The B06/10’s development was facilitated by the similarities in regulations between the LMP1 and LMP2 classes. Lola leveraged their existing and successful B05/40 LMP2 design to create a larger-scale car capable of accommodating larger engines. This necessitated increased cooling and air management, as well as the ability to house larger engines and turbochargers.
Though the nose of the B06/10 is nearly identical to the B05/40, noticeable differences include larger brake ducts between the fenders and a raised nose. Instead of NACA ducts, the B06/10 utilized larger, squared-off openings to maximize airflow, even at the cost of increased drag. Larger openings were also incorporated into the sides for radiators, with additional vents to dissipate heat. The turbocharger inlets were relocated from beside the cockpit to integrated positions within the rear wheel fenders, necessitated by the B06/10’s requirement for two intakes compared to the B05/40’s single intake.
The B06/10 was designed to accommodate either the Advanced Engine Research (AER) P32T twin-turbocharged 3.6 Litre V8 or the Judd GV5 naturally aspirated 5.0 Litre V10. Charouz Racing Systems later used an upgraded Judd GV5.5 S2 5.5 Litre V10 in 2007, while Swiss Spirit installed an Audi twin-turbocharged 3.6 Litre V8 with assistance from Audi Sport for the 2007 season.
Lola continually upgraded the B06/10, mirroring improvements seen on the B05/40. For 2007, aerodynamic changes included replacing the two large ducts between the fenders with a single, larger duct in a slightly raised nose. This led to some cars being designated B07/10, while older cars retained the B06/10 name. Minor modifications were also made to accommodate Swiss Spirit’s Audi V8 engine.
In 2006, three B06/10s were sold to two teams: Dyson Racing, who ran two cars in the American Le Mans Series, and Chamberlain-Synergy, who entered a single car in the Le Mans Series and the 24 Hours of Le Mans. Dyson’s AER-powered cars finished second to the dominant Audi R10 in the ALMS, without securing a win. Chamberlain-Synergy achieved similar results, tying for second in the Le Mans Series, also behind Pescarolo Sport.
In 2007, Dyson sold their two B06/10s. One was purchased by Team Cytosport for select ALMS rounds, while the other was initially sold to Velocity Motorsports before being acquired by Intersport Racing for the final two races of the ALMS season. Chamberlain-Synergy retained their car and were joined by Charouz Racing Systems (Judd-powered) and Swiss Spirit (Audi-powered) in the Le Mans Series and at Le Mans.
The use of the B06/10 declined in 2008. Swiss Spirit folded after the 2007 Le Mans Series season. Charouz switched to the Lola B08/80 for the Le Mans Series, only using their B06/10 at the 24 Hours of Le Mans. Chamberlain-Synergy continued to race their Lola in the Le Mans Series without scoring any points, later selling it to Autocon Motorsports, an American team. Intersport Racing secured one class victory in America, due to the disqualification of an Audi R10. Before the 2008 Petit Le Mans, they purchased the Charouz chassis, but it was written off in a late-race crash.
In 2009, Autocon Motorsports and Intersport Racing were the only teams using the B06/10. Autocon continued with the Chamberlain-Synergy chassis from the previous year, while Intersport converted a Lola B05/40 chassis into a B06/10 to compete in the 2009 American Le Mans Series season.
In 2011, Autocon Motorsports resurrected the B06/10 for the 2011 American Le Mans Series season. However, the team generally finished last in the LMP1 category, unless other teams experienced mechanical issues.