1989 Aston Martin AMR1
The last, lightest, and most powerful of just five, full works team Aston Martin AMR1 racers produced for the 1989 World Sportscar Championship. Accompanied by an extraordinary spares package and eligible for the newly invigorated calendar of historic Group C races, including Le Mans Classic.
Overview
- The fifth of just five Aston Martin AMR1 works Group C cars, of which only four survive
- One of just two special ‘lightweights’ - a full 100kg lighter than the first AMR1
- Carbon-fibre monocoque chassis developed by world-class British firm, RML
- Propelled by Version II of the Calloway-built, Aston Martin 6.3-litre, naturally-aspirated V8 engine which reportedly produced as much as 740bhp in period
- Driven by Brian Redman, David Leslie, Stanley Dickens and David Sears
- Offered from a single ownership of close to 25 years with just two owners from new, including former Aston Martin Lagonda owner and renowned car collector, Peter Livanos
- Prepared for historic competition by British preparer John Danby Racing (JDR)
- Previously restored by BBM Sport (formerly known as Chamberlain Synergy Motorsport)
- Accompanied by a wealth of period documentation, including original drawings for each of the five chassis, engineering papers and more
- Included in the sale is a remarkable spares package, including a complete engine, gearbox, bodywork, wheels, moulds, tooling, engine blocks, cylinder heads and much, much more
- Requires crack-testing and new fuel cell
- Eligible for the fabulously reinvigorated world of historic Group C racing which, for 2025, offers the category’s most exciting calendar for years, including: Peter Auto races at Barcelona, Spa and Le Mans Classic; Masters races at Paul Ricard, Nurburgring, Silverstone, Dubai and Abu Dhabi; and in the US, highlight events include Daytona and Sebring Classics and the Rolex Monterey Motorsports Reunion at Laguna Seca!
Background
In 1986, a plan was hatched for Aston Martin to return to international sports car racing with a bespoke Group C prototype. Among the wealthy gentlemen behind the project were Aston Martin chairman Victor Gauntlett and majority shareholder Peter Livanos. They assembled an all-star crew to design, construct and run what would become the Aston Martin AMR1. This V8-engined Group C racer ultimately debuted during the 1989 World Sportscar Championship, which coincided with the 30th anniversary of Aston Martin's outright victory in the 24 Hours of Le Mans with the DBR1.
The third partner was Hugh McCaig, who owned the illustrious Ecurie Ecosse racing team. During the mid-1980s, the Scottish team successfully fielded prototypes in the junior Group C category, and their experience helped the effort hit the ground running. With Ecurie Ecosse came Ray Mallock's engineering services. Aston Martin specialist Richard Williams was hired as team manager, having previously run the Nimrod Group C efforts, which also used Aston Martin V8 engines. Tasked with the design of the car was Canadian Max Boxstrom, while American Reeves Callaway was brought in to further develop the production-based V8 engine.
In many respects, a Formula 1 car with fenders, the AMR1 had a 'coke bottle' shaped carbon-fibre composite monocoque, with the design dictated by the ground effect tunnels running either side of the narrow cockpit. Aerodynamics also played a crucial role in the cooling architecture, with the water radiator mounted behind the gearbox and above the rear diffuser. Only the oil coolers were more conventionally mounted in the side-pods on either side of the engine. As a result, the AMR1 had a very clean, sharp nose and striking side bodywork, rising from the floor behind the front wheels to the rear deck, directing the airflow to the rear wing.
Used as partially stressed chassis members, the engine and gearbox were mounted at a slight angle to further increase the area available for the ground effect tunnels. The five-speed gearbox was developed in-house, and Hewland gears were used. Again, for a clean airflow, the rear suspension featured in-board mounted springs and dampers. In addition to being an experienced designer, Boxstrom owned the Dymag wheel company, which duly supplied the 17-inch wheels, which were 14-inch wide at the front and 15-inch at the rear.
Initially, Callaway based the racing engine on the very latest 5.3-litre production V8, which would be available with four valves per cylinder for the first time in 1989. Equipped with a sophisticated Zytec electronic ignition system, the first engine built by Callaway produced 570 bhp, nearly double that of the production engine. This was quickly replaced by a six-litre version that eventually was capable of 700 bhp and happily revved to 8,500 rpm. This, too, would later be upgraded further to a 6.3 litre “Version II” edition that reportedly produced up to 740bhp in period.
Teething problems in testing delayed the AMR1's debut to the second round of the 1989 World Sportscar Championship at Dijon. Painted white with blue and red sections, the new Aston Martin Works racer featured sponsorship decals from Mobil 1 and Goodyear only. Small Scottish flags on the front fenders showed Ecurie Ecosse's involvement. Shared by David Leslie and Brian Redman, the AMR1 qualified 24th fastest and finished 17th in a particularly strong field that included works entries from the likes of Mercedes-Benz, Jaguar, Nissan and Toyota and also a fleet of works-supported Porsche 962Cs.
Although not a round of the World Championship, Aston Martin fielded a pair of AMR1s in the 24 Hours of Le Mans. The cars sported a black band on the left fender in recognition of legendary 1950s Aston Martin team manager John Wyer, who had passed away two months earlier. A consistent run saw the sole surviving car finish 11th overall. More performance was found as Leslie and Redman finished fourth at Brands Hatch with a brand-new lightweight car the following month. An even lighter version was built for the final rounds of the year, which weighed a full 100kg less than the first AMR1.
The developments following Le Mans were all intended for use in the new-for-1990 AMR2, but the ambitious project was sadly axed. Even before the AMR1 made its debut, Aston Martin Lagonda had been acquired by the Ford Motor Company, which was already competing in Group C with Jaguar. A further complication was an extensive rule change, which set the displacement limit at 3.5-litre for Group C cars from the 1991 season onwards. These two factors combined prompted the executives to focus on the development a 3.5-litre Jaguar only.
Cut before its prime, the AMR1 was raced for less than one season and, despite repeated displays of both speed and reliability, never quite fulfilled its clear potential.
This Car
Offered here is the fifth and final AMR1 built and raced in period. As such, it represents the ultimate development of the type. One of two ‘lightweights’ produced to be 100kg lighter than the first car built and equipped with the 'Version II', 6.3-litre version of the Callaway-built Aston Martin RDP87 engine which, as mentioned above, reportedly produced up to 740bhp in period.
It was first raced at the Wheatcroft Gold Cup, which was the Donington round of the World Sportscar Championship. Shared by David Sears and Brian Redman, the two British drivers started 20th on the grid, finishing seventh overall. Now sharing with Stanley Dickens, Redman repeated that result a fortnight later at Spa Francorchamps. The following month, AMR1 05 was entered for Redman and David Leslie in the season finale at Mexico. In 37-strong field, they qualified 15th and worked their way up the order to 8th.
With the Aston Martin works effort suspended at the end of the 1989 season, chassis AMR1 05 was not raced again. Instead, it joined the personal collection of Peter Livanos, who had been one of the instigators of the AMR1 project. It was then, fittingly, sold through Richard Williams to its second private owner early in 2001. It was meticulously prepared for historic racing by Le Mans winning outfit Chamberlain Synergy (laterly known as BBM Sport) and fitted with the 'Version II', 6.3-litre version of the Aston Martin V8 that Callaway had developed for the stillborn AMR2.
During the following two decades, it has been raced occasionally in historic Group C events, the vendor sharing driving duties with the likes of David Leslie, Andy Meyrick, Tom Kimber Smith, and Nicolas Minassian. Among the historic racing highlights are a 2nd-place overall finish at Le Mans in 2014 and an overall victory at Paul Ricard in 2016. During this period, the car has been cared for by Damax/John Danby Racing in the UK.
Unused since that 2016 season, the car requires basic recommissioning, crack-testing and a new fuel cell, for which John Danby advises that prospective buyers should budget £20,000 - £30,000 (subject to their individual requirements).
Included in the sale is a staggering spare parts and accessories package, passed directly from the original works team effort, that includes fascinating chassis blueprints, period engineering papers, and much more. Among the vast array of spare parts is a complete spare engine and gearbox, multiple engine blocks, cylinder heads, bodywork, wheels, and suspension parts. Even the original moulds for the chassis and bodywork are included.
Offered from a single ownership of nearly 25 years, boasting just two private owners from new, AMR1 05 presents a unique opportunity to acquire a piece of Aston Martin racing history, which is also eligible to race at all the major historic Group C events, including the 2025 Le Mans Classic meeting.
Results Highlights, chassis AMR1/05
- 1989 WSC - Donington - 7th
- 1989 WSC - Spa - 7th
- 1989 WSC - Mexico - 8th
- 2014 - Peter Auto Group C, Le Mans - 2nd overall
- 2016 - Peter Auto Group C, Paul Ricard - 2nd overall (race 1), 1st overall (race 2)
Certification & Mileage
- Crack Testing: new tests required
- Engine Life: mileage TBC (last rebuild by Geoff Page Racing)
- Gearbox: serviced and maintained as required (inspection recommended)
- Fuel Cell Certification: new fuel cells required
- Seatbelt Certification: new belts required
- Fire Extinguisher: service required
Technical Specification
- Category: Group C Chassis: Carbon fibre composite monocoque
- Engine: 6300cc, 32 valves, Aston Martin/Callaway 90° V8 engine
- Gearbox: Hewland 5-speed manual transmission
- Front suspension: Double wishbones, coil springs over dampers
- Rear suspension: Double wishbones, inboard mounted coil springs over dampers
- Brakes: Ventilated carbon ceramic discs (alternatively, steel discs could be used if preferred)
- Weight: TBC
- Tyres: Goodyear racing slicks/wets
Eligibility
Peter Auto - Group C Racing (inc. Le Mans Classic)
From one of Europe’s premier historic racing organisations comes a fabulous series for Group C cars constructed between 1982 and 1993. For 2025, this series features races at iconic circuits such as Barcelona, Spa Francorchamps and the big one, Circuit de La Sarthe, courtesy of the series support billing at the biennial Le Mans Classic.
Masters - Group C
Brand new for 2025, the Masters' much anticipated Group C series caters to Group C cars constructed between 1982 and 1993. With a full calendar of events, the series will visit iconic circuits, including Paul Ricard, the Nürburgring, Dubai and Abu Dhabi.
HSR (North America) - Group 6 - IMSA GTP / FIA Grp C
This premier historic racing organisation features some of the most prestigious events in North America, including the annual Sebring and Daytona Classics and the Rolex Monterey Motorsports Reunion at Laguna Seca. Group C cars feature heavily at these events, with crowds flocking to celebrate one of sportscar racing’s most hallowed eras.
Spare Parts
AMR1-05 is accompanied by a staggering spare parts package, including: a complete spare engine, spare gearbox, multiple engine blocks, cylinder heads, pistons, body work, wheels, body moulds, carbon brake discs and pads, gearbox internals, air jacks, clutches, gear ratios, drive shafts, engine internals, floors, splitter and much, much more!
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