Aston Martin AMR1: Difference between revisions

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	{{Use dmy dates\|date=July 2017}}		{{Use dmy dates\|date=July 2017}}
	{{Use British English\|date=July 2017}}		{{Use British English\|date=July 2017}}
			{{more citations needed\|date=July 2020}}
	{{Racing car		{{Racing car
	\| Image = ~~File:~~Aston Martin racer - 1000kms race - Brands Hatch - 1989 (6976660710).jpg		\| Image = Aston Martin racer - 1000kms race - Brands Hatch - 1989 (6976660710).jpg
	\| caption = Aston Martin AMR1 at 1989 ]		\| caption = Aston Martin AMR1 at 1989 ]
	\| Category = ] ]		\| Category = ] ]
	\| Car_name = Aston Martin AMR1		\| Car_name = Aston Martin AMR1
	\| Constructor = ]~~<br>~~Proteus Technologies		\| Constructor = {{unbulleted list
			\|]
			\|Proteus Technologies
			}}
	\| Team = {{flagicon\|GBR}} ]<br>({{flagicon\|GBR}} ])
			\| Team = {{unbulleted list
	\| Designer = {{flagicon\|GBR}} Max Bostrom<br>{{flagicon\|GBR}} ]
			\|{{flagicon\|GBR}} ]
	\| Drivers = {{flagicon\|GBR}} ]<br>{{flagicon\|GBR}} ]<br>{{flagicon\|GBR}} ]<br>{{flagicon\|GBR}} ]<br>{{flagicon\|IRL}} Michael Roe<br>{{flagicon\|GRE}} Costas Los<br>{{flagicon\|SWE}} ]
			\|({{flagicon\|GBR}} ])
			}}
			\| Designer = {{unbulleted list
			\|Max Bostrom
			\|]
			}}
			\| Drivers = {{unbulleted list
			\|{{flagicon\|GBR}} ]
			\|{{flagicon\|GBR}} ]
			\|{{flagicon\|GBR}} ]
			\|{{flagicon\|GBR}} ]
			\|{{flagicon\|IRL}} Michael Roe
			\|{{flagicon\|GRE}} Costas Los
			\|{{flagicon\|SWE}} ]
			}}
	\| Test drivers =		\| Test drivers =
	\| Chassis = ]-] ]		\| Chassis = ]-] ]
	\| Front suspension = Independent, double wishboned with ]		\| Front suspension = Independent, double wishboned with ]
	\| Rear suspension = Independent, double wishboned with ]		\| Rear suspension = Independent, double wishboned with ]
	\| Length = {{convert\|15\|~~ft\|8~~\|in\|mm\|abbr=on}}		\| Length = {{convert\|4780\|mm\|in\|1\|abbr=on}}
	\| Width = {{convert\|6\|~~ft\|6+1/4~~\|in\|~~mm\|sigfig=3~~\|abbr=on}}		\| Width = {{convert\|1990\|mm\|in\|1\|abbr=on}}
	\| Height = {{convert\|3\|~~ft\|4~~\|in\|mm\|abbr=on}}		\| Height = {{convert\|1020\|mm\|in\|1\|abbr=on}}
	\| Wheelbase = {{convert\|9\|~~ft\|6~~\|in\|mm\|abbr=on}}		\| Wheelbase = {{convert\|2900\|mm\|in\|1\|abbr=on}}
	\| Engine position = ]		\| Engine position = ]
	\| Engine name = ] (]) RDP87		\| Engine name = ] (]) RDP87
	\| Capacity = ~~5998~~ cc/~~6300~~ cc		\| Capacity = 5,998 cc/6,300 cc
	\| Turbo/NA = ],		\| Turbo/NA = ],
	\| Configuration = alloy ], Zytec ]~~, {{convert\|350\|km/h\|mph\|abbr=on}}~~		\| Configuration = alloy ], Zytec ]
	\| Gearbox name =		\| Gearbox name =
	\| Gears = 5-speed		\| Gears = 5-speed
	\| Type = ]		\| Type = ]
	\| Weight = {{convert\|1988\|to\|2178\|lb\|abbr=on}}		\| Weight = {{convert\|1988\|to\|2178\|lb\|abbr=on\|order=flip}}
	\| Differential =		\| Differential =
	\| Tyres = ] Eagle		\| Tyres = ] Eagle
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	\| Fastest_laps = 0		\| Fastest_laps = 0
	}}		}}

	The '''Aston Martin AMR1''' was a ] formula ] developed in 1989 for car manufacturer ]. It participated in the ] and ].		The '''Aston Martin AMR1''' was a ] formula ] developed in 1989 for car manufacturer ]. It participated in the ] and ].

	==Design==		==Design==
⚫	Following Aston Martin's racing efforts as an engine supplier for ] and ] in the early 1980s, it was decided that Aston Martin would ~~create~~ their own car for the ]. Thus in late 1987 a partnership between Peter Livanos, Victor Gauntlett, Richard Williams and Ray Mallock - through his shareholding in Scottish racing firm ] would be formed, creating a new company known as Proteus Technology Ltd. (Protech). The team would develop and run the AMR1 project, competing for the first time during the 1989 season.

		⚫	Following Aston Martin's racing efforts as an engine supplier for ] and ] in the early 1980s, it was decided that Aston Martin would develop their own car for the ]. Thus in late 1987, a partnership between Peter Livanos, Victor Gauntlett, Richard Williams and Ray Mallock - through his shareholding in Scottish racing firm ] would be formed, creating a new company known as Proteus Technology Ltd. (Protech). The team would develop and run the AMR1 project, competing for the first time during the 1989 season.
⚫	Richard Williams was named as the organisations managing director and team manager. Ray Mallock was engineering director, with him, Max Boxstrom would be the lead designer and Reeves Callaway, of ], would build the engine. The chassis and bodywork designed by Boxstrom would be built by British firm Courtaulds. For the engine, Callaway would use 5.3L V8 units from the newly launched ], ending up with a {{Convert\|~~600~~\|hp\|kW\|-1\|abbr=on}} 6.0L engine known as the RDP87. With this combination, a total of ~~five~~ AMR1 chassis would be finished in early 1989.

		⚫	Richard Williams was named as the organisations managing director and team manager. Ray Mallock was engineering director, with him, Max Boxstrom would be the lead designer and Reeves Callaway, of ], would build the engine. The chassis and bodywork designed by Boxstrom would be built by British firm Courtaulds. For the engine, Callaway would use 5.3 L V8 units from the newly launched ], ending up with a {{Convert\|700\|hp\|kW\|0\|abbr=on}} 6.0 L engine known as the RDP87. The engine was fitted with a 100 litre fuel cell with a 6.5 litre reserve for extra range. With this combination, a total of four AMR1 chassis would be finished in early 1989.<ref>{{cite web\|url=https://rmsothebys.com/en/auctions/mo17/monterey/lots/r172-1989-aston-martin-amr1-group-c/430349\|title=1989 Aston Martin AMR1 Group C\|date=19 August 2017\|first=Simon\|last=Clay\|publisher=RM Sotheby's\|access-date=15 July 2020}}</ref>

	==Racing history==		==Racing history==
	With AMR1/01 completed, testing began in preparation for the first race at ] in Japan. ~~Unfortunately,~~ AMR1/01 was involved in an accident during testing at ] and was damaged beyond repair. Thus Aston Martin was forced to skip the first round, incurring a $250,000 fine by FIA's newly amended rule which required C1 cars to enter all round of the season and instead premiered chassis AMR1/01 at ], where it finished a disappointing 17th.		With AMR1/01 completed, testing began in preparation for the first race at ] in Japan. AMR1/01 was involved in an accident during testing at ] and was damaged beyond repair. Thus Aston Martin was forced to skip the first round, incurring a $250,000 fine by FIA's newly amended rule which required C1 cars to enter all round of the season and instead premiered chassis AMR1/01 at ], where it finished a disappointing 17th.

	Although not part of the World Sports Prototype Championship in 1989, Aston Martin next turned to the ]. Two cars were entered, chassis #01 and #03. The cars ~~unfortunately~~ were underpowered in comparison to their competitors, qualifying 32nd and 40th in a field of 56 cars. During the race itself, the cars were able to run in the mid-pack before AMR1/03 suffered electrical problems and was forced to retire during the first half of the race. AMR1/01 was able to continue on, was able to finish in 11th place overall.		Although not part of the World Sports Prototype Championship in 1989, Aston Martin next turned to the ]. Two cars were entered, chassis #01 and #03. The cars were underpowered in comparison to their competitors, qualifying 32nd and 40th in a field of 56 cars. During the race itself, the cars were able to run in the mid-pack before AMR1/03 suffered electrical problems and was forced to retire during the first half of the race. AMR1/01 was able to continue on, was able to finish in 11th place overall.

	Due to a lack of time between Le Mans and the 3rd round of the World Sports Prototype Championship, Aston Martin decided to skip it, returning instead at ] where AMR1/04 took home an exciting 4th-place finish in front of the British crowd, then following it up with an 8th-place finish at the ].		Due to a lack of time between Le Mans and the 3rd round of the World Sports Prototype Championship, Aston Martin decided to skip it, returning instead at ] where AMR1/04 took home an exciting 4th-place finish in front of the British crowd, then following it up with an 8th-place finish at the ].

	For the 6th round of the year, the World Sports Prototype Championship again returned to British soil. Aston Martin therefore decided to run two AMR1s at ], debuting newly built chassis #05. The two cars were able to finish 6th and 7th. Both cars raced again at ] where Aston Martin suffered their only other failure to finish in the season, chassis #04 having suffered engine failure. However, chassis #05, which had now been upgraded with an even more powerful 720+ ~~bhp~~, Version II 6.3L V8, was able to finish a respectable 7th. For the final round in Mexico, Aston Martin decided to take only chassis #05, where they finished 8th.		For the 6th round of the year, the World Sports Prototype Championship again returned to British soil. Aston Martin therefore decided to run two AMR1s at ], debuting newly built chassis #05. The two cars were able to finish 6th and 7th. Both cars raced again at ] where Aston Martin suffered their only other failure to finish in the season, chassis #04 having suffered engine failure. However, chassis #05, which had now been upgraded with an even more powerful 720 hp, Version II 6.3 L V8, was able to finish a respectable 7th. For the final round in Mexico, Aston Martin decided to take only chassis #05, where they finished 8th.

	Ending the season, ] had finished 6th in the Teams Championship, behind the factory ], ], ], and ] teams, although they were able to defeat the ] team.		Ending the season, ] had finished 6th in the Teams Championship, behind the factory ], ], ], and ] teams, although they were able to defeat the ] team.
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	==Cancellation==		==Cancellation==
	===AMR2===		===AMR2===
	At the time of the end of the 1989 season, Protech was already beginning development of the AMR2 for 1990. With the intention for this car to race alongside another two AMR1's in the ]. The AMR2 combined the chassis of the AMR1, a newer and more powerful 6.3L Version III V8, and an evolved, more aerodynamic body design. The AMR2 was promised to be faster in a straight line ~~then~~ the AMR1 (with a predicted top speed of 230+ mph), a problem which had greatly hindered AMR1 at Le Mans.		At the time of the end of the 1989 season, Protech was already beginning development of the AMR2 for 1990. With the intention for this car to race alongside another two AMR1's in the ]. The AMR2 combined the chassis of the AMR1, a newer and more powerful 6.3L Version III V8, and an evolved, more aerodynamic body design. The AMR2 was promised to be faster in a straight line than the AMR1 (with a predicted top speed of 230+ mph), a problem which had greatly hindered AMR1 at Le Mans.

	However, with the announcement from the FIA that Group C engine regulations were to change to only allow 3.5 litre normally aspirated engines from 1991, There was not the budget available to develop a new engine and Protech was disbanded and closed in February 1990 before the chassis AMR2/06 could be completed. AMR2/06 was later built up from left over parts and fitted with an AMR1 body. Aesthetically AMR2/06 looks exactly the same as an AMR1 even with the same ] livery.		However, with the announcement from the FIA that Group C engine regulations were to change to only allow 3.5 litre normally aspirated engines from 1991, There was not the budget available to develop a new engine and Protech was disbanded and closed in February 1990 before the chassis AMR2/06 could be completed. AMR2/06 was later built up from left over parts and fitted with an AMR1 body. Aesthetically AMR2/06 looks exactly the same as an AMR1 even with the same ] livery.
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	==Chassis==		==Chassis==
	]		]
	A total of five AMR1 ] were built.		A total of five AMR1 ] were built.

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	\| ]		\| ]
	\| AMR1/01		\| AMR1/01
	\| {{flagicon\|GBR}} ]<br>{{flagicon\|IRL}} Michael Roe<br>{{flagicon\|GRE}} Costas Los		\| {{flagicon\|GBR}} ]<br>{{flagicon\|IRL}} ]<br>{{flagicon\|GRE}} ]
	\| 11th		\| 11th
	\|-		\|-
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	\| ]		\| ]
	\| AMR1/04		\| AMR1/04
	\| {{flagicon\|IRL}} Michael Roe<br>{{flagicon\|GBR}} ]		\| {{flagicon\|IRL}} ]<br>{{flagicon\|GBR}} ]
	\| 6th		\| 6th
	\|-		\|-
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	\| ] 480 km		\| ] 480 km
	\| AMR1/04		\| AMR1/04
	\| {{flagicon\|IRL}} Michael Roe<br>{{flagicon\|GBR}} ]		\| {{flagicon\|IRL}} ]<br>{{flagicon\|GBR}} ]
	\| DNF		\| DNF
	\|-		\|-

Latest revision as of 23:14, 6 September 2024

This article is about the Group C sports car from 1989. For the 2011 Aston Martin LMP1 car, see Aston Martin AMR-One.

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Racing car model

Aston Martin AMR1

Aston Martin AMR1 at 1989 1000 km Brands Hatch

Design

Following Aston Martin's racing efforts as an engine supplier for Nimrod Racing and EMKA Racing in the early 1980s, it was decided that Aston Martin would develop their own car for the World Sports Prototype Championship. Thus in late 1987, a partnership between Peter Livanos, Victor Gauntlett, Richard Williams and Ray Mallock - through his shareholding in Scottish racing firm Ecurie Ecosse would be formed, creating a new company known as Proteus Technology Ltd. (Protech). The team would develop and run the AMR1 project, competing for the first time during the 1989 season.

Richard Williams was named as the organisations managing director and team manager. Ray Mallock was engineering director, with him, Max Boxstrom would be the lead designer and Reeves Callaway, of Callaway Cars Incorporated, would build the engine. The chassis and bodywork designed by Boxstrom would be built by British firm Courtaulds. For the engine, Callaway would use 5.3 L V8 units from the newly launched Virage, ending up with a 700 hp (522 kW) 6.0 L engine known as the RDP87. The engine was fitted with a 100 litre fuel cell with a 6.5 litre reserve for extra range. With this combination, a total of four AMR1 chassis would be finished in early 1989.

Racing history

With AMR1/01 completed, testing began in preparation for the first race at Suzuka Circuit in Japan. AMR1/01 was involved in an accident during testing at Donington Park and was damaged beyond repair. Thus Aston Martin was forced to skip the first round, incurring a $250,000 fine by FIA's newly amended rule which required C1 cars to enter all round of the season and instead premiered chassis AMR1/01 at Dijon-Prenois, where it finished a disappointing 17th.

Although not part of the World Sports Prototype Championship in 1989, Aston Martin next turned to the 24 Hours of Le Mans. Two cars were entered, chassis #01 and #03. The cars were underpowered in comparison to their competitors, qualifying 32nd and 40th in a field of 56 cars. During the race itself, the cars were able to run in the mid-pack before AMR1/03 suffered electrical problems and was forced to retire during the first half of the race. AMR1/01 was able to continue on, was able to finish in 11th place overall.

Due to a lack of time between Le Mans and the 3rd round of the World Sports Prototype Championship, Aston Martin decided to skip it, returning instead at Brands Hatch where AMR1/04 took home an exciting 4th-place finish in front of the British crowd, then following it up with an 8th-place finish at the Nürburgring.

For the 6th round of the year, the World Sports Prototype Championship again returned to British soil. Aston Martin therefore decided to run two AMR1s at Donington Park, debuting newly built chassis #05. The two cars were able to finish 6th and 7th. Both cars raced again at Circuit de Spa-Francorchamps where Aston Martin suffered their only other failure to finish in the season, chassis #04 having suffered engine failure. However, chassis #05, which had now been upgraded with an even more powerful 720 hp, Version II 6.3 L V8, was able to finish a respectable 7th. For the final round in Mexico, Aston Martin decided to take only chassis #05, where they finished 8th.

Ending the season, Aston Martin had finished 6th in the Teams Championship, behind the factory Mercedes-Benz, Porsche, Jaguar, and Nissan teams, although they were able to defeat the Toyota team.

Cancellation

AMR2

At the time of the end of the 1989 season, Protech was already beginning development of the AMR2 for 1990. With the intention for this car to race alongside another two AMR1's in the 1990 24 Hours of Le Mans. The AMR2 combined the chassis of the AMR1, a newer and more powerful 6.3L Version III V8, and an evolved, more aerodynamic body design. The AMR2 was promised to be faster in a straight line than the AMR1 (with a predicted top speed of 230+ mph), a problem which had greatly hindered AMR1 at Le Mans.

However, with the announcement from the FIA that Group C engine regulations were to change to only allow 3.5 litre normally aspirated engines from 1991, There was not the budget available to develop a new engine and Protech was disbanded and closed in February 1990 before the chassis AMR2/06 could be completed. AMR2/06 was later built up from left over parts and fitted with an AMR1 body. Aesthetically AMR2/06 looks exactly the same as an AMR1 even with the same Mobil 1 livery.

AMR3

Shortly before closure of Protech, plans for another racing car were put in place. For a 1991 Aston Martin AMR3, this time to be designed by Tony Southgate. But Aston Martin were forced to drop out of motor racing due to the economic instability of the company at the time. It would be the last racing car produced by Aston Martin for fifteen years until the launch of the DBR9 in 2005.

Chassis

A total of five AMR1 chassis were built.

AMR1/01 is now owned by the Aston Martin Heritage Trust.

AMR1/03 had also been sold on the open market, selling for €294,250 ($359,987) at auction in 2004

AMR1/04 was the first AMR1 to reach auction, selling at a Brooks (now Bonhams)/Aston Martin Lagonda auction in 2000. The car sold for £133,500. Currently AMR1/04 is used in the Historic Sportscar Racing series in North America.

AMR1/05 is currently raced in Europe by owner Paul Whight.

Results

Year	Race	Chassis	Drivers	Pos
1989	Dijon 480 km	AMR1/01	Brian Redman David Leslie	17th
1989	Le Mans	AMR1/01	Brian Redman Michael Roe Costas Los	11th
1989	Le Mans	AMR1/03	David Leslie Ray Mallock David Sears	DNF
1989	Brands Hatch	AMR1/04	Brian Redman David Leslie	4th
1989	Nürburgring	AMR1/04	Brian Redman David Leslie	8th
1989	Donington	AMR1/04	Michael Roe David Leslie	6th
1989	Spa 480 km	AMR1/04	Michael Roe David Leslie	DNF
1989	Donington	AMR1/05	Brian Redman David Sears	7th
1989	Spa 480 km	AMR1/05	Brian Redman Stanley Dickens	7th
1989	Mexico 480 km	AMR1/05	Brian Redman David Leslie	8th

References

Clay, Simon (19 August 2017). "1989 Aston Martin AMR1 Group C". RM Sotheby's. Retrieved 15 July 2020.
"Christie's Auction Lot 93, Sale 5109". Christie's Auctions.

External links

Aston Martin Picture Gallery - AMR1 AstonMartins.com
Technical analysis of AMR1 MulsannesCorner.com
Aston Martin AMR1 Picture Gallery AllRacingCars.com

Aston Martin Lagonda road car timeline, 1948–1999 — next »

Type	1940s		1950s										1960s										1970s										1980s										1990s
	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9
Owner	David Brown																								William Willson			Minden & Sprague						Victor Gauntlett et al.											Ford
Luxury car		2.6 ltr				3 ltr								Rapide													Lagonda
Grand Tourer											DB4					DB5 & Volante				DBS & Vantage										V8 Vantage																V8 Vantage
	DB1		DB2			DB2/4				MKIII								DB6																													DB7
																						DBS V8 & AM V8																				V8 Virage							V8
Limited Production													DB4 Zagato																										V8 Zagato
Concept Car	Atom Bulldog Vignale
Colour code	Aston Martin badge Lagonda badge

Aston Martin sports racing cars (1951–present)

Sports prototypes
1951–1959	DB3 DB3S DBR1 DBR2 DBR3
1967	T70 (Lola)
1982–1989	NRA/C2 (Nimrod) EMKA Aston Martin AMR1 AMR2
2008–2011	B08/60 (Lola) DBR1-2 (Lola) AMR-One
2025	Valkyrie AMR-LMH

Grand tourers
1962–1964	DP212 DP214 DP215
1977–1979	Aston Martin RHAM/1
2005–present	DBR9 DBRS9 V8 Vantage N24 V8 Vantage GT2 V8 Vantage GT4 V12 Vantage GT3 Vulcan Vantage GTE (2018) Vantage GT3 (2019) Vantage GT4 (2019) Vantage DTM Vantage GT8R

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