The Aston Martin DBR1 race car is considered one of the most important Astons ever. Built under David Brown the "DB" in so many Aston model names to win Le Mans in the 1950s, only five examples were ever made. That's why this one—DBR1 number one—just sold for over $22 million. This article has been updated to reflect the car's sale. DBR1/1 was built in 1956, and featured a host of upgrades over its DB3S predecessor. A lightweight tube-frame chassis, a more powerful straight-six, a five-speed transaxle, and disc brakes made it a serious contender on the circuit. Though this particular car never won Le Mans, one of its sister cars did in 1959. The DBR1/1 you see here did compete in several legendary races in period, including Le Mans, the 12 Hours of Sebring, and the Nurburgring 1000KM, the latter of which it won in 1959. RM Sotheby's Famous drivers such as Carroll Shelby, Roy Salvadori, Stirling Moss, and Jack Brabham sat behind the wheel of DBR1/1 before it was sold to Aston Martin Owner's Club President John Dawnay in the 1960s. The car saw vintage racing success throughout the years, passing through collectors' garages before eventually ending up for sale. Currently, the car is fitted with a reproduction engine, but includes the original to RM Sotheby's, this is the first time ever a DBR1 has been auctioned publicly. DBR1/1 sold for $22,550,000 at RM Sotheby's 2017 Monterey auction, making it the most expensive car sold during the weekend, and the most expensive car sold at public auction in 2017 thus far. The sale price also makes DBR1/1 the most expensive British car ever sold. This content is imported from YouTube. You may be able to find the same content in another format, or you may be able to find more information, at their web site.

At first glance, there is nothing unusual about Poplar Farm in south Norfolk. Approached by winding country lanes, a traditional farmhouse nestles behind a row of trees, assorted outbuildings and sheds stretch away and fields of wheat and barley await harvest. The only clue that something special is happening inside those outbuildings, that one of the most evocative racing cars in British history is being painstakingly recreated for enthusiasts across the world, is the presence on the long driveway of a skeletal display frame, almost the ghost of an Aston Martin DBR1. For as well as a working farm, this is the home of AS Motorsport, where Andrew Soar and his team of engineers craft by hand an average of four faithful replicas a year of the most famous racing Aston of them all, the car that gave the marque its sole outright win at Le Mans in 1959 in the hands of Carroll Shelby and Roy Salvadori. Fittingly, we visit Andrew a few days after he returns from his annual pilgrimage to the 24-hour race – a few days after the Aston Martin Vantage snatched a dramatic last-lap victory from Chevrolet in the GT class. The cars he and three staff build in this most tranquil patch of countryside are worlds apart in design, engineering and power to the modern Aston but, according to Andrew, they are all the better for it. “In modern cars, you’re insulated from the whole experience – you can’t explore the raw element or the edge of performance,” he says. “You’re just so removed from the whole experience really.” That can’t be said of the ASM R1, which looks, feels and drives like the 1950s racer it emulates, a car described by Stirling Moss as one of the best-balanced cars he had ever driven. “The weight is split 50/50 front and rear, and you can do some stupid things with the car and it doesn’t bite you,” says Andrew, who has driven the car in all weather and as far as Nice in the south of France. Each car is built to order, ranging in price from £80,000 for a fibreglass body to £130,000 for aluminium, with build times from four to six months to eight to 12 months, depending on the body and exact specification. The basic engine used is a rebuilt Jaguar straight six, producing up to 200bhp, though the demonstration car has the larger unit, and some customers opt for a more expensive Aston engine, all married to a five-speed gearbox. Customers can specify “any colour as long as it’s green”, although Andrew has had a request for blue from some Belgian clients. “The Belgians seem to want dark blue. One of these did run in blue in the 1960s, but what will probably happen is people who are not clued up will say is that a D-Type?’ and it might start to get a bit wearing after a while,” he says. Including the five cars in various states of build dotted around the workshops, in nearly a decade 42 bespoke cars will have left Norfolk by the end of this year, bound for customers in Australia, France, Germany, Italy, Belgium, Gibraltar, Jersey and across the UK. “We have a wide range of customers, people that can remember them in period and want to emulate their heroes, and people that just like the idea of it and the history behind it,” says Andrew. “It’s something different. There have been one or two pension release situations where they want to spend it on something fun, plus the serial car investors and collectors. We have customers in their 40s up to those in their 80s.” Andrew grew up on the farm at Bressingham, near Diss, and spent his formative years “playing with machinery and tractors”, and old Morris Minors. “My older sister had a Morris Minor bought for going away to uni,” he remembers. “A second and third one were bought for spares. I annexed one of them – I was still at primary school then, learning how to syphon petrol from my dad’s car so I could drive it around the fields.” In a few weeks’ time, he will return to those fields to spend long summer afternoons piloting a combine harvester up and down acre after golden acre. It’s a job he enjoys, a solitary occupation reaping the rewards of a long growing season, with just his dog Nelly – scouting for hares – for company. “I’ll come in in the morning, sort a few things out at the workshops, and then drive up and down the field with my dog,” he says. “The car business is full time now, but I still help out around the farm.” Andrew was always intrigued by the engineering aspect of farming, honing his skills repairing tractors “partly out of necessity to keep costs down”, learning blacksmithing with Billy the Smithy, and electronics found on GPS harvesters. “I used to go to the local blacksmiths to get stuff fixed – it made sense to help him finish whatever he was working on and I spent quite a lot of time with him,” he adds. On leaving school, Andrew studied agricultural engineering at college, then became a workshop technician before moving into lecturing in the technical department, remaining for 10 years and meeting his future wife in the process. Always self-employed – “I always say I’ve never had a job” – Andrew worked as a consultant in the construction and engineering sector, specialising in the safety and operation of heavy plant, before returning to the farm after a stint in America. The seeds of the current business were sown when Andrew bought and built a Cobra 427 kit car. “I was motivated to get it on the road, and spent a lot of time tinkering with it to sort out various issues – different engines, gearboxes, and suspension developments,” he says. “Through networking with the kit car community I started doing work for other people. The workshop we use now was originally converted by my cousin, who was a mechanic and provided support to the farm. “I had access to his facilities and when he moved out I graduated into there. It was the natural place for me to gravitate to.” With the Cobra complete, and refined, Andrew spotted an eBay advert that would change the course of his business, and breathe fresh life into an automotive icon. In 2007, the now defunct ARA Racing, run by Ant Anstead, was offering a replica DBR1 bodyshell and chassis for sale. “I bought it as a personal project – it was a beautiful thing, quite apart from the fun of building it,” says Andrew. “I thought if I took it to shows, with a bit of networking I would be able to bring in more specialist sports car and kit car work. I also thought I could do some consultancy work for ARA, but then it transpired that the whole project was for sale. “I could see possibilities there and I thought in for penny, in for a pound’. There were three or four manufacturers of the C-Type and D-Type replicas and they all have a market, enough to make a living. “I thought that if we’re the only people doing this product we should have a good chance. It was just something that happened along, and the car has sheer beauty, plus a bit of raw power to it and a lot of history.” The project purchase came with a stand at the Goodwood Revival festival, and an order for a part-complete, and part paid-for, fibreglass car with an Aston Martin engine. “I decided to build the car for the amount outstanding and build it to the designs specified, using my own finances before I ask for any money,” says Andrew. “I was in touch with the customer and got all the way to paint stage, and then it all went quiet. No contact from him at all. We had that car available for a few shows, and then I sold it at Bonhams Auction in 2008.” Orders started to come in, and Andrew undertook significant development work to improve the suspension design, brake packages, geometry revisions and structural improvements, with a timber jig developed using 3D computer technology to help fashion an authentic aluminium body shape. Upgrades to the fibreglass car have included aluminium boot, bonnet and doors, and a major investment in aluminium tooling has helped improve quality and reliability, and reduced the time taken to build each car. “We’ve constantly been developing and improving the car and our processes,” says Andrew. “Rather than sitting back on our laurels and just thinking we are getting quicker and quicker, let the money roll in. We’ve used that time to think about other areas we can improve. Nothing’s ever perfect.” About half of customers opt for the aluminium body shell, despite the £50,000 premium, while all cars developed in the past two years have featured a bespoke multiport fuel injection system. “We haven’t built a carb car for a couple of years,” says Andrew. “Everyone likes injection. The key is driveability, and it delivers smooth, linear, controllable power. You’re also future proofing yourself against any future emissions regulations against so-called dirty cars.” Dashboard layout, seats, nose-cone colour and other trim can be specified by the buyer, with one aircraft enthusiast opting for cock-pit style instruments. “Some of the switches proved quite tricky to source, as there are not many people that make them,” says Andrew, who uses parts from donor cars to secure an age-related number plate. “We prefer to buy a whole donor car so you get matching numbers and documents, which helps with registration.” The standard car produces between 250lb ft and 275lb ft of torque, resulting in lively, tractable performance from a body weighing only 900kg. “We’ve never done a 0-60 test, but it’s quite pacey,” says Andrew. “It’s quite fun to be in something that looks old and cronky, then you dip past a modern car and disappear off. That’s main ethos behind the cars – to build something that works and is, above all, fun. “At the Oily Rag Club Sprint event at Woodbridge Airfield it was doing comparable times to a hotted-up MX-5, and I’ve also been hillclimbing at Prescott and got it down to 57 seconds, which is not bad for an amateur driver in a standard set-up road car. I could probably get a second off that with a bit of courage.” Although most are used as road cars, like the DBR1 its modern recreation is designed to be raced, and Andrew and his team have built a handful of cars to MSA regulations. Shows remain the company’s staple marketing tool, but Andrew shies away from typical car sales tactics. “I don’t pressure people to buy the cars,” he says. “If you do that and spend six months building it and they then don’t want it…people either want one or they don’t. “They certainly attract a lot of attention on the road – you’ll be going along the motorway and spot a car coming past, then it gets into your blind spot and they don’t reappear because someone in the passenger seat is taking photos. “It’s not why we build them, but maybe it’s why some people buy them.” There’s a long and distinguished link between the slowest and fastest vehicles on our roads, those trundling tractors and the sports cars that could overtake them in a flash. Ferruccio Lamborghini, Ferdinand Porsche and David Brown, the man who saved Aston Martin, all cut their engineering teeth on agricultural vehicles before giving the world some of the finest cars ever made. Andrew Soar, farmer, agricultural engineer and now sports car manufacturer, is adding his own footnote to that illustrious roll-call. The legendary Aston Martin DBR1 lives on, reborn in rural Norfolk and bound for all corners of the globe. See the full specifications available here. Read what it’s like to drive the ASM R1. Gallery Photos by Simon Finlay.

En1999, Aston-Martin présente au Salon de Genève la V8 Vantage Le Mans Aston Martin Vantage le Mans V600 1999 . En l’honneur du 40e anniversaire de l’incroyable victoire d’Aston Martin au Mans en 1959, la marque a construit seulement 40 versions exclusives suralimentées de leur V8 Vantage.Dévoilé à côté du DBR1 / 2 vainqueur de la course au Salon de Genève

The DBR1 is regarded as the greatest car built by Aston Martin in the British firms 99-year history. This incredible racing machine which won the 1959 Le Mans 24-hour race is one of the most valuable British cars in history. Built in 1957, this is the immaculate Aston Martin DBR1. Here is the official blurb from Talacrest Talacrest are proud to offer for sale the single most successful racing car ever built by Aston Martin. After its victorious debut at the 1957 Spa 1000 km race, it scored five more victories including the 24 Hours of Le Mans in 1959 in the hands of Roy Salvadori and Carroll Shelby and was campaigned well into the 1962 season by privateers. Beautifully preserved and maintained by a serious collector, despite the car’s incredible value, it has been regularly raced in a variety of historic race events with great success. Renowned by many as the most recognisable and valuable Aston Martin in history, the DBR1/2 is the only car from the iconic manufacturer to have ever won the prestigious Le Mans 24 Hour race. Additionally, the vehicle was also the one and same in which Sir Stirling Moss won the RAC Tourist Trophies at Goodwood in 1958 and 59 to help Aston Martin take home the 1959 World Sports Car Championship. One of the most successful and instantly recognisable historic racing cars in the world today – with undisputed provenance and ready to race. In addition the car is road registered and has been used and is eligible for many road based touring events. One of 5 1 was an updated version of an earlier chassis DBR1’s made – this example has the most successful competition pedigree by some margin Race history for the DBR1/2 chassis below 1957 Winner – Spa Sportscar Race – driven by Brooks Winner – 1000km Nürburgring Race – driven by Brooks/Cunningham-Reid Retired – 24 Hours of Le Mans Race whilst lying 2nd – driven by Brooks/Cunningham-Reid Winner – Spa Grand Prix – driven by Brooks 1958 Retired – Sebring – driven by Moss/Brooks Retired – Nurburgring – driven by Brooks/Lewis-Evans Retired – 24 Hours of Le Mans – driven by Brooks/Trintignant Winner – Goodwood Tourist Trophy – driven by Moss/Brooks 1959 Winner – 24 Hours of Le Mans – driven by Salvadori/Shelby Winner – Goodwood Tourist Trophy – driven by Moss/Shelby/Fairman Following Aston Martin’s success in 1959, David Brown decided to make an unsuccessful move to Formula One with the DBR4 and DBR5. Thus the factory’s David Brown Racing Department would no longer compete in Sports cars. 1960 The car was sold to Major Ian Baillie – and as a privateer entrant the following results were achieved Winner – Rouen Grand Prix – driven by Jack Fairman 9th – 24 Hours of Le Mans – driven by Baillie/Fairman Finished but Unclassified – Nurburgring – driven by Baillie/Greenhall. 1961- 1962 Remained with and raced by Baillie 1963 Acquired by David Ham and raced by him for 3 seasons. 1966 Acquired by Chris Stewart and raced by him for several years, although Neil Corner also campaigned it and appears to have purchased a joint ownership, or possibly an outright purchase. 1971 Last recorded outing by Corner – although it continued to be raced by Stewart until purchased by Geoffrey Marsh circa 1977 Circa 1980 The car went to the Setton private collection in France, and returned to the UK in 1992 when it was acquired by John Collins of Talacrest. The car has been extensively raced over the past 20 years, often by Peter Hardman who won the Lavant cup with it in 1999 and 2000 at the Goodwood revival. This the only DBR1 to have scored a win in privateer hands – and the only Aston Martin to have ever won Le Mans and additionally the only car Carroll Shelby ever won the Le Mans 24 Hour race in. Nowadays in Historic Racing – this world famous car is still a proven winner and has won numerous prestigious historic races. Talacrest sold this car to it’s last owner – who has enjoyed long term ownership of this fabulous racer. Cars of this calibre and undisputed provenance are rarely available on the open market and will surely present the new owner with invitations to just about any event in the world – whilst also offering serious investment potential.

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Lavictoire de juin 1959 reste à ce jour la seule d'Aston Martin au Mans. La voiture numéro 5, conduite par l'Américain Carroll Shelby - qui dira qu'il n'a rien mangé de toute la course mais qu'il a bu des litres de Coca-Cola - et l'Anglais Roy Salvadori, remporte la course à une moyenne de 181,163 km/h. En deuxième place, une autre Aston

> IXOLM1959 Aston Martin DBR1 1st Le Mans 1959 5 ShelbySalvadori Diecast Click the main image above to see a zoomed view Prices converted are approximately$ Note All purchases are billed in UK Pounds Sterling - other currencies shown are for guidance only. Available to order. Average delivery time 4-6 on shipping may vary by +/- 10%. Quantity Postage for this product to United Kingdom is£ by standard post, or £ by registered post Aston Martin DBR1 1st Le Mans 1959 5 Shelby/Salvadori by Ixo Description Aston Martin DBR1 1st Le Mans 1959 5 Shelby/Salvadori Catalogue IXOLM1959 Product Type Diecast Scale 143 Event Le Mans Colour - Drivers Salvadori R, Shelby C Sponsors 5 Dates 1959 Race/Position Winner Release Date July 2022 Weight 325 grams Comments Reissue About Ixo Well finished die-casts of varying levels of accuracy. Some very good, others not so. Very competitively priced. Majority made in Bangladesh. Our latest model, accessory, book & DVD reviews from the last 7 days WEEKLY NEWSLETTER Weekly round-up of New Releases and Future Production • Exclusively Online • Straight to your inbox Absolutely FREE! Why Wait? View Now A dedicated team, a shop you can visit - we provide the personal touch!

Anevolution of the earlier DB3S, the DBR1 went on to win the 1959 24 Hours of Le Mans outright, driven by Carroll Shelby and Roy Salvadori. Aston Martin DBR22 and DBR1 (Image credit: Aston Martin) ^{In order to honor the 60th anniversary of its DBR1 race car winning the 1959 24 Hours of Le Mans, Aston Martin will release a 24-unit series of limited-edition supercars called the DBS a rechristened, modified DBS Superleggera, the DBS 59 is the same 715-horsepower, V12-powered grand tourer you already know, but restyled by Aston Martin's "Q" in-house personalization department. This whole project is possible thanks to a commission from dealership Lancaster Aston Martin Cambridge. Each of the 24 cars represents each hour of the 1959 Le Mans race, which saw Aston Martin take a one-two finish with a pair of DBR1s, with Roy Salvadori and Caroll Shelby in the lead car and Maurice Trintignant and Paul Frére not far behind in Martin DBS 59, Aston MartinBeing a wheeled encomium to the winning DBR1, Q used the original car as a muse, reinterpreting as many of its design cues as possible for the modern car. It's painted in the same shade of Aston Martin Racing Green but has the modern touch of a glossy carbon fiber roof, and enough machined bronze to make you think the stuff grew on trees. Its "Superleggera" badges, grille, brake calipers, 21-inch wheels, shift paddles, and even a foil graphic inlaid into the rear "aeroblade" spoiler are all made from or finished in the Martin DBS 59, Aston MartinSaid wing graphic depicts an outline of the winning car, with its chassis and engine numbers included below it. The DBR1 appears again inside the car, on an embroidered sun visor that dates the '59 Le Mans race, and denotes the winning car's lap count. In fact, it almost looks as if an embroider has spent their entire life inside the DBS 59, spending their time exercising their craft of the rear speaker covers which show a period-accurate Circuit de la Sarthe layout.Aston Martin DBS 59, Aston MartinMore impressive than the embroidery is the length to which Q went to recreate the DBR1's interior feel, as they cloned the original's seat fabrics down to the material's weave. And those who nerd out about fabrics or love a bit of Carroll cosplay can dress up in the DBS 59's included costume pack, which comes with replicas of period-correct racing gear including race suits, gloves, and an open-faced helmet with MartinAston Martin didn't say what the DBS 59 will cost, but since DBS Superleggeras start at $304,995, you can bet your cheeks that the DBS 59 will cost considerably more. If money isn't an object, and all the cars haven't already sold out, the aforementioned Aston dealer that commissioned the cars will be the place to buy Martin DBS 59, Aston Martin} Definitelya DBR1 - possibly the Trintignant/Frere car from the 1959 Le Mans 24 hour race, which finished 2nd carrying number 6. dsl. 2020-06-05 00:44. " Chassis: DBR1/4 - Originally built as a DBR3 in 1958, this chassis was converted to DBR1 specification for the 1959 season. In this guise it was only raced at Le Mans and Goodwood where it O92zgKH.

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aston martin dbr1 le mans 1959