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Aston Martin Lagonda Limited
Company typePrivately held company
ISINGB00BFXZC448 Edit this on Wikidata
IndustryAutomobile manufacturing
FoundedLondon, 1913 (1913)
Founder
  • Lionel Martin
  • Robert Bamford
Headquarters
Gaydon, Warwickshire
,
England, United Kingdom
Area served
Worldwide
Key people
ProductsAutomobiles
Revenue£474.3 million (2010)[2]
£7.6 million (2010)[2]
OwnerPrestige Motor Holdings (39%)
Asmar (19%)
Primewagon (Jersey) Ltd (19%)
Adeem Investments (11%)
Daimler (5%)
DAR Capital (5%)
Sthewaz Automotive (2%)
Other Minor Shareholders (10%)
Number of employees
1,250 (2010)[3]
Subsidiaries
Websiteastonmartin.com

Aston Martin Lagonda Limited is a British manufacturer of luxury sports cars and grand tourers. It was founded in 1913 by Lionel Martin and Robert Bamford.

The firm became associated with luxury grand touring cars in the 1950s and 1960s, and with the fictional character James Bond following his use of a DB5 model in the 1964 film Goldfinger.

The company has had a chequered financial history, including bankruptcy in the 1970s, but has also enjoyed long periods of success and stability, including under the ownership of David Brown, from 1947 to 1972 and of the Ford Motor Company from 1994 to 2007.

In March 2007, a consortium of investors, led by David Richards, purchased 92% of Aston Martin for £479 million, with Ford retaining a £40 million stake.[4] David Richards became chairman of Aston Martin. In December 2012, the Italian private equity fund Investindustrial[5] signed a deal to buy 37.5% of Aston Martin, investing £150 million as a capital increase.[6][7]

History

Early Aston Martin marque
Aston Martin 2-Litre 2/4-Seater Sports 1937

Founding

Aston Martin was founded in 1913 by Lionel Martin and Robert Bamford.[8] The two had joined forces as Bamford & Martin the previous year to sell cars made by Singer from premises in Callow Street, London where they also serviced GWK and Calthorpe vehicles. Martin raced specials at Aston Hill near Aston Clinton, and the pair decided to make their own vehicles.[9] The first car to be named Aston Martin was created by Martin by fitting a four-cylinder Coventry-Simplex engine to the chassis of a 1908 Isotta-Fraschini.[10][11]

They acquired premises at Henniker Mews[12] in Kensington and produced their first car in March 1915. Production could not start because of the outbreak of World War I, and Martin joined the Admiralty and Bamford the Royal Army Service Corps. All machinery was sold to the Sopwith Aviation Company.

Inter war years

After the war, the company was refounded at Abingdon Road, Kensington and a new car designed to carry the Aston-Martin name. Bamford left in 1920 and the company was revitalised with funding from Count Louis Zborowski. In 1922, Bamford & Martin produced cars to compete in the French Grand Prix, which went on to set world speed and endurance records at Brooklands. Three works Team Cars with 16-valve twin cam engines were built for racing and record breaking: chassis number 1914, later developed as the Green Pea; chassis number 1915, the Razor Blade record car; and chassis number 1916, later developed as the Halford Special.

Approximately 55 cars were built for sale in two configurations, long chassis and short chassis. The company went bankrupt in 1924 and was bought by Lady Charnwood, who put her son John Benson on the board. The company failed again in 1925 and the factory closed in 1926, with Lionel Martin leaving.

Later that year, Bill Renwick, Augustus (Bert) Bertelli and investors which included Lady Charnwood took control of the company. They renamed it Aston Martin Motors and moved it to the former Whitehead Aircraft Limited works in Feltham. Renwick and Bertelli had been in partnership some years and had developed an overhead-cam four-cylinder engine using Renwick's patented combustion chamber design, which they had tested in an Enfield Allday chassis. The only "Renwick and Bertelli" motor car made, it was known as "Buzzbox" and still survives.

The pair had planned to sell their engine to motor manufacturers, but having heard that the Aston Martin was no longer in production realised they could capitalise on its reputation to jump start the production of a completely new car.

Between 1926 and 1937 Bertelli was both technical director and designer of all new Aston Martins, since known as "Bertelli cars". They included the 1½-litre "T-type", "International", "Le Mans", "MKII" and its racing derivative, the "Ulster", and the 2-litre 15/98 and its racing derivative, the "Speed Model". Most were open two-seater sports cars bodied by Bert Bertelli's brother Enrico (Harry), with a small number of long-chassis four-seater tourers, dropheads and saloons also produced.

Bertelli was a competent driver keen to race his cars, one of few owner/manufacturer/drivers. The "LM" team cars were very successful in national and international motor racing including at Le Mans and the Mille Miglia.

Financial problems reappeared in 1932. The company was rescued for a year by L. Prideaux Brune before passing it on to Sir Arthur Sutherland. In 1936, Aston Martin decided to concentrate on road cars, producing just 700 until World War II halted work. Production shifted to aircraft components during the war.

David Brown era

1958 Aston Martin DB Mark III

In 1947, tractor manufacturer David Brown Limited bought the company under the leadership of managing director Sir David Brown—its "post-war saviour". The company also acquired Lagonda that year for its 2.6-litre W. O. Bentley-designed engine. Both companies shared resources and workshops, leading to the classic "DB" series of cars. In 1950, the company announced the DB2, followed by the DB2/4 in 1953, the DB2/4 MkII in 1955, the DB Mark III in 1957 and the Italian-styled 3.7 L DB4 in 1958.

While these models helped Aston Martin establish a good racing pedigree, the DB4 stood out and yielded the famous DB5 in 1963. The company stayed true to its emerging "grand touring" style with the DB6 (1965–70), and DBS (1967–1972).

The six-cylinder engines of these cars from 1954 up to 1965 were designed by Tadek Marek.

1970s—changing ownership

The Aston Martin company was often financially troubled. In 1972, the firm was sold to Company Developments, a Birmingham-based consortium chaired by William Wilson, MBE.[13]

The company was resold in 1975 by its receiver following a further bankruptcy to North American businessmen Peter Sprague and George Minden for £1.05 million.[14] A successful turn-around strategy led to the recruitment of 360 new employees and, by 1977, a trading profit of £750,000.[14] The new owners pushed the company into modernising its line, producing the V8 Vantage in 1977, the convertible Volante in 1978, and the one-off William Towns-styled Bulldog in 1980. Towns also styled the futuristic new Lagonda saloon, based on the V8 model.

In 1980 Aston-Martin sought to buy MG, planning to design a new model and offering their take on an updated 1981 model MGB. The acquisition never developed, as the company was badly hit by the economic contraction of the early 1980s. Worldwide sales shrank to three cars per week, prompting chairman Alan Curtis, Sprague, and Minden to consider shutting down production to concentrate on service and restoration. At this point Curtis attended the 1980 Pace sponsored Stirling Moss benefit day at Brands Hatch, and met fellow Farnham resident Victor Gauntlett.

1980s—Victor Gauntlett

Gauntlett bought a 12.5% stake in Aston Martin for £500,000 via Pace Petroleum in 1980, with Tim Hearley of CH Industrials taking a similar share. Pace and CHI took over as joint 50/50 owners at the beginning of 1981, with Gauntlett as executive chairman. Gauntlett also led the sales team, and after some development and publicity when it became the world's fastest 4-seater production car, was able to sell the Aston Martin Lagonda in Oman, Kuwait, and Qatar.[15]

In 1982, Aston Martin was granted a Royal Warrant of Appointment by the Prince of Wales.[citation needed] The company holds the warrant to this day.

Understanding that it would take some time to develop new Aston Martin products, they created an engineering service subsidiary to develop automotive products for other companies. It was decided to use the name of the coachbuilding company Tickford which Aston Martin had owned since 1955, the name being already associated with quality cars in the public perception. Products included a Tickford Austin Metro, a Tickford Ford Capri and even Tickford train interiors, particularly on the Jaguar XJS.[15] Pace continued sponsoring racing events, and now sponsored all Aston Martin Owners Club events, taking a Tickford-engined Nimrod Group C car owned by AMOC President Viscount Downe, which came third in the Manufacturers Championship in both 1982 and 1983. It also finished seventh in the 1982 24 Hours of Le Mans race. However, sales of production cars were now at an all-time low of 30 cars produced in 1982.[15]

As trading became tighter in the petroleum market, and Aston Martin was requiring more time and money, Gauntlett agreed to sell Hays/Pace to the Kuwait Investment Office in September 1983. As Aston Martin required greater investment, he also agreed to sell his share holding to American importer and Greek shipping tycoon Peter Livanos, who invested via his joint venture company with Nick and John Papanicolaou, ALL Inc. Gauntlett remained chairman of the AML company 55% owned by ALL, with Tickford a 50/50 venture between ALL and CHI. The uneasy relationship was ended when ALL exercised options to buy a larger share in AML; CHI's residual shares were exchanged for CHI's complete ownership of Tickford, which retained development of existing Aston Martin projects. In 1984, Titan the main shipping company of the Papanicolaou's was in trouble, so Livanos's father George bought out the Papanicolaou's shares in ALL, while Gauntlett again became a shareholder with a 25% holding in AML. The deal valued Aston Martin/AML at £2 million, the year it built its 10,000th car.[15]

Although as a result Aston Martin had to make 60 members of the workforce redundant, Gauntlett bought a stake in Italian styling house Zagato, and resurrected its collaboration with Aston Martin.

Aston Martin V8 Vantage from The Living Daylights

In 1986, Gauntlett negotiated the return of fictional British secret agent James Bond to Aston Martin. Cubby Broccoli had chosen to recast the character using actor Timothy Dalton, in an attempt to re-root the Bond-brand back to a more Sean Connery-like feel. Gauntlett supplied his personal pre-production Vantage for use in the filming of The Living Daylights, and sold a Volante to Broccoli for use at his home in America. Gauntlett turned down the role of a KGB colonel in the film, however: "I would have loved to have done it but really could not afford the time."[16]

The company needed funds to survive in the long term. In May 1987, Gauntlett and Prince Michael of Kent were staying at the home of Contessa Maggi, the wife of the founder of the original Mille Miglia, while watching the revival event. Another house guest was Walter Hayes, vice-President of Ford of Europe. Despite problems over the previous acquisition of AC Cars, Hayes saw the potential of the brand and the discussion resulted in Ford taking a share holding in September 1987.[17] In 1988, having produced some 5,000 cars in 20 years, a revived economy and successful sales of limited edition Vantage, and 52 Volante Zagato coupes at £86,000 each; the company finally retired the ancient V8 and introduced the Virage range—the first new Aston launched in 20 years.

Although Gauntlett was contractually to stay as chairman for two years, his racing interests took Aston back into sports car racing in 1989 with limited European success. However, with engine rule changes for the 1990 season and the launch of the new Aston Martin Volante model, Ford provided the limited supply of Cosworth engines to the Jaguar cars racing team. As the "small Aston" DB7 would require a large engineering input, Ford agreed to take full control of Aston Martin, and Gauntlett handed over the company chairmanship to Hayes in 1991.[18] In 1992, the Vantage version was announced, and the following year the company renewed the DB range by announcing the DB7.

Ford era

Ford placed Aston in the Premier Automotive Group, invested in new manufacturing and ramped up production. In 1994, Ford opened a new factory at Banbury Road in Bloxham. In 1995, the company produced a record 700 vehicles. Until the Ford era, cars had been produced by hand coachbuilding craft methods, such as the English wheel. In 1998 the 2,000th DB7 was built, and in 2002 the 6,000th, exceeding production of all previous DB models. The DB7 range was boosted by the addition of V12 Vantage models in 1999, and in 2001 the company introduced the V12-engined Aston Martin Vanquish.

At the North American International Auto Show in Detroit, Michigan in 2003, Aston Martin introduced the AMV8 Vantage concept car. Expected to have few changes before its introduction in 2005, the Vantage brought back the classic V8 engine to allow the company to compete in a larger market. 2003 also saw the opening of the Gaydon factory, the first purpose-built factory in Aston Martin's history. Also introduced in 2003 was the DB9 coupé, which replaced the ten-year-old DB7. A convertible version of the DB9, the DB9 Volante, was introduced at the 2004 Detroit Auto Show.

In October 2004, the company set up the dedicated 12,500 square metres (135,000 sq ft) AMEP engine production plant within the Ford Germany Niehl, Cologne plant. With capacity to produce up to 5,000 engines a year by 100 specially trained personnel, like traditional Aston Martin engine production from Newport Pagnell, assembly of each unit is entrusted to a single technician from a pool of 30, with V8 and V12 variants assembled in under 20 hours. By bringing engine production back to within the company, the promise was that Aston Martin would be able to produce small runs of higher performance variants engines.[19] This expanded engine capacity allowed in 2006, the V8 Vantage sports car to enter production at the Gaydon factory, joining the DB9 and DB9 Volante.

In December 2003 Aston Martin announced it would return to motor racing in 2005. A new division was created, called Aston Martin Racing, which became responsible, together with Prodrive, for the design, development, and management of the DBR9 program. The DBR9 competes in the GT class in sports car races, including the world-famous 24 Hours of Le Mans.

In 2006, an internal audit led Ford to consider divesting itself of parts of its Premier Automotive Group. After suggestions of selling Jaguar Cars, Land Rover, or Volvo Cars were weighed, Ford announced in August 2006 it had engaged UBS AG to sell all or part of Aston Martin at auction.[20]

2007—the Richards era

On 12 March 2007, a consortium led by Prodrive chairman David Richards purchased Aston Martin for £475m (US$848m).[21] The group included American investment banker John Singers and two Kuwaiti companies, Investment Dar and Adeem Investment;[22][23] Prodrive had no financial involvement in the deal.[24] Ford kept a stake in the company valued at £40m (US$70m).

To demonstrate the V8 Vantage's durability across hazardous terrain and promote the car in China, the first east-west crossing of the Asian Highway was undertaken between June and August 2007. A pair of Britons drove 12,089 km (7,512 miles) from Tokyo to Istanbul before joining the European motorway network for another 3,259 km (2,025 miles) to London. The promotion was so successful the company opened dealerships in Shanghai and Beijing within three months.[25]

On 19 July 2007, the Newport Pagnell plant rolled out the last of nearly 13,000 cars made there since 1955, a Vanquish S. The Tickford Street facility was converted to Aston Martin's service and restoration department.[26] UK production is now concentrated at Gaydon on the former RAF V-bomber airfield.[27] In March 2008 the company announced a partnership with Magna Steyr to outsource manufacture of over 2,000 cars annually to Graz, Austria, reassuringly stating: "The continuing growth and success of the company is based upon Gaydon as the focal point and heart of the business, with the design and engineering of all Aston Martin products continuing to be carried out there."[28]

More dealers in Europe and the new pair in China brought the total to 120 in 28 countries.[29]

On 1 September 2008, Aston Martin announced the revival of the Lagonda marque, proposing a concept to be shown in 2009 to coincide with the brand's 100th anniversary. The first production cars are slated for 2012.[30]

In December 2008, Aston Martin announced it would cut its workforce from 1,850 to 1,250.[3]

The first four-door Aston Martin Rapide sports cars rolled out of the Magna Steyr factory in Graz, Austria in 2010.[31] The contract manufacturer provides dedicated facilities to ensure compliance with the exacting standards of Aston Martin and other marques, including Mercedes-Benz. Ulrich Bez has publicly speculated about outsourcing all of Aston Martin's operations with the exception of marketing.[32] In September 2011 it was announced Rapide production would be returned to Gaydon in the second half of 2012, restoring all manufacture there.[33]

2012—Investindustrial stakeholding and new chief executive officer

In late 2012, Investment Dar reviewed its stake, with Mahindra & Mahindra emerging as a potential bidder for as much as half of Aston Martin.[34][35] Instead, Italian private equity fund Investindustrial signed a deal on 6 December 2012 to buy 37.5% of Aston Martin, investing £150 million as a capital increase.[6][7][36][37] This was confirmed by Aston Martin in a press release on 7 December 2012.[38] In April 2013 it was reported that Dr Ulrich Bez would be leaving his role as chief executive officer to take up a more ambassadorial position[39] widely seen as the first move by the new shareholders in reviewing the leadership and strategy of the company. On 2 September 2014, Aston Martin announced they had appointed the Nissan executive Andy Palmer as their new CEO[40] with Ulrich Bez retaining a position as Non-Executive Chairman. As sales had been declining, from 2015 Aston Martin sought new customers (particularly wealthy female buyers) with cars like Lagonda and DBX while releasing concepts cars like the Vulcan.[41][42]

Relationship with Mercedes-AMG

In 2013 Aston Martin signed a deal with Daimler AG to supply new Mercedes-AMG power plants for the next generation line up. Daimler AG now owns 5% of Aston Martin.[43] Mercedes-AMG will also supply Aston Martin with electrical systems. This technical partnership will support Aston Martin’s launch of a new generation of models that will incorporate new technology and V8s.

Models

Pre-war cars

  • 1921–1925 Aston Martin Standard Sports
  • 1927–1932 Aston Martin First Series
  • 1929–1932 Aston Martin International
  • 1932–1932 Aston Martin International Le Mans
  • 1932–1934 Aston Martin Le Mans
  • 1933–1934 Aston Martin 12/50 Standard
  • 1934–1936 Aston Martin Mk II
  • 1934–1936 Aston Martin Ulster
  • 1936–1940 Aston Martin 2-litre Speed Models (23 built) The last 8 were fitted with C-type bodywork
  • 1937–1939 Aston Martin 15/98

Post-war sports and GT cars

Other

Current models

Motorsport

DBR1/2 at Goodwood Festival of Speed 2009
Part of Aston Martin's current racing program, Charouz Racing System competes with sports prototypes powered by an Aston Martin V12
Aston Martin DBR9
See also: Aston Martin Racing, List of Formula One constructors

Whole race cars (post-war)

Engine supply only

Formula One World Championship results

(key)

Year Chassis Engine Tyres Driver 1 2 3 4 5 6 7 8 9 10 Points WCC
1959 Aston Martin DBR4 Aston Martin L6 Avon
Dunlop 		MON 500 NED FRA GBR GER POR ITA USA 0 5th
United Kingdom Roy Salvadori Ret 6 6 Ret
United States Carroll Shelby Ret Ret 8 10
1960 Aston Martin DBR5 Aston Martin L6 Dunlop ARG MON 500 NED BEL FRA GBR POR ITA USA 0 8th
United Kingdom Roy Salvadori Ret
France Maurice Trintignant 11

24 Hours of Le Mans finishes

Year Pos Class No Team Drivers Chassis Engine Laps
1931 5 1.5 25 United Kingdom Aston Martin United Kingdom A.C. Bertelli
United Kingdom Maurice Harvey 		Aston Martin 1½-litre International Aston Martin 1.5L I4 139
1932 5 1.5 20 United Kingdom Aston Martin Ltd. United Kingdom Sammy Newsome
Sweden Henken Widengren 		Aston Martin 1½-litre Le Mans Aston Martin 1.5L I4 174
7 1.5 21 United Kingdom Aston Martin Ltd. United Kingdom A.C. Bertelli
United Kingdom Pat Driscoll 		Aston Martin 1½-litre Le Mans Aston Martin 1.5L I4 168
1933 5 1.5 25 United Kingdom Aston Martin Ltd. United Kingdom Pat Driscoll
United Kingdom Clifton Penn-Hughes 		Aston Martin 1½-litre Le Mans Aston Martin 1.5L I4 188
7 1.5 24 United Kingdom Aston Martin Ltd. United Kingdom A.C. Bertelli
United Kingdom Sammy Davis 		Aston Martin 1½-litre Le Mans Aston Martin 1.5L I4 174
1934 10 1.5 20 United Kingdom M.R.E. Tongue United Kingdom Reggie Tongue
United Kingdom Maurice Faulkner 		Aston Martin 1½-litre Le Mans Aston Martin 1.5L I4 188
11 1.5 24 United Kingdom John Cecil Noël United Kingdom John Cecil Noël
United Kingdom Jen Wheeler 		Aston Martin 1½-litre Le Mans Aston Martin 1.5L I4 180
1935 3 1.5 29 United Kingdom Roy Eccles United Kingdom Charles E.C. Martin
United Kingdom Charles Brackenbury 		Aston Martin 1½-litre Ulster Aston Martin 1.5L I4 215
8 1.5 33 United Kingdom Maurice Faulkner United Kingdom Maurice Faulkner
United Kingdom Tom Clarke 		Aston Martin 1½-litre Ulster Aston Martin 1.5L I4 202
10 1.5 32 United Kingdom C.T. Thomas United Kingdom C.T. Thomas
United Kingdom M. Kenyon 		Aston Martin 1½-litre Ulster Aston Martin 1.5L I4 199
11 1.5 31 United Kingdom P.L. Donkin United Kingdom Peter Donkin
United Kingdom Lord Malcolm Douglas-Hamilton 		Aston Martin 1½-litre Ulster Aston Martin 1.5L I4 199
12 1.5 27 United Kingdom John Cecil Noël United Kingdom Jim Elwes
United Kingdom Mortimer Morris-Goodall 		Aston Martin 1½-litre Aston Martin 1.5L I4 196
15 1.5 30 United Kingdom R.P. Gardner United Kingdom R.P. Gardner
United Kingdom A.C. Beloë 		Aston Martin 1½-litre Ulster Aston Martin 1.5L I4 190
1937 5 1.5 37 United Kingdom J.M. Skeffington United Kingdom J.M. Skeffington
United Kingdom R.C. Murton-Neale 		Aston Martin 1½-litre Ulster Aston Martin 1.5L I4 205
11 2.0 31 United Kingdom C.T. Thomas United Kingdom Mortimer Morris-Goodall
United Kingdom Robert P. Hichens 		Aston Martin Speed Model Aston Martin 2.0L I4 193
1939 12 2.0 29 United Kingdom Robert Peverell Hichens United Kingdom Robert P. Hichens
United Kingdom Mortimer Morris-Goodall 		Aston Martin Speed Model Aston Martin 2.0L I4 199
1949 7 S
2.0 		27 United Kingdom Arthur Jones United Kingdom Arthur Jones
United Kingdom Nick Haines
 Aston Martin 2-Litre Sports (DB1) Aston Martin 2.0L I4 207
11 S
2.0 		29 United Kingdom Robert Lawrie United Kingdom Robert Lawrie
United Kingdom Robert W. Walke
 Aston Martin 2-Litre Sports (DB1) Aston Martin 2.0L I4 ?
1950 5 S
3.0 		19 United Kingdom Aston Martin Ltd. United Kingdom George Abecassis
United Kingdom Lance Macklin 		Aston Martin DB2 Aston Martin 2.6L I6 249
6 S
3.0 		21 United Kingdom Aston Martin Ltd. United Kingdom Charles Brackenbury
United Kingdom Reg Parnell 		Aston Martin DB2 Aston Martin 2.6L I6 244
1951 3 S
3.0 		26 United Kingdom Aston Martin Ltd. United Kingdom Lance Macklin
United Kingdom Eric Thompson 		Aston Martin DB2 Aston Martin 2.6L I6 257
5 S
3.0 		25 United Kingdom Aston Martin Ltd. United Kingdom George Abecassis
United Kingdom Brian Shawe-Taylor 		Aston Martin DB2 Aston Martin 2.6L I6 255
7 S
3.0 		24 United Kingdom Aston Martin Ltd. United Kingdom Reg Parnell
United Kingdom David Hampshire 		Aston Martin DB2 Aston Martin 2.6L I6 252
10 S
3.0 		28 United Kingdom N.H. Mann United Kingdom Nigel Mann
United Kingdom Mortimer Morris-Goodall 		Aston Martin DB2 Aston Martin 2.6L I6 236
13 S
3.0 		27 United Kingdom P.T.C. Clark United Kingdom Peter Clark
United Kingdom James Scott-Douglas 		Aston Martin DB2 Aston Martin 2.6L I6 233
1952 7 S
3.0 		32 United Kingdom Peter C.T. Clark United Kingdom Peter Clark
United Kingdom Mike Keen 		Aston Martin DB2 Aston Martin 2.6L I6 248
1955 2 S
3.0 		23 United Kingdom Aston Martin Ltd. United Kingdom Peter Collins
Belgium Paul Frère 		Aston Martin DB3S Aston Martin 2.9L I6 302
1956 2 S
3.0 		8 United Kingdom Aston Martin Ltd. United Kingdom Stirling Moss
United Kingdom Peter Collins 		Aston Martin DB3S Aston Martin 2.9L I6 299
1957 11 S
3000 		21 United Kingdom David Brown France Jean-Paul Colas
France Jean Kerguen 		Aston Martin DB3S Aston Martin 3.0L I6 272
1958 2 S
3000 		5 United Kingdom P & A.G. Whitehead United Kingdom Graham Whitehead
United Kingdom Peter Whitehead 		Aston Martin DB3S Aston Martin 3.0L I6 293
1959 1 S
3.0 		5 United Kingdom David Brown Racing Dept. United States Carroll Shelby
United Kingdom Roy Salvadori 		Aston Martin DBR1/300 Aston Martin 3.0L I6 323
2 S
3.0 		6 United Kingdom David Brown Racing Dept. France Maurice Trintignant
Belgium Paul Frère 		Aston Martin DBR1/300 Aston Martin 3.0L I6 322
1960 3 S
3.0 		7 United Kingdom Border Reivers United Kingdom Roy Salvadori
United Kingdom Jim Clark 		Aston Martin DBR1/300 Aston Martin 3.0L I6 306
9 S
3.0 		8 United Kingdom Major Ian B. Baillie United Kingdom Ian B. Baillie
United Kingdom Jack Fairman 		Aston Martin DBR1/300 Aston Martin 3.0L I6 281
1977 17 GTP 83 United Kingdom SAS Robin Hamilton
 United Kingdom Robin Hamilton
United Kingdom David Preece
United Kingdom Mike Salmon 		Aston Martin DBS V8 RHAM/1 Aston Martin 5.3L V8 260
1982 7 C 32 United Kingdom Viscount Downe Pace Petroleum United Kingdom Ray Mallock
United Kingdom Simon Phillips
United Kingdom Mike Salmon 		Nimrod NRA/C2 Aston Martin-Tickford DP1229 5.3L V8 317
1983 17 C 41 United Kingdom EMKA Productions Ltd. United Kingdom Tiff Needell
United Kingdom Steve O'Rourke
United Kingdom Nick Faure 		EMKA C83/1 Aston Martin-Tickford 5.3L V8 275
1985 11 C1 66 United Kingdom EMKA Productions, Ltd. United Kingdom Tiff Needell
United Kingdom Steve O'Rourke
United Kingdom Nick Faure 		EMKA C84/1 Aston Martin-Tickford 5.3L V8 338
1989 11 C1 18 United Kingdom Aston Martin
United Kingdom Ecurie Ecosse 		United Kingdom Brian Redman
Republic of Ireland Michael Roe
Greece Costas Los 		Aston Martin AMR1 Aston Martin (Callaway) RDP87 6.0L V8 340
2005 9 GT1 59 United Kingdom Aston Martin Racing Australia David Brabham
France Stéphane Sarrazin
United Kingdom Darren Turner 		Aston Martin DBR9 Aston Martin 6.0L V12 333
2006 6 GT1 007 United Kingdom Aston Martin Racing Czech Republic Tomáš Enge
United Kingdom Darren Turner
Italy Andrea Piccini 		Aston Martin DBR9 Aston Martin 6.0L V12 350
9 GT1 62 Russia Russian Age Racing
United Kingdom Team Modena 		Spain Antonio García
Australia David Brabham
Brazil Nelson Piquet Jr. 		Aston Martin DBR9 Aston Martin 6.0L V12 343
10 GT1 009 United Kingdom Aston Martin Racing Portugal Pedro Lamy
France Stéphane Sarrazin
Monaco Stéphane Ortelli 		Aston Martin DBR9 Aston Martin 6.0L V12 342
2007 1 GT1 009 United Kingdom Aston Martin Racing Australia David Brabham
United KingdomDarren Turner
Sweden Rickard Rydell 		Aston Martin DBR9 Aston Martin 6.0L V12 343[50]
3 GT1 008 France AMR Larbre Compétition Denmark Casper Elgaard
United KingdomJohnny Herbert
ItalyFabrizio Gollin 		Aston Martin DBR9 Aston Martin 6.0L V12 341[50]
4 GT1 007 United Kingdom Aston Martin Racing Czech Republic Tomáš Enge
United KingdomJohnny Herbert
NetherlandsPeter Kox 		Aston Martin DBR9 Aston Martin 6.0L V12 337[50]
2008 1 GT1 009 United Kingdom Aston Martin Racing Australia David Brabham
United KingdomDarren Turner
Spain Antonio Garcia 		Aston Martin DBR9 Aston Martin 6.0L V12 344
4 GT1 007 United Kingdom Aston Martin Racing Germany Heinz-Harald Frentzen
ItalyAndrea Piccini
AustriaKarl Wendlinger 		Aston Martin DBR9 Aston Martin 6.0L V12 339
2009 4 LMP1 007 Czech Republic AMR Eastern Europe Czech Republic Tomáš Enge
Czech RepublicJan Charouz
Germany Stefan Mücke 		Lola-Aston Martin B09/60 Aston Martin 6.0L V12 373
13 LMP1 008 United Kingdom Aston Martin Racing United Kingdom Anthony Davidson
United KingdomDarren Turner
Netherlands Jos Verstappen 		Lola-Aston Martin B09/60 Aston Martin 6.0L V12 342
3 GT1 66 United Kingdom Jetalliance Racing Austria Lukas Lichtner-Hoyer
Austria Thomas Gruber
Germany Alex Müller 		Aston Martin DBR9 Aston Martin 6.0L V12 294
2010 6 LMP1 007 United Kingdom Aston Martin Racing Switzerland Harold Primat
MexicoAdrián Fernández
Germany Stefan Mücke 		Lola-Aston Martin B09/60 Aston Martin 6.0L V12 365
3 GT1 52 Germany Young Driver AMR Czech Republic Tomáš Enge
DenmarkChristoffer Nygaard
Netherlands Peter Kox 		Aston Martin DBR9 Aston Martin 6.0L V12 311
2011 7 LMP1 22 Belgium Kronos Racing
Belgium Marc VDS Racing Team 		Belgium Vanina Ickx
BelgiumBas Leinders
Belgium Maxime Martin 		Lola-Aston Martin B09/60 Aston Martin 6.0L V12 328
2012 3 GTE-Pro 97 United Kingdom Aston Martin Racing United Kingdom Darren Turner
MexicoAdrián Fernández
Germany Stefan Mücke 		Aston Martin V8 Vantage GTE Aston Martin 4.5L V8 332
2013 3 GTE-Pro 97 United Kingdom Aston Martin Racing United Kingdom Darren Turner
United KingdomPeter Dumbreck
Germany Stefan Mücke 		Aston Martin V8 Vantage GTE Aston Martin 4.5L V8 314
6 GTE-Am 96 United Kingdom Aston Martin Racing Germany Roald Goethe
United KingdomJamie Campbell-Walter
United Kingdom Stuart Hall 		Aston Martin V8 Vantage GTE Aston Martin 4.5L V8 301

Sponsorships

Aston Martin sponsors 2. Bundesliga club 1860 Munich.[51]

See also

Notes

  1. ^ "L'auto di James Bond diventa italiana. Investindustrial rileva Aston Martin" (in Italian). 7 December 2012. Retrieved 23 August 2014.
  2. ^ a b Wright, William (6 June 2011). "Aston Martin revs up to raise capital". Financial News. Retrieved 28 September 2011.
  3. ^ a b "England, Third of jobs go at Aston Martin". BBC News. 1 December 2008. Retrieved 29 April 2009.
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  36. ^ Template:It icon Aston Martin diventa italiana. Investindustrial rileva il 37,5%
  37. ^ Template:It icon Martin in mani italiane. Il fondo Investindustrial dei Bonomi socio di riferimento con il 37,5%.[dead link]
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