ferrari with the 340 MM and Ferrari 375 MM. Notice had been served. In 1956 came the iconic DBR1, a car that was designed with the ultimate goal of winning at Le Mans. The project was started in 1955, as the team led by John Wyer and David Brown knew that the days of the DBR3S were numbered, with the latest rules change in the championship meaning that manufacturers no longer had to use cars that were road legal or even based on road-legal models. The DBR1 was developed by a tiny team lead by engineer Ted Cutting, who personally designed the body, engine, chassis, and suspension. The car had a rear transaxle which was considered advanced at the time and a new all-alloy racing engine in the front that offered a perfect 50-50 weight balance. The fact that the straight six powerplant was extremely light and quite powerful meant that it could achieve speeds of up to 175mph at Le Mans. It is a car that was described by Stirling Moss as one of the best-balanced machines he ever drove. Ted Cutting later went on to work on the early stages of the Ford GT40 project with John Wyer in 1966, with Wyer also being associated with the dominance of the legendary Porsche 917K in later years. In a way, the DBR1 was also a sign of the brilliance that these influential men had to offer. The beautiful styling of the car was very similar to the other open-cockpit cars of the era that it raced against, such as the Ferrari 250 Testa Rossa or the Jaguar D-Type. With long flowing curves, a wide front grille, and a bulbous rear end, it didn't have much in the way of aerodynamics but it was stylish and awe-inspiring perfectly fitting to the gentleman driver aesthetic of the 1950s. The interior was typically simple, as race cars tended to be, but it also had a touch of English elegance thanks to a leather-wrapped dashboard contrasting against the wood-rimmed steering wheel. The DBR1 even had a recess in the body for an air hose connection, which would then feed jacks on the front of the car with compressed air to lift it, making it easy for mechanics to change wheels and brakes. The DBR1's Racing Achievement Considering the fact that Aston Martin was mostly focused on winning Le Mans, the car got off to a slow start retiring in the 21st hour of its debut race at Le Mans in 1956, due to gearbox failure. It was a similar story in 1957 with both DBR1s failing to finish, followed by three DBR1s failing to finish in 1958. Through all this the car still showed promise. The team took victory at both Nurburgring 1000-kilometre races that it entered, and with all the experience and fine-tuning of the car that had been carried out by 1959, Aston Martin was ready to once again take the fight to Le Mans. Just a few weeks before the 1959 Le Mans race was the Nurburgring 1000 Kilometres. This was a race that Aston Martin had already won for the past two years, but with the focus on winning Le Mans, the team wasn't planning to enter a car in 1959. That was until Stirling Moss got involved. Having already won at the Nurburgring in the DBR1 the previous year, he was confident he could do it again, and so the Englishman convinced John Wyer to go for a third consecutive victory. Described as Sir Stirling’s finest drive – which is no small comment considering his illustrious race record – he was leading with a massive five-minute and five-second gap by the first driver swap on the 17th lap, achieved by breaking his own lap record a frankly unbelievable 16 times over. The car then went into the hands of his co-driver Jack Fairman just as the skies opened up and rain covered the track. Pretty quickly the Ferrari 250 TRs started making up time. With the pressure on, Jack slid the car firmly into a ditch. What came next can only be described as heroic. Being the strong guy that he was, Fairman managed to push the 800-and-something kilogram car out of the ditch and get back to the pits for a quick inspection and driver change. Moss re-entered the race in fourth position – not quite where he last left it, with a five-minute lead – and then spent the next 33 laps chasing down and overtaking the Porsche 718R5K and two Ferrari Testa Rossas that were ahead of him, before handing back to Fairman. Moss wouldn't be back until the final 10 laps, where he entered the race in second place behind Phil Hill in the factory Ferrari. Driving like a man possessed, Moss quickly overtook his rival and finished the race with an astonishing 41-second lead, proving not only the genius of his driving ability but also the full potential of the DBR1. Le Mans 1959 Just weeks after Aston’s epic battle at the Nurburgring, three DBR1s showed up at Le Mans to go for the gold, piloted by Roy Salvadori and Carroll Shelby, Stirling Moss and Jack Fairman, and Maurice Trintignant and Paul Frère. The practice session went well, with all the DBR1s performing similarly, although it was Ferrari that set the fastest pace in the new 250 TR/59. The now four-year-old Astons required modifications to keep up, one of which was a re-routing of the exhausts. Roy Salvadori had said that the abundance of heat around the pedals ended up burning his feet so badly that he actually had to wear boxing boots. Fortunately, that wasn't an issue for Shelby, who wisely wore asbestos driving shoes... The race got off to a great start with Moss and Fairman in the lead, battling with the Ferrari 250 TR/59 of Jean Behra and Dan Gurney. Unfortunately, only six hours into the race, the Moss-Fairman car had to retire with engine issues. Salvadori was later quoted as saying “Moss was very unlucky. He was very gentle on his car and did not push it unduly. They could easily have won.” The pressure that they had put on the Ferrari meant that the Italian team was having to push harder than they planned, which contributed to all of the 250 TRs failing to finish the race. Disaster then struck for all the other cars in the top class, with the Porsche RSKs and Jaguar D-Types also being forced to retire. This presented an opportunity for the DBR1 to claim Aston Martin's first Le Mans win in 31 years of competing. While sticking to an agreed pace the remaining two cars finished the race in first and second positions. Salvadori and Shelby took the win at an average speed of throughout the race, which broke all records for their engine class in 1959, combined with incredible top speeds of 175mph down the Mulsanne straight. The winning crew had perfectly demonstrated the full potential of this now-legendary car. The 1959 World Sports Car Championship After the Le Mans win, Aston Martin was only two points behind Ferrari – which was leading the championship – and so the British squad had a new goal in sight taking the title. Three cars were entered into the six-hour RAC Tourist Trophy at Goodwood to go for the win. Unfortunately disaster struck once again for Stirling Moss his car co-driven by Roy Salvadori caught fire, also taking out the garage in the process. Moss was then put in the Fairman-Shelby car and ended up right back in the battle. He managed to finish the race one lap ahead of the second-placed Porsche 718 RSK to claim the win and the World Sports Car Championship. The DBR1 became one of only three cars in the 1950s to claim a win at Le Mans as well as the championship in the same year alongside the Ferrari 375 Plus in 1954 and the Ferrari 250TR in 1958. That year would spell the end of sports car racing for Aston Martin, as the manufacturer moved to focus on Formula 1 a category it has only just returned to this year. The four remaining DBR1s were sold to private teams and raced for the next few years before being retired. In particular, a young driver by the name of Jim Clark drove a DBR1 in the 1960 and 1961 Le Mans 24 Hours, placing third in 1960 with Salvadori.
AstonMartin DBR22, la nostalgie du Mans. Par Sylvain Reisser. Publié le 17/08/2022 à 17:22, Mis à jour le 17/08/2022 à 17:22. Aston Martin. NOUVEAUTÉ - Évocation des fameuses barquettes de
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aston martin dbr1 le mans 1959
