Announced in late 2006, the B08/60 was developed following Peugeot’s introduction of the 908 HDi FAP closed-cockpit coupe and the Automobile Club de l'Ouest’s (ACO) announcement of rule changes for 2010, which would allow only closed-cockpit LMP1s at the 24 Hours of Le Mans. Lola aimed to build a car that could compete with the aerodynamic advantages of the 908 and other planned coupes, while preparing for the 2010 rule changes.
The design of the B08/60 shares many elements with its predecessor, the B06/10, with the exception of the closed versus open cockpits. The nose and sidepods feature similar cooling and venting structures as the B06/10, while a slightly larger nose is based on 2007-spec designs offered by Lola. Phil Tiller was in charge of the B08/60’s aerodynamics and developed the narrow cockpit, integrating a roof-mounted air intake for the engine. The cockpit shoulders are also designed in a stepped fashion.
The B08/60’s development was aided by a partnership between Lola, Fluent, Inc., and AMD, who provided engineering software and hardware respectively. Wind tunnel testing of scale models began in early 2007, with multiple shapes being analysed before the first car was completed in December. Lola also approved the development of an LMP2 variant, known as the B08/80, which shares many elements from the B08/60 but is adapted to the LMP2 regulations, featuring smaller engines, lower speeds, and generally smaller teams.
In November 2007 Aston Martin reached an agreement with Lola to purchase the first B08/60 and install the 6.0-litre V12 from the DBR9 race car. This marked Aston Martin's first attempt at running a sports-prototype since the AMR1 in 1989. Prodrive, Aston Martin's racing partner, chose Charouz Racing System to run the new team for a full entry in the Le Mans Series and 24 Hours of Le Mans. The B08/60 was not designed with the Aston V12 engine in mind, so the standard Lola gearbox was replaced by a more compact X-trac 6 speed. The Lola Aston Martin gained further advantage from a regulation change that gave production-derived engines bigger air restrictors.
During the 2008 LMS season the Charouz Lola proved to be the fastest petrol car on the grid, though it could not match the diesels. At the 2008 24 Hours of Le Mans the B08/60 outqualified the No.1 Audi but a collision and subsequent repairs dropped them to the back. A spirited drive back to the front was rewarded with 9th overall. In Silverstone later that year Charouz finished 2nd overall, behind an Audi. Charouz Racing finished 5th in the 2008 LMS championship.
Further B08/60s were available to other customers, with the ability to adapt various engines to the chassis. The B08/60 also forms the basis for the Lola-Aston Martin B09/60, co-developed by Lola and Prodrive.
The B08/60 was run by the Speedy Sebah racing team throughout the 2008 and 2009 LMS season.
For 2010 Rebellion Racing ran 2 modified B08/60s, dubbed the B10/60, replacing the Aston V12 with their own 5.5 L V10. At Le Mans, lap times were 8 seconds slower compared to Charouz two years earlier.
The Lola B08/60, dubbed the Lola B09/60 Judd (also known as chassis B0960-HU03) was entered for the full American Le Mans Series season in 2009 and 2010 by Drayson Racing. It also appeared at the 2010 24 Hours of Le Mans, under the name B10/60, winning its first race from the pole at the Road America 500 with drivers Jonny Cocker and Paul Drayson. The Drayson Lola was restricted due to ALMS rules bringing LMP1 and LMP2 cars on par, attempting to equalize pace between both classes. This car was also used as the basis of the 2012 Lola Drayson B12/69 EV, an electric Le Mans Prototype developed by Drayson Racing Technologies and Lola since 2010.
During 2012 and 2013, the Lola B08/60 ran in upgraded form as the Lola B12/60. Two teams ran the LMP1 chassis: Rebellion Racing in the FIA World Endurance Championship and Dyson Racing in the American Le Mans Series. Dyson Racing also ran a 2011-spec B11/66 in the shorter events.