The C60 was designed by Paolo Catone and used a carbon fibre and aluminium honeycomb monocoque chassis with double wishbone suspension, pushrods, and horizontally-located dynamic dampers. SMG Compétition ran the car at its debut with a 4-litre naturally-aspirated Judd GV4 V10 engine.
From 2001, Pescarolo Sport fitted their C60 with a Sodemo-developed 3.2-litre twin-turbocharged Peugeot A32 V6 engine producing a claimed 550 hp. André de Cortanze redeveloped the car into the C60 Evo in 2002, adding a distinctive brake duct system at the front and redesigning the rear wing endplates while the engine output grew to 580 hp.
In 2004, Pescarolo further developed the chassis independently, replacing the Peugeot engines with 5-litre Judd GV5 V10 units and branding the car the Pescarolo C60. For 2005, both Courage and Pescarolo produced updated C60 Hybrid variants — the Pescarolo version with a 630 hp GV5, the Courage version with a 600 hp GV4. The introduction of the new Courage LC70 in 2006 and the Pescarolo 01 in 2007 finally ended the C60's competitive life.
The C60 debuted at the 2000 Silverstone 500 USA Challenge with SMG Compétition, taking tenth overall and eighth in class. Pescarolo Sport replaced their C52s with the C60 for 2001, racing first at the 12 Hours of Sebring where engine failure ended their run early. At the 2001 24 Hours of Le Mans, three C60s were entered; only the Pescarolo car of Jean-Christophe Boullion, Sébastien Bourdais, and Laurent Rédon finished, taking 13th overall and fourth in the LMP900 category. Pescarolo went on to score the car's first outright victory at the 1000 km Estoril, and Boullion and Rédon followed that with another win at Magny-Cours.
Courage ran a factory effort with a Judd-engined C60 in 2002 while Pescarolo persisted with the Peugeot-engined version. At Le Mans, the Pescarolo car of Boullion, Franck Lagorce, and Bourdais finished tenth overall. Pescarolo closed the season with a win at Spa as Bourdais and Boullion prevailed. In 2003, three C60s again filled the midfield at Le Mans, finishing seventh, eighth, and ninth overall — fifth, sixth, and seventh in the LMP900 category. Pescarolo took the constructors' runner-up spot in the FIA Sportscar Championship despite a mid-season slump.
Pescarolo were the sole C60 operator in 2004 under the LMES banner. At Le Mans, the Soheil Ayari, Érik Comas, and Benoît Tréluyer car finished fourth overall and was the fastest non-Audi runner. In 2005, the updated C60 Hybrid delivered Pescarolo their most significant Le Mans result to that point: Emmanuel Collard, Boullion, and Comas took second overall, beating the factory Audis. Pescarolo also won the Le Mans Series that year, taking their first-ever team championship.
Pescarolo were alone in running the C60 in the renamed Le Mans Series in 2006. Collard and Boullion opened the campaign by winning the 1000 km of Istanbul, then backed it up at Spa. At Le Mans, the Franck Montagny, Éric Hélary, and Sébastien Loeb car took second overall, while the Collard, Nicolas Minassian, and Comas entry finished fifth. Pescarolo then swept the remaining rounds — Nürburgring, Donington, and Jarama — to retain the LMP1 team championship with the maximum possible points. The C60 was retired at season's end as new 2007 LMP1 regulations rendered it ineligible.
The Courage C60 and its Pescarolo-developed variants represent one of the longest-serving and most successful chassis in LMP1 history, competing across six full seasons. Under Pescarolo management the car evolved from a competitive mid-field runner into a Le Mans podium regular, winning back-to-back Le Mans Series championships in 2005 and 2006 and taking two consecutive second-place finishes at the 24 Hours of Le Mans. The car's longevity reflected both the quality of the original Catone design and the depth of Pescarolo Sport's engineering programme during a period when factory Audi dominance made success for privateer-backed teams exceptional.