Aston Martin MKIII - Aston Workshop Book

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Restoration of the classic Aston Martin

DB2/4 Mk III

AM/300/3/1815

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CONTENTS CHAPTER ONE The History of Aston Martin

Page 4

C

CHAPTER ONE

DIARY DETAILS FROM RON POWELL

Origins The Interwar Years Enter David Brown Lagonda Motors The Post War Years up to 1971 Change of Ownership Aston Martin in Competition

CHAPTER TWO

APPENDIX A

The DB2/4 MkIII - A Car for All Time

The Post War Models up to 1964

Development History

The DB1

Chassis Development

The DB2

Suspension

The DB2/4

Engine and Transmission Developments

DB2/4 MkIII

Gearbox

DB 4 DB5

Braking System Other DB2 Developments The DB2 / 4 The DB MKIII

APPENDIX B Letters Etc.

The DB MKIII Engine Redesign The Updated DB MKIII Body

APPENDIX C

The DB MKIII Chassis and Suspension Changes

Restoration Notes

CHAPTER THREE History and Restoration of a DB 2/4 MK III Early Restoration Major Bodywork New Owner

The History of Aston Martin

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ORIGINS

T

he History of Aston Martin is a long and convoluted one is not untypical of much of the early and mid 20th century of British sports car manufacturing. Like so many of the illustrious names of British motoring history, this was a car company formed initially to enable a select group of wealthy individuals to go racing and hill climbing.

The start of what became Aston Martin was the occasion in early May 1914, when a certain Lionel Martin ascended the hill climb at Aston Clinton in a specially tuned Singer 10 and winning his class on handicap.

By then he had resolved that he wanted to start manufacturing light sporting cars for the wealthy sportsman.

Supposedly he drew a connection between his own name and the hill climb at which he came to prominence.

This we presume led him to naming his cars Aston Martin.

THE INTERWAR YEARS

I

n 1920, Lionel Martin revived the business and restarted design and development of his car, beginning with the design and manufacture of their own chassis. The Coventry Simplex engine, which they had used in 1912, was heavily modified and tuned. Bodies were designed and built in house as simple open sporting cars, with minimal weather protection. By 1925 some 23 examples had been completed. There were 3 further development cars built, each being optimised for competition: the last one, named “Bunny”, successfully breaking the hill record at Brooklands in 1922.

In 1921, Robert Bamford withdrew from Bamford and Martin, his place as director being taken by Lionel Martin’s wife, Katherine. As development costs mounted, it became necessary for Lionel Martin to find sponsorship to allow him to continue development and production. In this he was successful and shortly after in 1922, he obtained £10,000 sponsorship from Count Zborowski, who commissioned him to create

Lionel Martin was the son of a wealthy family with business in granite quarries in Lincolnshire. He was already

a racing car, powered by a twin overhead camshaft engine, to be entered for the 1922 French Grand Prix.

a partner in an established company, Bamford and Martin, a garage in London, which he founded with his

Two cars were built for this race and neither finished. By 1924, his company had absorbed £100,000, and it

good friend Robert Bamford in 1912. They had taken on an agency for Singer cars, with the intent to tune

became essential that further capital be obtained if development and production were to continue. Again,

and modify them for sporting use. With a colleague and mechanic Jack Addis, they had formed a successful

Lionel Martin was successful and in 1924, he had invited the son of Lord and Lady Charnwood, the Hon

partnership in developing the Singer 10 into a competitive light car,capable of over 70 mph. Other motor sport

John Benson, to join Bamford and Martin as director. This led to access to further finance, but for this,

enthusiasts soon asked for replicas of his own car, following the success he was enjoying. Encouraged by this

John Benson was given the lead in designing and developing another all new, twin overhead camshaft-racing

he and his business partner Robert Bamford decided to go into car manufacture; a decision taken

engine; a costly project. They exhibited at the 1925 Olympia Motor Show, but within a few weeks of the

following his success at the Aston Clinton hill climb.

show closing, the firm was put into receivership and Lionel Martin was asked to withdraw from the company.

Rather than continue in modifying and tuning Singer 10 cars, Lionel Martin decided that they should create

Lord Charnwood then bought the physical assets of Aston Martin and the company was put up for sale. It

their own design, using a proprietary 1400 cc Coventry Simplex engine. Impatient to make an early start,

generated great interest, including the Vauxhall Motor Company. The company was bought soon after,

they adapted an Isotta Fraschini Voiturette chassis; a car already with a successful sporting pedigree. The

however, by Mr William Summerville Renwick who then merged it with his firm Renwick and Bertelli, the

prototype was ready in August 1914 and was entered in the Brighton Speed trials. Shortly after, World

shareholding then being split 50-50 with Lord Charnwood to form Aston Martin Motors.

War 1 commenced, thus bringing an immediate halt to any further activities.

Renwick and Bertelli was formed originally to design, build and manufacture high efficiency small engines for sporting use, which could then be sold to the motor industry. The initial design was based on an overhead camshaft 4 cylinder 1.5 litre engine of quite advanced concept for its day, leading to a significantly higher power to weight ratio than contemporary side valve engines commonly available. The development led to an approach from John Benson, leading, as indicated, to the merging of their respective interests to form Aston Martin Motors in late 1925. The new company brought in Augustus Bertelli, who was responsible for the design of every Aston Martin model up to the outbreak of war in 1939.

In forming the new company, new premises were required and so Aston Martin moved from central London to Feltham, until eventually the site was closed in 1960.

The initial car design produced by Aston Martin Motors was a 1.5 litre light sporting car, based on the Bertelli engine. It was low, fast and with excellent handling, quickly establishing itself as a very capable sporting car. A company formed by the brother of Augustus Bertelli, Enrico, was commissioned to provide the bodies. These were manufactured on an adjacent site, and being of excellent quality, added to the car’s reputation for high quality, though they were expensive.

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THE INTERWAR YEARS

THE INTERWAR YEARS

Shortly after production commenced in 1927, the British and World economies were plunged into recession and with a general downturn in demand credit was tight and expensive and it became clear that there was a need to re-capitalise the company and reform it. By 1929, the company was very vulnerable and it was to continue in such a state until eventually being bought by Mr Arthur Munroe Sutherland, who, being a wealthy shipping magnate from Newcastle, put in his son, Mr Robert Gordon Sutherland, as joint managing director with Augustus Bertelli. These two continued to drive the company until 1947, when Mr David Brown bought the company. The new company was called Aston Martin Ltd. Models produced from 1929 until the outbreak of war, were all based on the original concept of a light chassis and sporting body using a small capacity, high efficiency 1.5 litre engine. This later grew to 2 litres with the introduction of the 2-litre model in 1936.

Aston Martin Team cars circa 1935 - Aston Martin enjoyed a successful competition history during the 1930’s, often winning their class in many prestigious races of the era, including Le Mans.

The cars quickly established themselves on the race track at Brooklands, Le Mans and elsewhere, and their success only added to their reputation. Based on their Le Mans success, other events led to special sporting bodies, including a particularly elegant design first used at Dundrod in Ulster. This became known as the “Ulster”. In 1936, the 2 litre model was added. In common with other contemporary cars of the period, the fashion called for increasing comfort and sophistication. Weight under these demands, increased substantially.

To compensate for this, it became imperative to increase power, thus creating the need for an increase in engine size to 2 litres. Complementing the engine, the Cotal electric pre-selector gearbox became a standard fitment. The 15/98 as it was known, was produced in three main versions, Saloon, Tourer and Drop Head Coupe. While the Tourer at least retained some sporting pretensions, the Drop Head and Saloon were heavy and rather under powered, but beautifully constructed.

The initial 1.5 litre International model established Aston Martin firmly as a manufacturer of very high quality,

On the departure of Augustus Bertelli in 1939, Claude Hill was appointed as chief designer. Claude Hill’s

high performance sports cars, which could with equal felicity, be used on the race track and road. They were

first task was to design a replacement for the 1.5 litre engine used in the International. The 4 cylinder design

eminently practical road going cars.

configuration chosen maintained the overhead valves, but they were pushrod operated, using a clever system not unlike that used in the Riley car. This enabled the use of a wedge shaped combustion chamber and cross flow,with induction and exhaust being on opposite sides of the engine. The result was a very respectable power output with commendable fuel efficiency.

To complement this new engine, Claude Hill also set out to design a new car. The new chassis introduced trailing arm front suspension and the use of a rigid rear axle located by twin trailing arms and a Panhard rod for lateral location, the whole being coil sprung. In order to make this new chassis configuration work, Claude Hill introduced a small rectangular tube ladder framed chassis, with outstanding torsional and longitudinal stiffness: the result was class leading road holding and ride comfort.

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THE INTERWAR YEARS

ENTER DAVID BROWN

A

t the end of the war, Gordon Sutherland had acquired sole ownership of Aston Martin Ltd, his father having sold his shares to him for £5. Aston Martin emerged in a good state with excellent facilities, a sound balance sheet and a small but skilled workforce. However, in common with much of industry, resources were extremely difficult to acquire in order to restart car manufacture and the national effort, (requiring as much export as possible), meant the need for a hasty design of a sporting 2 seater tourer suited for the American market.

It rapidly became apparent to Gordon Sutherland, that gearing up for this, required a level of resource and financial backing beyond what he could provide; and with a need for a major industrial backer in order to secure supplies of scarce steel and other materials. It was therefore with much regret that he put Aston Martin Ltd up for sale.

2 litre Speed Model, a rakish design that was typical of Aston Martin in the late 1930’s. Augustus Bertelli eventually left Aston Martin and the motor industry, after a serious disagreement with Gordon Sutherland.

His deputy, Mr Claude Hill, who would remain with the company until 1956, assumed his role of Chief Designer.

Engine and chassis were developed using a variety of prototype cars. First among those was “Donald Duck”, described even at the time as a “curious looking saloon”! Chassis design was further developed with the C Type, which was created to hone the road holding and engine. This introduced small section chassis tubes for the ladder type chassis construction, an all enclosed radiator and integral front wings. Later came another innovative saloon body design, known as “Atom”. It utilised some clever and very advanced unitary body design techniques. While the styling, putting it charitably, might be described as quirky, the resulting car was,

The advertisement announcing the sale of Aston Martin was placed in the Times as 1946 drew to a close and

not withstanding, light, fast and economical and with outstanding handling. The Cotal gearbox was retained.

attracted only one serious indication of interest; Mr David Brown, owner and managing director of David

At this point the 2nd World War intervened and production of all car manufacture ceased. Thereafter until the

Brown Ltd.

war’s end, production was geared to the war effort. “Atom” went on to serve as valuable war transport for Gordon Sutherland.

David Brown, born in 1904, assumed the responsibility for David Brown Ltd in 1932 on the death of his father, Frank, and his uncle Percy. The main business of David Brown Ltd was the design and manufacture of gears and gearboxes, finding their way into the hulls of many warships and merchant vessels and countless other applications. DB Ltd was and remains a nationally important company. However, David Brown also diversified into related mechanical products, including car transmissions, superchargers and similar products. As the 1930’s drew to a close, opportunity was taken to enter into tractor manufacture, commencing production in 1939.

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ENTER DAVID BROWN

David Brown answered the advertisement in his own private capacity. He felt that it was important that the UK had a nationally competitive sports car and being a keen motorist, shared a passion to go racing and win at Le Mans. He saw Aston Martin as the ideal platform from which to achieve that ambition. In deciding whether to make an offer for the Company, he test drove “Atom”, being highly impressed by its roadholding, but felt that it was lacking in power to take advantage of the potential in the car. This convinced him that Aston Martin would need a bigger engine and having seen the impact that the XK 120 1948 launch had, that it had to be a 6 cylinder twin overhead camshaft engine that powered them.

LAGONDA MOTORS

L

agonda Motors traces its roots back to 1899, when the company was founded by Wilbur Gunn as the Lagonda Engineering Company, beginning in a shed at the bottom of his garden to build small compound steam engines primarily for boat propulsion. In 1900, Wilbur made his first motor cycle, sensing that with the state of transportation, more and more were demanding the convenience and speed available from motorised modes of transport. Initially as with so many start-up businesses, the first products were built from parts bought in from other local light engineering companies, in this case Knights of Staines, from whom he acquired the frames. Wilbur designed and manufactured a small internal combustion engine and adapted the frame to fit.

The company prospered and rapidly expanded, producing a succession of well engineered and light weight cars starting with the 12 hp of 1908, then the 14/16 hp using a bought- in 4 cylinder engine made by Coventry Simplex, followed by a 20 hp 4 cylinder model later to be adapted to a more powerful 4 cylinder engine of Lagonda’s own manufacture (the 20 hp,) to a new 6 cylinder model, the 30 hp of Lagonda’s own design and manufacture.

Lagonda Motors, as it had been renamed, survived the First World War and by 1919 was back manufacturing high quality sporting cars, concentrating in the carriage trade.

The Claude Hill designed push-rod 2 Litre engine which he had developed, (in David Browns view) was not the way forward. Consequently, he therefore sought to source an alternative engine. This he found with Lagonda Motors.

In the depressions of 1929 and early 1930’s, ownership of Lagonda Motors was passed to Mr Alan Good and the emphasis of the company moved from high performance sporting cars, to the highest quality and luxurious touring cars, starting with the M45, leading progressively through various iterations to the production of a V12 saloon and drop-head of the very highest quality and elegance.

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LAGONDA MOTORS

LAGONDA MOTORS

Throughout this period, it had been the policy to manufacture in house many of the components and as such, Lagonda Motors possessed a large machine shop and associated foundry. At the outset of the 2nd World War, this manufacturing capability was transferred to the support of the war effort and car production ceased for the duration.

During the late 1930’s, WO Bentley had joined Lagonda, initially designing and building the LG 45 and then later V12 engined cars. As 1939 approached, he was engaged in developing a replacement model with a new 2.5 litre, 6 cylinder, twin overhead camshaft engine, the initial development of which took place in the last year of war and 1946. The intention then was to restart car production in 1947. However, by war’s end, Alan Good had decided to concentrate the use of these resources into small marine engine production under the trading name Petter Diesels.

DB1 - The first car that was designed with the body for production by Aston Martin. It was fitted with the chassis and 2 litre engine design by Claude Hill. It performed well both as a road car and in competition with the prototype car competing and winning the 1928 Spa 24 hour race for sports cars outright.

M45 Drop head - with Bodywork by Lancefield is very typical of the type of car made by Lagonda from 1934 until the onset of war in 1939 Car manufacture ceased in 1947 and design assets of Lagonda Motors were put up for sale but not the facilities and property. Initially he asked no less than £225,000. This offering attracted a number of potential bidders until the budget of 1947 introduced new taxation rules. The initial expressions of interest evaporated and on learning this, Mr David Brown then made his offer of £50,000 with the intention of mating the Lagonda engine with the chassis design created by Claude Hill and with a 2 seat Touring car of elegant design, subsequently named as the DB1. With the design assets of Lagonda Motors also came a number of design staff, including Chief Styling engineer Frank Feeley, who was to oversee every Aston Martin produced up to the birth of the DB4.

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THE POST WAR YEARS UP TO 1971

U

nder David Brown’s ownership, Aston Martin was for the first time funded to develop and manufacture cars on a significant scale. A dealer network was created, a service centre provided and a full sports racing car programme put in motion. Sales rose, but never seemed quite sufficient to cover the full cost of development and manufacture. The adoption of the WO Bentley engine led to an early break by Claude Hill, in a serious disagreement with David Brown. His departure led to the promotion of Harold Beach who took charge of chassis design under the tutelage of Robert von Eberhorst, late of Auto Union, who was appointed Chief Engineer.

David Brown’s reason for purchasing the Lagonda Company.

Engine development came under Mr Tadek Marek and initially the DB2 engine was progressively modified to increase power. An increase in size followed to 2.9 litres and after a number of design problems were rectified, it powered the DB2/4 from 1954.

The DB2 - powered by the 2.6 litre LB6 engine, established the international reputation of Aston Martin as a manufacturer of cars of the highest performance and comfort.

The DB2/4 was designed in the 2 plus 2 format, that was to endure through all subsequent models. An innovative hatchback design, it proved a popular choice for the discerning wealthy, but by 1956, was becoming increasingly outdated and it was clear that an all new model was needed. The DB2/4 was developed progressively until this car was ready, with the DB2/4 Mk II and then with a much revised body, in DB2/4 Mk III form. The LB6 engine was also modified to overcome a number of other design issues and to increase power and torque and emerged as the DBA in 3 litre form with a heavily revised cylinder block and head.

THE POST WAR YEARS UP TO 1971

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THE POST WAR YEARS UP TO 1971

THE POST WAR YEARS UP TO 1971

By 1956, Harold Beach was hard at work designing a new platform chassis, Tadek Marek was fast developing a new engine and Touring of Milan was engaged in styling an all new body. The new model became the DB4.

The DB4 was first shown to the public in late summer 1958 to instant acclaim. The platform chassis had been intended to use a de-Dion rear suspension, but for reasons of development and production cost, this concept was shelved and it emerged with a well-located conventional rear axle.

The body used the Superleggera construction concept of light steel tubes supporting an outer body shell that was both light and strong. By 1958 the engine had grown to 3.7 litre capacity and as foundry capacity was only available in aluminium, emerged as an all alloy engine.

The model when all of the problems encountered with the earlier years of DB4 production were finally eradicated. The resulting car not only had very high performance and road holding for its time, but was superbly refined and proved it was a reliable performer and capable of sustained very high speeds in great comfort.

In 1957, the decision was taken to leave Feltham and to move all design and production to the old Tickford Works at Newport Pagnell. The move was to prove highly disruptive with many key workers refusing to move.

In consequence there was a significant delay in the production of the DB4, which meant that the first cars were unavailable to the public until late 1959.

By 1964, it became clear, as a result of customer demand that better rear seat accommodation was required and an all new replacement was needed. This development was to spawn the design of an all-new V8 engine, designed by Tadek Marek, and heavily revised platform chassis, designed by Harold Beach, which The DB4 set the world alight, reinforcing Aston Martin as a sports car manufacture of the highest

at long last would use Aston Martin’s de-Dion rear axle. Body design was entrusted William Towns. To cover

performance, elegance and quality. It was a truly iconic model.

the interim before the car was ready, the DB5 was revised with a longer wheelbase, revised roof profile and improved aerodynamics, becoming the DB6 that was to continue in production until 1970. The DBS was

By the time the DB4 was announced, John Wyer had become General Manager and set about developing it

announced in 1968 to wide acclaim, but as the V8 was unavailable, used the existing 4 litre engine fitted to

for production and to radically improve its early reliability. The DB4 was to progress through 5 distinct design

the DB6 that continued in production alongside.

series before finally emerging in DB5 form as a fully developed and reliable 4 litre car.

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CHANGE OF OWNERSHIP

CHANGE OF OWNERSHIP

B

y 1971, the cost of the all new DBS, unfavourable trading conditions and under pressure from David Brown Ltd shareholders, David Brown sold Aston Martin to Company Developments. The new managing director, William Wilson set about taking cost out of production and realising as much of the asset base as possible, so that a sufficient amount of working capital could be made available to sustain production. The V8 was introduced in the DBS in 1971, just as the fuel crisis was hitting its zenith; unfortunate timing was just one of the reasons why the number sold never matched projections. Production continued in fits and starts as funds could be made available until finally the company was declared insolvent in 1975.

In July 1975, two American enthusiasts, Peter Sprague and George Minden (and shortly afterwards Alan Curtis and Dennis Flather), bought the company and took operational control. After further fitful trading, the company was again sold in 1980, this time to Victor Gauntlett, who, as Chairman and Managing Director steered the company until finally securing its long term survival, when the Ford Motor Company bought Aston Martin in 1987.

Picture of Virage - the new model Virage that enabled Aston Martin to stay in business during the early 1990’s and which with Ford’s help secured a production base at Newport Pagnell and helped provide the essential continuity of the Aston Martin tradition into the future.

In 1990, Ford announced that the new MD was to be Walter Hayes, who immediately commissioned the design of an all new model. The design brief was to create a beautiful smaller coupe that would attract a significant increase in demand. To make it affordable, it would have to adapt already developed major components in an all-new body. The foundation chosen was the Jaguar XJS platform and AJ6 engine in supercharged form. Ian Callum was entrusted with the new body design and development and production was entrusted to TWR of Bloxham, Oxfordshire, under Chief Engineer Rod Mansfield. A new company Aston Martin Oxford Ltd was formed for the purpose. In 1993, Sir David Brown became life President of Aston Martin Lagonda and gave his permission for the new model to be known as the DB7.

The DB7 was announced in 1994. In 1999, the V12 DB7 Vantage was introduced to replace the V8 Coupe.

In 2001, the Vanquish was announced. It was to be assembled at Newport Pagnell. In 2003, Aston Martin’s The V8 Vantage and Volante introduced in 1979 - 2 models that the funding and recapitalisation provided by

new production facility at Gaydon was opened and in 2005, DB9 production commenced, under the

the new owners enabled and that secured Aston Martin’s future for a few more years.

leadership of Dr Ulrich Bez, the new Chief Executive.

By 1984, it was clear that a new model was urgently needed to replace the V8 in Vantage and Saloon form and development of the Virage commenced. The platform chassis was revised and electronic controlled fuel injection introduced. The new body design was entrusted to John Heffernan and John Greenley. The Virage was announced in September 1988 with the introduction of the Volante drophead, Vantage and V8 Coupe form. Production finally petered out when superseded with the announcement of a replacement in 2000.

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CHANGE OF OWNERSHIP

CHANGE OF OWNERSHIP

In 2006 the new Vantage V8 was announced, a smaller cousin to the DB9. In 2007, it was announced that Ford wished to dispose of Aston Martin. A consortium comprising Kuwaiti investors and David Richards of Pro-Drive, purchased the company. David Richards became Chairman of Aston Martin and Dr Ulrich Bez continued as Chief Executive.

The DB7, the car that finally transformed Aston Martin from a cottage industry into a medium sized international manufacturer of GT cars.

Walter Hayes created the DB7 that secured Aston Martin’s future finally for the long term. Dr Ulrich Bez that built so successfully on that foundation and that led to the DB9, Vantage V8 and which finally made Aston Martin a major competitor to the likes of Porsche and Ferrari.

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ASTON MARTIN IN COMPETITION

A

ASTON MARTIN IN COMPETITION

full racing programme was instituted under John Wyer in 1949. The brief given by David Brown was to be

By 1962 all racing interests had ceased and the company was not to get involved with a full factory racing

delightfully simple, win at Le Mans. The DB2 proved a very competitive car and in 1950, the team consisting

team again until the mid 1990’s, when in conjunction with Lola, a factory team was reinstituted for the Le

of three DB2 works entries came 5th and 7th overall and first in the 3 litre category.

Mans series. Limited success followed, but they were in competition with the Jaguar Silk Cut Team, and limited development funds and the high fuel consumption of the V8 were major factors inhibiting success.

More success was to follow in 1951 with 2 specially lightened DB2 works entries, the lead car coming in 3rd, the other 5th and a privateer 7th. It was to prove a high point in the Le Mans for a number of years.

Finally in 2005, Dr Ulrich Bez announced an agreement with Pro-Drive to race specially modified DB9 cars

By 1952, the DB3 was ready but never proved fully competitive nor adequately reliable. The DB2 continued

(known as the DBR9) in the Le Mans series races in the USA and Europe. Success followed in the GT1

to be campaigned with conspicuous success, but its competitiveness in the top echelons was becoming

class, against the major competition from the Corvette Team of General Motors. In 2007 Aston Martin finally

impossible to sustain.

won the GT1 class at Le Mans with a 1, 2.

To overcome the disappointing performance of the DB3, a revised design took shape, to reduce weight and drag, this being the DB3S. One of the prettiest sports racing cars of all time, it proved instantly competitive but not always reliable. However, this car proved that Aston Martin were up with the best of the rest of the world, attracting the best drivers and leading to conspicuous success in all of the main racing circuits of Europe and the USA, except at Le Mans.

As 1957 approached, it became clear that the LB6 engine was reaching its maximum potential, and an all new engine and chassis was needed to win. This led to the development of the DBR1. Its engine was designed by Tadek Marek, Ted Cutting was entrusted with chassis design and Frank Feeley designed the body. The engine design was initially developed to a 3 litre design brief, but from the outset, Tadek Marek built in the development potential to increase engine size up to 4 litre capacity.

The DBR1 was prepared in 3 litre form using the RB6 engine, and proved instantly successful. Among notable successes was the winning of the 1000km Nuerburgring race, in 1957, 1958 and 1959. Failure occurred at Le Mans both in 1957 and 1958 but 1959 proved the high water mark for Aston Martin’s racing programme when they finally won Le Mans and the World Sports Car racing championship. The DBR2, a DBR1 with an engine of 4 litre capacity was also campaigned successfully, but not being eligible for the World Sports car racing series, was raced in North America and a number of other unrestricted races in Europe with reasonable success.

There was a brief foray into the world of Formula 1 with the DBR4 in 2.5 litre form. In reality, Aston Martin entered Formula 1 at least a year late and the cars were seldom competitive, particularly following the introduction of the rear engined Cooper and Lotus F1 cars. The DBR4 was campaigned in 1958 and 1959, but by then, it was very clear that it was not going to win. The DBR4 proved a major distraction to the Sports Racing car programme, and this was a major contributory factor in the relative failures in 1957 and 1958 at Le Mans.

With the winning of the Sports Car Championship in 1959, David Brown announced the official withdrawal of Aston Martin from competition. In reality, Aston Martin continued to keep a small racing team together. A new car, Project 212, was designed and built to race at Le Mans. Some success followed, but the Ferrari GTO, which was the car to beat in 1960, 1961 and 1962, relatively outclassed it. Two other Project cars followed, most notably Project 215, which was the fastest car recorded down the Mulsanne straight. The company also went racing with the DB4 GT with success, though it rarely won races consistently.

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CHAPTER TWO

The DB2/4 MkIII - A Car for All Time

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DB2 DEVELOPMENT HISTORY

B

ased on what became known as the DB1, the DB2 design brief was for a car capable of winning the World Sports Car championship at Le Mans. David Brown took a strategic decision that a new engine would be required, preferably 6 cylinder of at least 2.5 litre capacity. Additionally, it would need to be good looking, streamlined and modern in concept, with excellent road holding and race worthy. Lightness would be a key issue and to that end, the body had to be in light alloy. Furthermore, the chassis would need to be rigid, yet light. Following Jaguar’s exciting new “XK” twin overhead camshaft engine that was launched with the announcement of the XK120 in 1947, David Brown quickly concluded that nothing less was suitable for his new car.

Designed first and foremost as a high performance sports car, the design brief specified only two seats, with only passing regard being given for luggage. In practice, most drivers stowed their luggage behind the driver and passenger.

The design specification required therefore, an engine with high specific output, with a twin overhead camshaft configuration of 2.6 litre capacity and with growth potential beyond. To obtain the speed and hence power that would give race winning speeds, power out put would need to be well in excess of 100 bhp in race tune.

Chassis design was to be based on a lightweight but very rigid form of space frame, and was to utilise the front and rear suspension design demonstrated so abley by the ATOM and also by the highly successful Aston Martin special that won the SPA 24 hour sports car race outright in 1948. To that end, the trailing arm front suspension was to be continued and with a well located rear axle utilising twin trailing arms and Panhard rod for lateral location.

This design brief was one that the then Chief Designer Claude Hill felt he could meet with his own car design, and that in particular, his 4 cylinder engine could be readily developed to provide the high power need to achieve race winning potential. It was quite clear that there was to be no meeting of minds with Aston Martin’s new owner, and Claude Hill left the company and a new chief designer, Harold Beach was appointed to lead the new car design.

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DB2 DEVELOPMENT HISTORY

DB2 DEVELOPMENT HISTORY

The design of the DB2 body was entrusted to Frank Feeley, late of Lagonda. Developed from the DB1 car, it featured a fully integrated frontal design, revised radiator grille, with the bonnet and front wings opening in unit and pivoted at the front, thus affording excellent accessibility to engine, front suspension and steering.

The car body and rear was in unit and streamlined.

The body and bonnet assemblies were fabricated in aluminium alloy, with a steel tube bracing structure to provide support and rigidity to the bonnet assembly. The sills, A and B posts were constructed in steel to impart a strong foundation for the aluminium body shell, and this steel structure was then bolted and welded to the chassis..

Handsome and workmanlike, it gave the DB2 a lithe, light and handsome appearance that was functional, elegant and modern in concept. It was also a very well balanced design.

In 1950, the DB2 Drop Head Coupe was launched, of which some 98 examples were built, until superseded by the DB2/4. A 2 seater, it is a very elegant design, particularly with the hood down.-

CHASSIS DEVELOPMENT The key objective for the DB2 chassis was to provide a significant additional amount of longitudinal and torsional rigidity, in the interests of ensuring class leading road holding and handling. To achieve that, the main chassis longitudinal structure was doubled to impart a greater depth in the main sill sections and cross braced. To provide additional torsional rigidity, the scuttle structure integrated the A posts, double skinned and cross-braced.

The upper sections were led forward from the scuttle fabrication and heavily cross-braced, this giving excellent torsional bending properties. The sill bracing was welded to the scuttle assembly thus providing excellent stress transference for the front suspension loads.

The main rear suspension loads were taken from the rear suspension coil spring mountings, which were in turn supported by a strong, cantilevered structure that led from the deep sill beam assembly.

The chassis sections were constructed form high strength steel, utilising small cross section rectangular steel tubes. The resulting structure was both rigid and lightweight, thereby fully satisfying the design brief.

SUSPENSION Much of the suspension and steering assembly design was developed and trialled in the prototype car ATOM, which was used as a test bed, and which, David Brown having driven, convinced him that this was a car design with real promise and ability. The design was carried forward and developed for the DB1, and in turn the DB2. Meanwhile, a racing chassis had been developed and as a private entry, entered into the 1947 Spa 24 hour race for Sports and racing cars. Known as the SPA special, it was privately prepared and entered and against significant competition from pre-war Delahayes, Maseratii and others came way with the honours.

The design concepts that led to the choosing of a trailing arm front suspension design stemmed from a concern to reduce unsprung weight, to provide a good degree of roll resistance and minimal change in camber angle regardless of front suspension deflection.

One of the advantages of a railing arm suspension was that it provided a high roll centre thus naturally reducing roll.. In addition, the integration of a torsion tube with the lower trailing arm mounting gave added roll resistance.

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CHASSIS DEVELOPMENT The upper trailing arms were created from the lever arm dampers.

The lower trailing arms were splined into the front anti-roll bar, the torque tube being contained within a cylindrical aluminium casing and pivoted at either end with roller bearings. The kingpin assemblies were conventional and adjustable for king pin inclination.

Steering was effected with a cam and roller Marles steering box, leading to a set of complicated divided steering track arms, the whole designed to minimise the effects of roll and bump steer.

The conventional rear axle was suspended with coil springs and located fore and aft with twin trailing arms, following design principles developed with the ATOM. Transverse loads were controlled using a Panhard rod. Taken as a whole this provided excellent fore and aft, torque and lateral location and control.

Damping was provided with conventional lever arm shock absorbers.

The design realised significant handling and road-holding benefits over the then standard leaf sprung suspension in common use. It also endowed the car with a general agility and cornering ability to ensure that as a GT racing car, it would be highly competitive in Sports and GT events of the time.

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ENGINE AND TRANSMISSION DEVELOPMENTS

The engine design owes its origins to ideas developed by WO Bentley, while he was Chief Engineer at Lagonda Motors during the mid to late 1930s, and after he had departed from Bentley, following the takeover of Bentley Motors by Rolls Royce. His brief was to conceive of an engine design for a post war world.

Realising that materials and fuel would be in short supply and costly, it was felt that a modestly sized engine was required and this led to a design based on an engine capacity of 2.6 litres, which would run on the low 80 Octane “pool” petrol than available. It was also agreed that it should be a 6 cylinder design.

Refinement was central, as also a high power to weight ratio. As a consequence, the design brief stipulated twin overhead camshafts, with generously sized inlet and exhaust valves inclined at a 60 deg included angle into a hemispherical combustion chamber. It was well known at the time that to achieve a high degree of refinement, while minimising weight, required a rigid crankcase and generously sized bearings, particularly as it was felt in the interests of economy and complexity, that a four bearing crankshaft design would be utilised.

To allow excellent cooling and minimise weight, a wet liner design was adopted, using bottom-seated liners, which could then be clammed down by the cylinder head.

The crankcase design principle was that if each main bearing could be contained within two split hemispherical aluminium segments, which could then be inserted into the crankcase housing with a light interference fit when cold, it would create a highly rigid assembly hot, as the iron casting of the crankcase/cylinder block would expand noticeably less than the aluminium bearing housings. The heavy clamping loads thereby created, it was hoped would lead to a very rigid assembly. The idea was excellent in theory, but over time, fretting occurred in service and the clamping loads decreased, leading to problems.

The launch of the DB2/4 led to an inevitable increase in weight and to counteract the capacity of the engine was increased from 2.6 to 2.9 litres. In this guise, the standard engine developed up to 140 bhp in 3 litre form., and endowed the DB2/4 with a maximum speed of close to 120 mph and a 0 to 60 time of 10.5 secs, these being close to the recorded performance figures for the DB2.

The increase in engine capacity was achieved by the offsetting of alternate cylinder bores about the centre line of the engine and using modified connecting rods to compensate.

The Vantage engine An uprated 2.6 litre engine was offered as an optional extra on the DB2. It was fitted with modified inlet manifolds and ports, increased 8.0 to 1 compression and bigger 1 ¾ in SU carburettors. Known as the Vantage engine, it increased peak engine power from 105bhp to 125 bhp, a useful increase and gave noticeably improved acceleration.

The Vantage engine was carried over to the DB 2/4 in both 2.6 and 3 litre variants.

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GEARBOX David Brown was insistent, as a major gear manufacturer that it was to be his firm’s own gearbox that would be used in the DB2. As was common with nearly all car manufacturers of the late 1940’s, the design brief stipulated 4 speeds, with synchromesh on 2nd, 3rd and top. In service experience was mixed. Used in racing, the gearbox quickly gained a reputation for unreliability and difficult gear changing.. In service the gearbox proved satisfactory, but was never considered to be as good as the other aspects of the car. A complicated column gear change mechanism was designed of doubtful quality in the DB2 and DB2/4 that followed, in conformance with a practice adopted across the industry, in the drive to export as many cars as possible to America. These were soon discarded and the more usual central gearlever position was re-adopted.

T

THE DB2/4

. he DB2/4 became one of the very first cars to offer such a facility and it proved an immediate hit with the customer. The result was and is a very practical and convenient solution.

The DB2 came with a divided front windscreen. With the DB2/4 about to be launched, the divided windscreen was discarded in favour of a full width curved windscreen, taking advantage of developments in the manufacture of toughened Triplex glass.

Anticipating that demand would increase above those for the DB2, also prompted Aston Martin to contract with Mulliners in Birmingham for the manufacture and assembly of the bodies, and in turn, they re-engineered aspects of the body design. Among features that they introduced were cast alloy sills, changes to the A and B posts and updating of the interior seating.

BRAKING SYSTEM

Engine developments Moves to increase the size of the engine initially grew out of the racing programme. It was felt that an increase in the cylinder bore would be the most practical way to go, but as money for a new engine block casting

The brake design was chosen, very much with racing in mind. Generously sized drum brakes were adopted, with excellent cooling which gave for the time an excellent resistance to fade, following hard use.

Alfin brakes were chosen, utilising aluminium drums with cast iron inserts for brake liners. Front brakes were both leading and trailing. The rear brakes utilised a fully floating design concept, the whole resulting, for the time with a car with exceptional braking ability.

could not be afforded, the increase in the bore could only be achieved by offsetting the liners to fit. The resulting increase was small but useful, with engine capacity rising from 2.6 to 2.9 litres..

The bore offsets was initially accommodated on the connecting rod gudgeon bearings. The end result was a calamitous failure, prompting a redesign. Instead the 2.5 mm offset was accommodated at the crankpin end, which proved durable.

Usable power then rose from 120 bhp to near 140 bhp, thus satisfactorily offsetting the weight increase following the body redesign.

OTHER DB2 DEVELOPMENTS

The special Body DB2s and DB2/4s There have been a number of DB2 and DB2/4s which,, at the request of the Carrossorie concerned, have had chassis delivered, upon which they have constructed their own bodies to special order. These include in

Another innovation for the time was the fitment of 2 speed self parking windscreen wipers.

The DB2 was further developed as a 2 seat drophead coupe of particularly elegant design. The design concept and general design of the hood was to be one that Aston Martin broadly continued with right up to the launch of the DB7 Volante. The hood was unlined.

Europe; Graber of Switzerland and Vignale (2 of which were originally built but only 1 example is now thought to exist). In addition there was Arnolt of the USA who created a particularly nice 2 seater roadster body. These roadster bodies were designed and constructed by Bertone to a design commissioned by Arnolt.

In all, there were some 17 special bodied cars, of which a total of 5 were constructed using the DB2 rolling chassis, with the remainder on DB2/4 rolling chassis.

THE DB2/4

THE DB MKIII In 1953, the chief designer, Eberan von Eberhorst, left Aston Martin to rejoin Auto Union and a young but

Within a year of the launch of the DB2, owners were already saying that they would like 2 additional seats so that they could take their family as well. It was also apparent that this would significantly widen the appeal of the car, and with it, bring an increase in sales.

Recognising that this would also add weight, Aston Martin were prompted to start a model development in 2 key areas, these being to add 2 additional rear seats and an enlarging of the engine capacity to support an increase in engine torque and power.

The first element required that the roof height was increased and extended allowing the inclusion of 2 occasional seats, that would be suitable for children or which an adult could sit on for short distances. While the increase in roof height was relatively easy to design, the rear of the body design posed real problems until, in a brainwave, Frank Feeley, the body stylist and designer, had the idea of an enlarged opening rear window, creating one of the world’s first hatchbacks. The hatchback style opening rear window allowed easy access to the space behind the rear seats, bringing with it convenience and space for the family luggage.

highly competent engineer, Tadek Marek, took his place.

By 1954, John Wyer was appointed General Manager, and with it, he started a world wide tour of Aston Martin dealers. The message that clearly came back was that the DB2/4 in its present shape was selling reasonably well, but that its replacement would be needed as soon as possible, if sales volumes were to be maintained.. As there was no prospect of its replacement being ready before 1958, a revamp would be needed as an interim measure. This led to the design brief for the DB 2/4 MkII and MkIII. The DB2/4 MkII should be seen as interim step to introducing the Mk III, and with its introduction, body manufacture was moved from Mulliners to Tickfords in Newport Pagnell.. Tickford had been in the coach building business since the dawn of motoring and had a long and proud association with the British coachbuilding industry. Their current customer, Alvis was phasing out the 3 litre and as Alvis was entering discussions with Willowbrook to construct a new body designed by Graber of Switzerland, an opportunity to use the facilities and skill in Newport Pagnell for future Aston Martin manufacture beckoned.

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THE DB MKIII ENGINE REDESIGN Of Polish origin, Tadek Marek’s first task was to re-engineer the design of the engine, to deal with a number of significant problems. These included significant modifications to the engine block, improving cylinder head port design to enable bigger valves to be used and use of a 14mm plug in place of the previous 10mm. Also included was an uprating of the engine oil pump, as a means of increasing oil pressure and an increase in sump capacity. In addition the crankshaft was modified to increase its stiffness and improve case hardening, all of which was aimed at enhancing smoothness and reliability. These and other modifications stemmed from hard won racing experience. An overdrive was offered for the first time, reflecting and anticipating more modern fast road design.

THE UPDATED DB MKIII BODY The major changes included a new bonnet and grill, interior trim improvements and a much improved and elegant dashboard and instrument panel.

At the rear, the shape was tidied and better integrated, with “cathedral” type rear lights, The new grille, reflecting the design of the DB3S, was the work of Frank Feeley and was a marked improvement and so came about the key design cue that has remained with Aston Martin to this day, giving the marque instant recognition across the world.

The same styling cue was mirrored in the instrument panel design, another feature that was to endure through to the introduction of the DBS and V8 era.

The end result was a most delightful and elegant car. Sales recovered.

DB MKIII CHASSIS AND SUSPENSION CHANGES The chassis itself would remain essentially unchanged, but a big improvement was made with the brakes, with the introduction of front wheel disc brakes. At a stroke, one of the few concerns, namely a tendency for brake fade following hard and continuous use was eliminated and a tendency after some in service use, for uneven braking banished.

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CHAPTER THREE

History and Restoration of a DB 2/4 MK III

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HISTORY OF DB2/4 MK III - REG NO: WYE 847 AM/300/3/1815

ENGINE NO: DBA/1404

T

his an unusual car in that it has almost a continuous history since the date it was first registered in 1959. The purchaser of the Aston Martin was the Africore Mining Company of Berkley Square , London. We can be fairly sure that its first user would have been most probably the then Managing Director or Chairman. Its date of first registration and delivery was the 24 April, 1959 and was supplied direct from Aston Martin.

The build sheet for the car shows that it was a standard non-overdrive car, and painted originally in Sea Green with White gold leather upholstery. We can be fairly sure that this would have been to special order. Unusually, there were no recorded options purchased with the car.

Service work carried out during its first 17,000 miles cover both routine servicing, but interestingly makes reference to the Gearbox 1st gear and layshaft being changed after no more than 10,000 miles.

It appears that after 17473 miles, the car was repaired following an accident and the car was re-cellulosed in Snow Shadow Grey. At the same time a steering box oil seal was replaced. And by 17982, miles the car was fitted with its second set of new tyres.

Perusal of the duplicate green registration document suggests that the car was retained by the Africore Mining Company until 5 January , 1962, when it was sold to a Mr Hugh.

R. Hutton of Kings Road, Chelsea, London. The next recorded event is March, 1966, when the car was registered in the name of Mr MJ Garbutt of Guildford, being a motor trader. In 1967 the car was again sold, this time to Mr KJ Conyers also of Guildford. A few months later the car was again sold to Mr JW Herring, AMOC Membership No. 2789, of Leatherhead, Surrey, the time being January, 1968. John Herring used the car from purchase in January 1968 to August 1968, then as he had another DB2 he decided to set about the renovation of WYE 847. Work was started and considerable work was completed as detailed in John Herring Notes, however due to family, work and home changes, the renovation was never completed and the car essentially remained unused until the car was sold to Mr Ronald D. Powell, AMOC No. 23792, the present owner, in July 2009, 41 years later.

EARLY RESTORATION As stated above, following the initial use of the car, John Herring embarked upon a full restoration and the following brief summary are based upon his notes, which are long, comprehensive and detailed. Copies of these notes are in the Annex along with detailed notes of what was purchased and a running list of expenditure. The scope included chassis, suspension, wheels, steering, engine, body, electrical, brakes, transmission and trim. Detailing of the engine bay and chassis was a primary objective, as was a strong desire to overhaul the mechanics, including engine, suspension, brakes and electrical systems.

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EARLY RESTORATION

There is a general reference to bodywork refurbishment, the bodywork being given to Robert Laidlaws of Wembley, which was completed December 1970 for the sum of £120. Work included replacing or repairing door skins, side panels, bonnet and sills. In addition, it provides details of re-upholstering, and general refurbishment of the interior, including leatherwork, carpets and headlining.

The engine was given a comprehensive overhaul and at the same time steps were taken to measure bore wear and to assess the general condition of pistons, liners and and crankshaft. With the engine reassembled and block repainted, there is a reference to the fitment of a new gearbox complete with an overdrive supplied

by SE Robinsons of Bedford. It is worth noting that adaptation of the original gearbox is difficult, as to fit an

B

MAJOR BODYWORK

y 1995, Mr Herring was resident in Truro and not unsurprisingly, the body was showing its age and much in need of comprehensive restoration. The bodywork was entrusted JR Pryor’s in Truro. The notes indicate replacement of the sills on both sides, stripping of all paintwork, cutting out and removal of any corroded aluminium from the sponsons panels each side, a common area, as also front and rear wheel arches. Replacement of the bonnet hinges was another common area for corrosion damage and these were replaced. After detailed panel preparation to remove numerous dents, the body was primed, and repainted in British Racing Green. At the same time, the underside was undersealed with black Shultz. The cost of all this work was £1000.

Bumpers front and back were also rechromed. Opportunity was also taken to carry out a further top overhaul on

overdrive requires replacement of the gearbox main-shaft, a new adaptor plate between gearbox and overdrive

the engine.

unit, eccentric cam to power the overdrive oil pump and different gearbox change linkage. Other detailed

Mr Herring kept copious notes of what he did and these are in the in the Appendix.

notes refer to a variety of items, including stainless steel exhaust, enamelled exhaust manifolds and numerous

By 2001, Mr Herring was again resident in West Sussex and the records show a number of routine

gaskets etc. There are further detailed notes of the itemised costs made in 1968, which make for interesting

replacement parts which were invariably obtained from Aston Service Dorset and in more recent years from Tim

comparison in later years.

Stamper. The Build sheets were obtained from Aston Service Dorset who also authenticated the car’s origin and

The suspension overhaul included new king pin bearings, as well as detailing the front and rear suspension

date of manufacture.

with polished front spring towers and cadmium plated front and rear suspension springs. Other items attended to included the brakes, with overhauled front callipers, new rear brake shoes, master cylinder and

NEW OWNER

new brake hoses.

There is correspondence between Mr Herring and several companies who were requested to supply replacement chromed spokes for the wheels.

In 1974, further serious engine work was undertaken, this time with the dismantling of the entire engine and

In 2009 Mr Herring regretfully determined that the car should be sold, as he himself had moved into a retirement

on this occasion fitting new pistons, rings, main and big end bearings. At that time an attempt was made to fit

home. The car was then advertised and duly purchased by Ron Powell in June 2009. On purchase, the body

an anti theft system, but the installation proved unsuccessful.

itself remained essentially original and in sound condition. The interior had been refurbished and restored with new beige leather and carpets, while at the same time, the car had been stripped and repainted in British Racing Green.

Visit to Works Service – July 2009 At collection, July 9th 2009, the car was taken to Works Service in Newport Pagnell for recommissioning, detailed check up, brake and suspension overhaul and attending to a major engine water leak, which necessitated removal of the cylinder head. The radiator was also reconditioned and an MoT obtained. When examined by Works Service, the single greatest concern was the major water leak, where it was feared that the cylinder block had been severely damaged. Other problems, consistent with a long period of storage, included binding brakes, leaking brake cylinders, water pump leak, weeping shock absorbers and the inevitable electrical gremlins, these items were all attended to.

The major water leak turning out to be caused by 2 failed core plugs, nether of which was evident without removal of the cylinder head. The car was presented to Ron Powell, Wednesday evening October 21 2009, and a test drive provided by Gordon Higgs Newport Pagnell’s Works Service Heritage Driver.

A good 100 mph was achieved in a very short time ..... stunning!

The car was then handed over to Ron for his first Drive.

After this first Drive, a diary of Daily Use Notes has been kept and these can be referred to in a section later in this book.

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Visit to Aston Workshop - April 2010 In April of 2010 and after only 1138 miles, it became evident that the cylinder head gasket had failed, engine oil leaks were substantial and there were other snags, all of which required attention. It was decided that the best course of action was to entrust the car to the Aston Workshop. On removal of the cylinder head, it became immediately clear that the cylinder head would require re-facing. Another problem revealed itself, namely water leaking past a number of valve guides. A loose plug in the main oil gallery within the cylinder head, created another major oil leak. Given that rectifying these problems would necessitate a substantial rebuild of the cylinder head, it was readily agreed that an unleaded conversion should be undertaken.

Items of paintwork, detailed fettling and general tidying were undertaken. This included the welding up of mounting holes in the offside wing from a previously fitted wing mirror, typical of the numerous snags that were dealt with at that time.

Notes on the unleaded conversion When the DB Mk III engine was developed, the cast iron cylinder head was modified with enlarged, better breathing inlet and exhaust ports, a 16mm plug, but in so doing, Tadek Marek as Chief Engineer, deleted fitment of valve seats, to minimise the scrapage rate while machining the cylinder heads during manufacture. Being cast iron, the quality of the valve seating was perfectly acceptable during the era of leaded fuel. However, with the banning of leaded fuel, except through a few authorised sites, the dangers of valve seat recession became significant. To counter this problem, it is possible to use lead substitute additives and these can be generally acceptable for normal road use provided high and prolonged engine speeds are avoided.

To provide a long term solution, it becomes necessary to fit hardened stellite valve seats and valves and to replace the valve guides with ones made with phosphor bronze. The risk with the DBA engine is that the casting thickness in the vicinity of the exhaust and inlet ports can be thin and consequently, when fitting valve seats, the thickness of the head casting is such that there is a real danger of cracks developing between valve seat and spark plug, leading to valve seatings detaching and leakage of water into the cylinder. In addition, over time, water can also leak past valve guides for the same reason. A replacement cylinder head is now available, manufactured in aluminium that has been designed to eliminate all of the DBA head design weaknesses.

However, it can be possible to modify the existing cylinder head, provided care is exercised. In this case the latter course was chosen and the conversion was completely successful. Parts fitted or replaced included the valve seats, valves and guides and of course a complete cylinder head gasket set.

Since being collected from the Aston Workshop in late May, WYE 847 has performed faultlessly. As an overdrive fitted car, it has the ability to cruise comfortably at motorway cruising speeds quietly, comfortably and with surprising economy and this capability its new owner, Ron Powell has taken full advantage of. On its first long distance trip, Ron noted that he averaged close to 70mph and achieved close to 30 miles per gallon. The authors experience with a near identical car demonstrates this is no fluke. Needless to say its new owner is delighted and much looking forward to many more miles when he has the time.

Illustrated on following page WYE 847 on test at Beamish driven by Keith Slater.

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June 2009

July 2009

Aston Martin Owner Club Monthly Magazine issue No. 716.

Page 50 Cars for Sale Advert 2 1959 DB Mark III by John Herring

Wednesday 8th To Newport Pagnell Swan Hotel

Wrote to Seller seeking details Received Cover letter and 5 pages Notes Tuesday 16 June Telephone discussion of visit appointment Wednesday 17 June To Home of John Herring in Surrey Sale / Purchase agreed Agreed for Ronald D. Powell to become the Keeper of Aston Martin DB III Reg No WYE 847 Thursday 18 June Andrew McCloskey Aston Martin Works Service Newport Pagnell Arrangement of collection of DB III for 9th July, aproximately 1.00 pm Monday 22 June Funds for Payment of DB III sent from National Bank of Abu Dhabi to Barclays UK. Email confirmation of collection request to Andrew McCloskey Aston Martin Works Service Newport Pagnell.

Tuesday 23 Cheque of payment sent to John Herring, dispatched via SkyEx / Dhl.

Thursday 9th to Weybridge DB Mk.III Documents Receive New Key Ring Pds 10.00 Car Parts loaded into Car DB Mk.III remove from Garage Pushed car to Loading Area DB Mk. III loaded onto Carrier for onward transport to Aston Works Service Newport Pagnell 5.00 Aston Works Service Newport Pagnell Works Heritage Kevin Moore Discuss of things to be done, Visual over Car Number Plate Backing/Holding Plate collected from David Herring delivered to AM Works Service Tuesday 14 Received email from Works Heritage, Kevin Moore, and my reply We have had your vehicle running and carried out our initial check over and would like to report the following :MOT failure items.

Front windscreen wipers do not clear the windscreen. Require replacement. ....

Reply Please replace Front number plate missing. .....

Reply Number Plate is in rear of Car wrapped in old newspaper, I put it in there, Number Plate Holding bracket sent to you via courier and received as advised to me by Andrew., Brake lights do not operate. Requires investigation as bulbs are both ok.

Rear lamps units have faded badly and do not emit a red light......

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October Week 43 2009

Wednesday 21 Reply If this an MOT fail point then please replace No brake servo assistance. Requires investigation servos may be seized and require overhaul.

Reply I reported Brakes as needing attention .. please do as necessary to have Brakes operating correctly., Fuel leaks from the fuel pump and the carburettors......

Reply I am surprised at this as I have documents showing Fuel Pump over haul., but whatever, Please carry out necessary remedy work., Right-Hand front brake binding.

Left-hand rear brake binding.

Reply As we pushed the car up hill to the transporter the brakes cant be binding too much .. . please carry necessary remedy work., Right rear hand brake is not working and left hand is low. ....

Reply please carry out necessary remedy work., Front seat belts incorrectly fitted. These appear to be a three point design but installed as a lap belt. (if none were fitted it would pass).

Reply I realised the Belts were wrong to say the least, if you cannot fit them as they should be please remove them.

Day No.

1

Time 4.00 pm

Temp Cold Grey Miles 58

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Registration No. WYE 847 Petrol at

Galls

Miles

At Newport Pagnell Aston Martin Works Service Car presented by Kevin Moore driven by Gordon Higgs Tickford St. West to Roundabout left onto B Road 100 mph ‌ stunning!!

Into Driver Seat and return to Newport and Works Service

The radiator and engine are leaking water very badly. The radiator is split and there is a leak from the head gasket but it is so bad it may well be the block. Having checked the Antifreeze level it is only safe to -10 C. I think the first coarse of action would be to remove the head and inspect.

Reply I would be very surprised if this fault is anything serious .. the engine and all Ancillaries have been reconditioned .....

I realise you will have to inspect to be able to report further, so please carry on and advise as soon as you can.

July 2009 Wednesday 22 Letter to John Herring

Trip

Home

Time

Temp

Miles

62

Pds

Trip

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October

October Week 43 2009

Week 43 2009

22 Thursday

Friday 23

Day No.

2

Day No.

Time 4.00 pm

Temp Cold Grey Miles 62

Time

3 11.55

Temp Sunny cold Miles 192

Aston Martin

DB Mk III

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Chassis No .

AM/300/1815

Registration No. WYE 847 Petrol at

Trip

Registration No. WYE 847

Galls

Miles

Trip

Pds.

Car in Works Service

Petrol at Tickford St

Ltrs 39.9 Miles 192 Trip

Lights & Indicator ok

Car Intro

Pds 41.57

Parts loaded

Tax application Newport Pagnell Post Office … onto Northampton DVLA Office Tickford Street West

fill up Fuel Tank to M1

North

Speedo Not Working

Depart Works Service 1.40pm - Weybridge M1 South 70 / 80 mph cosmic M25 M4

Weybridge Wrong turning twice

M1 2800 Rpm

Arrive Fairlawn 3.00 miles 128 Oil Level just off Full

A1M North Traffic Hold Up

Pictures

Coneythorpe Arkendale Roecliffe Skelton on Ure Marton-le-Moor then Rejoin A1M

off West onto York Road then North to Flaxby

then A19 to Yarm Depart 4.00 M4 M25 Traffic Hold Up Hi Temp 24 miles 2 hours M1 Clear roared North to Newport Pagnell and Works Service Arrive 6.50pm

High Street

Central Street Merryweather Court

miles 192 Fuel at ¼ - ½ night in Garage

Nearside headlight off Near side front Indicator not working

Home Home

Time 6.50

Temp

Miles 192

Time 4.00

Temp

Cold Grey Miles

Trip

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October

October

Week 43 2009

Week 44 2009

24 Saturday

Sunday 25

Day No. Time

Day No. Temp Cloudy Rain

Miles 192

Trip

4

Time

Temp Sunny light Rain

Aston Martin

DB Mk III

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Chassis No .

AM/300/1815

Registration No. WYE 847 Petrol at

Ltrs

Miles 192

Registration No. WYE 847 Miles Trip

Pds

Petrol at Prestwick

Ltrs 345

Miles Trip

With RR Unload Boxes

A19 North

Clean Wheels

Hartlepool Road A19 to Yarm to

Wynyard Toby Inn

Hartlepool Road Ouden Lodge Hilton Village to Stainton

to Stockesley to Swainby Remove Badge Bar

RR Drive to A19

A19 North to Yarm

Wet Sponge Wash Polish In Garage overnight

Home

Time

Temp

Miles

Trip

Trip

Home

Time

Temp

Miles

Trip

Pds 37.50

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October

October

Week 44 2009

Week 44 2009

Tuesday 27

26 Monday Day No. Time

5

Day No.

7.30

Temp Sunny

Miles

Trip

Time

6 3.30pm

Temp

Miles

Aston Martin

DB Mk III

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Chassis No .

AM/300/1815

Registration No. WYE 847 Petrol at

Ltrs

Trip

Registration No. WYE 847 Miles Trip

Pds

Yarm to Beamish

Petrol at

Ltrs

Miles Trip

Pds

Yarm to Beamish Aston Workshop

Yarm Road A19 A689 West Lay-By Tea & Sandwich to A1 North Chester le Street A693 Thro Pelton High Hold

Beamish Red Row

to Aston Workshop Beamish 8.45. Works Attention Notes Home

Time

Temp

Miles

At Collection by AM Works Service Gordon

68

Trip

Depart 10.00 To Durham Pullman Jamie local Drive

Note of Miles

Depart 11.35

Newport Pagnell Weybridge & Return @ 192

To Teesside Airport Cleveland Motor Homes

Newport Pagnell to Yarm Sunday 25th with RR

With Craig Jackson local Drive

Yarm to Beamish to Durham to Yarm

Then to Darlington “Greggs Shop” Teesside Airport Cleveland Motor Homes to Yarm

Yarm to Beamish

Arrive 2.30 2 hours In Strickland & Holt Car Park In Garage overnight

Home

Time

Temp

Miles

Trip

add add add add

200

= 392

40 100 40

= 640

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March

March

Week 9 2010

Week 10 2010

5 Friday

Monday 8

Day No. 7 Time

Day No. 8

1.30

Temp 1c

Miles 195

Trip

Time

8.45

Temp Cold Dry

Aston Martin

DB Mk III

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Chassis No .

AM/300/1815

Registration No. WYE 847 Petrol at Beamish Station

Ltrs 41.91

Registration No. WYE 847 Miles 198 Trip

Pds 47.32

Collected car form Aston Workshop Beamish Stanley

Chester le Street

Eaglescliff

A1 South

Coatham Munderville

Yarm

Miles 240

To Penrith A66 Across Scots Corner

Darlington A66

Caithwaite

Bowes Moor Pictures

Plumpton Village

Penrith By Pass

Tim Stamper

Dep 1.30 To Winston

Thro Barnard Castle 3.00 Miles 371

Dep 3.40 A66 A67 High Cliffedge Winston Dave Lobley house Today Home

Time

Temp

cold

Miles 45 today

2.40

Dep 5.45 to Yarm Mileometer 240

Trip Today Home Time Temp

cold

Miles today 158

Mileometer 398

Trip

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March

March

Week 10 2010

Week 10 2010

10 Wednesday

Thursday 11

Day No. 9 Time

Day No. 10

6.20

Temp

Wet

Miles 398

Trip

Time

4.00

Temp

Cold Dry

Aston Martin

DB Mk III

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Chassis No .

AM/300/1815

Miles 791

Registration No. WYE 847

Registration No. WYE 847

To Aston Martin Gaydon

Yarm A19 Parkway Stockesley Gt.Ayton 4.40 miles 811 Suggets Teas

A19

Dep 4.55

A1

Speedo Screech Needle Irratic A1M

Stockesley By Pass Hitton Rudby

Weatherby Services station 442 miles 7.05 am

Petrol at Weatherby

ltrs est 53

Miles 442

Trip

Pds 59.95 miles 442-198 = 244

A1M M1 off onto B Road lost ‌.

Today

Onto M40 Jtn 12 Gaydon Aston Martin

Home Time

Car Washed at Aston

Temp

cold

Pictures

Miles

36

Depart 3.45 milometer 602 Sunny Onto M1 Wood all Services stop 696 miles Petrol 2 at Weatherby

ltrs 45.15

Miles 696

Trip Pds 54.59 miles 696-442 = 254

Depart 6.10 M1 A1M A1 A19

Yarm

Today Home Time

7.40

Temp

cold

Homeward miles at start 602 at home 791 = 189 miles 3 hours driving = 60+ mph Miles

791 Mileometer

791 today 791 -398 = 393

Calculation Fill up 250 Miles approx Fuel 45 Ltrs approx

= 9.9 galls

= 25.25 miles gallon

Oil Usage / Leak 2 fill ups 500 miles add 700/800 mil ltrs

6.35 Mileometer 828

Crathorne Yarm

Trip

Aston

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March

May

Week 10 2010

Week 20 2010

12 Friday

Friday 21

Day No. 11 Time

Day No. 12

11.30

Temp

Cold Dry

Miles 828

Trip

Time Temp Miles 903

891 at drop off 12 miles on testing ….

Aston Martin

DB Mk III

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Chassis No .

AM/300/1815

Registration No. WYE 847

Registration No. WYE 847

With Dave Parvin

12.45

Yarm

Kirklevington

Crathorne

Hutton Rugby Stop

Sunny warm

Workshop Attention completed – see Work Sheet Invoices

Dave Parvin Drive through Hutton Rugby turn around to Crathorne Yarm

Beamish to Kip Hill Petrol Station – Newport Pagnell Miles 903 ltrs 34.89 pds 42.54 Miles 903 – last fill up 696 = 207 miles 34.89 ltrs (8.3 galls) = 24.9 miles gall

Home Time

12.15

Temp

cold cloudy

Miles

13

Beamish – A1M South – M1 – Newport Pagnell

Mileometer 841

Visit in Court Yard by Dave Nichols

Depart miles 903 time 1.20 pm 1st hour 60 miles

2nd hour 74 miles 70 – 75 mph 2500 - rpm 2800

2.40

Yarm to Beamish 841 miles

Arrive Newport Pagnell fill up miles 259 / 1156

A19

A1

1156 – 903 = 253 miles for 36.9 ltrs (8.7 galls) = 29 miles gall

Chester le Street

At Beamish 3.50 Miles today

Stanley Beamish

pds 44.75

Mileometer 891

63

At Swan Hotel time 6.20 miles 260 / 1158 = 255 miles Clear Water Wash

Note of Miles

Trip Reading

Completed

At Collect

At Collection by AM Works Service Gordon @

Day 1

Newport Pagnell Weybridge & Return @

64

Day 2

Newport Pagnell to Yarm

Day 3

Sunday 25th with RR

Day 5

Yarm to Beamish to Durham to Yarm

Day 6

Yarm to Beamish

Day 7

Beamish Yarm

Day 8

Yarm Penrith Yarm

158

158

Day 9

Yarm Gaydon Yarm

393

393

Day 10

Local

36

36

Day 11

Local & Beamish

63

63 total 695

192 add

add

200

40 add add

64 128 200

100

Miles

100

40

40 45

Home Time Temp

40 total 573 45

1158 = today 255

Milometer 260.5

M1 Queue’s

Trip

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May

May

Week 20 2010

22 Saturday

Week 21 2010

Day No. 13 Time

Sunday 23

Day No. 14

Temp

Miles

Trip

Time 9.45

Temp Sunny Dry

Miles 1221

Aston Martin

DB Mk III

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Chassis No .

AM/300/1815

Registration No. WYE 847

Registration No. WYE 847

Swan Hotel to Aston martin Works Service Car Park

Belfry Hotel to Blenheim Palace 20 miles approx

6.05 to Belfry Hotel Oxford Evening Sunny Clear

Dep 4.30 to Woodstock Village 345 / 1243

Dep. Miles 260.5 / 1158 Richie in Renault in tandam

Trip 322

MI North M40 South West DB7 Zagato

BMW

great run

Dep 5.25 to Teesside

A44 – M40 – A46 Leister – M1 – M18 – A1M - A19

75-80 mph at Belfry Hotel miles trip 322 / mile odometer 1221 time 6,.55 62 miles 50 mins

With Richie Renault 197 in tandam 2600 – 3000 rpm 75 – 80 mph

Overnight in Car Park lots of Astons

A19 fuel cut off onto reserve 3 – 4 miles to BP Garage Petrol miles 570 / 1468 Ltrs 56.84 Pds 68.15

8.55 pm

1468 – last fill up at 1158 = 310 miles for 56.84 ltrs(13.5 galls) = 22.9 miles / gall Home Time Temp Miles

To Parvins House Linthorpe Middlesbrough miles 584 / 1481 9.18 pm = 1221 = today 62 miles 50 mins

Milometer 322.

At Parvins Left Woodstock 5.25 at Parvins 9.18 pm = 3 hr. 48 mins Stop at A46 reset Tom Tom 15 mins Stop at A19 Petrol Travel time

15 mins

3 hr 18 mins miles at dep.1243 at Parvins 1481 = 238 miles

= 74.8 miles hr Ave.

Depart to Yarm Linthorpe to A19 to leven turn around to A19 to Thornaby Junction turn around to A19 South To Yarm turn Off

Home Time 11.30 Temp Miles 1500 = 278 miles

Milometer 604.2

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May

May

Week 21 2010

Week 21 2010

24 Monday

Tuesday 25

Day No. 15 Time 7.40

Day No. 16

Temp Sunny

Miles 1500

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Registration No. WYE 847

Trip 604.2

Time 12.12

Temp Grey Cloudy

Miles 1595

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Trip 699

Registration No. WYE 847 Yarm Crathorne Hutton Rudby Stockesley

Gt. Ayton

RSPCA & Suggets

Yarm Beamish A66 A1M Dep 1.05 Stockesley Skutterskelf Hutton Rudby Arrive 8.32 646.2 / 1542

Crathorne Yarm 2.10

42 miles 52 mins Dep 2.50 to Harlepool Marina 3.25

748 / 1645

Collect 5.30 650.5 / 1546 A1M – A689 – A19 – Yarm Arrive 6.30 pm 699 / 1595

Dep 3.50 to Beamish

Home Time

Home Time

6.30 pm

791.7 / 1689

Temp

Temp Miles 1595 = today 95

4.55 pm

Milometer 699

Miles 1689 = today 94

Milometer 791.7

729 / 1625

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June

LE MANS

Week 22 2010

2010 TRIP

June

5 Saturday

Week 23 2010

Day No. 17

Day No. 18

At Aston Workshop Beamish

Time 9.10

Time

Temp

Miles 1689

Trip

793.1

Monday 7 Temp

Aston Martin

DB Mk III AM/300/1815

Aston Martin

DB Mk III

Chassis No .

Chassis No .

AM/300/1815

Registration No. WYE 847

Registration No. WYE 847 Petrol at Kip Hill 794.3 / 1690

Ltrs. 46.27 Pds 55.02

Sunny Warm

Drill Boss Holes 4mm to 5mm for larger Dia Counter Sunk Screw Heads

fitted with Flat Washers and Lock Nuts., one Screw Snapped at tighten up, replaced with Slot Head Screw.

To Yarm via Stanley – A1M – Turn off at Middleton Tyas – Scorton – Warsall – Yarm To Yarm

Car runs much smoother At Yarm 2.05 857 / 1754

Grey Skies Brighter midday possible rain Depart 5.25 Yarm to Carlton with B M Caterham 7 via Crathorne – Hutton Rugby – Thro low lane At Carlton 5.45 868.3 / 1764 Depart 7.15 via Stockesley By Pass to Marton ( Murrys house) 877 / 1779

Home Time

Local Drive with Bri Murray Marton Road – Parkway West then U Turn Bri M drive to Marton

Temp Miles Start 1796 TripOmeter 899.8

Depart 10.10 Marton Road Past Southern Cross Top Road to Parkway A19 to Yarm 10.35

pm 899.8 / 1796

Home Time

10.35

Temp Miles Start 1689 TripOmeter 793.1 Fin

1796

899.8

Trip 899.8

Yarm to Teesside Airport Cleveland Motor Homes Remove Steering Wheel

Depart 12.25

Miles 1796

106.7

Fin

1805

909.7

9

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June

June

Week 23 2010

Week 23 2010

8 Tuesday

Wednesday 9

Day No. 19

Day No. 20

Time 8.25 Trip 909.7

Temp Cool Grey Skies Light drizzle

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Miles 1805

Time 8.30

Temp Cloudy Sun Dry

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Miles 2140

Trip 243.8

Registration No. WYE 847

Registration No. WYE 847

St. Malo France To Le Mans To Petrol Station Shell Yarm Station

At Port Exit Fit Head Light Dip Reflectors

Take Photographs

Engine Oil at top of letter W on Dip Stick… Petrol 20.39 ltrs pds. 23.63 mileage 910.5 / 1807 miles for fill up 1690 from 1807 = 117 div 20.63 @ 4.5 = 24 mpg

To Petrol Station.

Petrol 36.82 ltrs 49.30 euros

To Le Mans via Weybridge & Portsmouth

Rain

mileage 245.5 / 2142 miles for fill up 1917 from 2142 = 225 div 36.82 @ 4.5 = 27.5 mpg

A19 - A1M – M18 – M1 9.00 hit Grouse …..

to Le Mans D47 Rue du General Patton

9.05 Wiper and Arm came off landed on Bonnet retrieved ok refitted

at 295 / 2191 turned onto N157 to Le Mans

N137 Reuness 38 miles turn off N136 2181 / 285.4

9.25 96.9 / 1866 miles Wiper and Arm came off again, Arm gone on road Blade landed on Bonnet retrieved ok.

Coffee stop 11.00 miles 317.1 / 2213

1st hour driving 57 miles

Depart 11.35 RR Drive Toll ticket at miles 325 to pay 9.70 euros

2nd hour driving 52 miles 11.15 at 0019 miles stopped for Glue & String, fitted Blade onto Spare Arm, refitted on to Spindle

Arrive At. Pavace 1.10 pm 388.7 / 2284 from Teesside 1805 = 479 miles

with Glue, and ESSS, Equipment Secure System –String Car Wash in Coiltinnes

Petrol 18.81 ltrs 23.68 Pds. mileage 019.8 / 1917 miles for fill up 1807 from 1917 = 110 div 18.81 @ 4.5 = 26.4 mpg 3rd hour driving 30-32 miles

Depart 4.20 to Malicorne 393.3 / 2289 cloudy sunny onto Road D23

4th hour driving 58 miles

Arrive Malicorne 5.00 418.7 / 2318 into Chateau Rive Sarthe Photos

Stopped at Newport Pagnell 108.3 / 2004 12.45

Restaurant Petite Auberge Malicorne Depart 8.35 miles 421 / 2318 to St. Pavace via Le Mans

Onto Weybridge

Arrived Fairlawn 2.15 0175.5 / 2072

Thro Le Mans, Shop (Beer) Petrol at Train Station 39.04 ltrs 52.66 euros

To Portsmouth

Arrived 5.40 243.0 / 2139 Petrol Gauge 1/4 - 1/2

Overnight on Ferry Portsmouth - St. Malo France

mileage 451.1 / 2347 miles for fill up 2142 from 2347 = 205 div 39.04 @ 4.5 = 23.6 mpg At St. Pavace

arrive 10.35 mileage 456.2 / 2353

First Night in France Overnight in St. Pavace Home Time

Home Time

Temp

Temp Miles Start 2139 TripOmeter 243

Miles Start 1805 TripOmeter 909.7 Fin

2139

243

334

Fin

2353

456.2

214

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June

June

Week 23 2010

Week 23 2010

11 Friday

Saturday

Day No. 21 Time

Day No. 22

Temp Sunny

Miles 2353

Trip 456.2

Time 9.15 Temp Rain Grey Skies

Aston Martin

DB Mk III

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Chassis No .

AM/300/1815

Registration No. WYE 847

Registration No. WYE 847

St. Pavace - Le Mans - Mulsanne

St. Pavace - Le Mans 24 Hours Circuit

Mulsanne straight

South – North – South Arrive 10.50 Traffic heavy

Depart Mulsanne Village to Chatre sur de loir and the Hotel du France Parked in Aston Martin VIP Car Park For the day and night At Village Square 12.00 508 / 2405 Sunny very warm Photos in Square Home Time Depart 3.45 Country roads … Farm lanes to St.Pavace

Temp

Arrive

Miles Start

5,40 557.9 / 2454 sunny blue skies

Fin Parked up for night.

Home Time

5.40

Temp Miles

Start 2353 Fin

2454

Milometer 456.2 557.9

101

2454 2473

Milometer 557.9 577.2

21

Miles 2454

Trip 557.9

12

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June

June

Week 24 2010

Week 24 2010

13 Sunday

Monday 14

Day No. 23

Day No. 24

Time 11.00

Temp

Miles 2473

Trip 577.2

Time 9.55

Temp Sunny Cloudy

Aston Martin

DB Mk III

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Chassis No .

AM/300/1815

Registration No. WYE 847

Registration No. WYE 847

Parked in Aston Martin VIP Car Park to VIP Hospitality for Photos

St. Pavace – Caen. Car Ferry Port

Miles 2486

Trip

Depart St. Pavace left out of Village onto D47 to Beamont Breakfast stop Beaumont Village Square Café ….. onto D338 North to Fye – D338 Alencon … till Acconay then onto the 438 then D26 on to 6.45 Depart Circuit – Coinnes Shops - St. Pavace

Forest Roads Trees over hanging the road, Climbing up, windows open Car sounds great,

Arrive 7.20 sunny evening

Onto D958 – D158 – D658 – N158 to Caen Peripherique East onto the D515 to Ouistreham and the Port.

Petrol

52.52 ltrs 70.85 euros

mileage 697.3 / 2593 Home Time

miles for fill up 2347 from 2593 = 246 div 52.52 @ 4.5 = 21.3 mpg

Lunch Stop at Pegasus Bridge Café …. The Historic Site of Allied Forces Landing ………..

Temp Miles Start 2473 Fin

2486

Milometer 577.2 589.4

Depart 1.35

698.2 / 2594

to Ferry Port

At Port 2.50 pm

702.8 / 2599 Sunny Windy

13 Arrive Portsmouth 9.15 pm Depart Port Gates 10.10 703.5 / 2600 M275 East Southampton - M3 – M4 – Newbury – Oxford M40- M1Boys Stop 12.45 864.0 / 2760 & Petrol mileage 864.0 / 2760

miles for fill up

30.54 ltrs 38.55 pounds 2593 from 2760 = 167 div 30.54 @ 4.5 = 24.9 mpg

M1 – Exits blocked on M18 & A1M so onto M62 – A1M No A168 to A19 so North to Detour A61 – right at A167 to A19 to Yarm

Home Time

3.45 am

Temp Miles Start 2486 Fin

2926

Milometer 0589.4 0029.7

440

589.4

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June

June

Week 24 2010

Week 24 2010

15 Tuesday

Wednesday 16 Day No. 25 Time 1.30 pm

Day No. 26 Temp Sunny Cloudy

Miles 2926

Trip 29.7

Time 7.30 am

Temp Sunny Cold

Aston Martin

DB Mk III

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Chassis No .

AM/300/1815

Registration No. WYE 847

Registration No. WYE 847

House - Teesside Airport - Cleveland Motor Homes

Y-arm Beamish Hotel

Clean

Aston Workshop 11.10

Dep 5.15

Depart 1.45 Petrol

Yarm

Miles 2935

Trip 39

81.4 / 2978

44.7 ltrs 52.2 pounds

mileage 82.7 / 2979

miles for fill up

2760 from 2979 = 219 div 44.7 @ 4.5 = 22 mpg

To Preston Park Stratstones to Yarm Home Time

5.35

Temp Miles

135 / 3032 To Hartburn …. At start up Starter Click, at 2nd attempt start ok ….

2935

Milometer 39

At Hartburn Village Entry Roundabout, Stalled … At Re Start .. Clicking .. Not S. Motor …

Push Start Onto Hartburn – Masham Parked on Hill Depart 7.45 Start Screw Driver across Solenoid Across A66 – Eaglescliff – right past Airport – past Wheatchef Pub – Left to Middleton One Row To Low Middleton – to Aislby – to Yarm Sunny Evening Home Time 8.30 Temp Miles Start 2935 Fin 3050

Milometer 39 153.6

85

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June

Week 24 2010

17 Thursday Day No. 27 Time

Note of Miles

2.30 Temp Sunny Blue Skies

Miles 3050

Trip 153.6

Speedo Recorded Miles & Trip meter discrepancy, and Trip down period result in Miles shown are an indication

Aston Martin

DB Mk III

No. of the Day Used

Chassis No .

AM/300/1815

Oct 2009

Registration No. WYE 847 Yarm - Beamish At Aston Workshop 3.40 208 / 3105

Trip Reading At Collect AM Works Service

Completed

@ 64

64

@ 192

128

Day 2

Newport Pagnell Weybridge & Return

Day 3

Newport Pagnell to Yarm (No Speedo)

add 200

200

Day 4

Sunday 25th with RR

add 40

40

Day 5

Yarm to Beamish to Durham to Yarm

add 100

100

Day 6

Yarm to Beamish

add 40

40

March 2010

total 572

Speedo repaired

Day 7

Beamish Yarm

45

Day 8

Yarm Penrith Yarm

Day 9

Yarm Gaydon Yarm

Day 10

Local

36

Day 11

Local & Beamish

63 total 695

Day 12

Beamish Newport Pagnell

255

Home Time

Day 13

Newport Pagnell

62

Temp

Day 14

Htl Blenheim Palace Yarm

282

Day 15

Yarm Beamish Yarm

95

Day 16

Yarm Local Yarm Beamish

94 total 788

158 (No Speedo)

393

May 2010

Miles

Milometer

Belfry Htl Oxford

June 2010 Day 17

Beamish Teesside Local Drive

793.1

Day 18

Local Drive

899.8

9

Day 29

Teesside – Portsmouth

909.7

334

Day 20

St. Malo France –Le Mans – St. Pavace

243

214

Day 21

Mulsanne – Le Mans – St. Pavace

456.2

101

Day 22

St. Pavace – Le Mans

557.9

21

Day 23

Le Mans – St. Pavace

577.2

13

Day 24

St. Pavace – Caen

589.4

440

Day 25

Local Drive

29

10

Day 26

Yarm –Beamish –Yarm- local

Day 27

Yarm – Beamish

1959 - 1962

1st Owner 17982 miles no details

1968 - 1988

Previous Owner minimal road use

1968 - 1988

Previous Owner minimal road use

1988 - 2009

No road use

October 2009 –

June 2010 as above

39 124

106.7

85 47 total 1380

Miles covered as noted

3680

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September

September

Week 36 2010

Week 37 2010

10 Friday

Sunday 12

Day No. 28

Day No. 29

Time 2.30 pm Weather Cloudy Dry

Miles

Trip

Time

Weather Sunny Cloudy

Aston Martin

DB Mk III

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Chassis No .

AM/300/1815

Miles 3192

Registration No. WYE 847

Registration No. WYE 847

Aston Workshop Beamish

Oil Added 100 milli litrs to, Just off Full

Work Completed refer Attention list 4

Invoice S44994

Dated 10.09.2010 Petrol at Leven Shell Sta Ltrs 46.31 Pds 52.75 miles 3201 / 69.6

Depart 2.30 - Yarm To Parvins

Linthorpe

Beamish – A1M – To Thornton Car much Crisper Steering Conversion makes driving even more of a dream To Yarm A66 – Yarm Home Time Temp Miles

Home Time

3.30

Temp Miles 50

Milometer 3192

19

Milometer 3211

Trip 60.6

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September

September

Week 37 2010

Week 37 2010

14 Tuesday

Wednesday 15

Day No. 30 Time

Day No. 31 Weather Cloudy Light Rain

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Miles 3212

Trip

Time 1.00 Weather Dry Cloudy Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Miles 3286

Trip

154.7

Registration No. WYE 847

Registration No. WYE 847 Petrol at Leven Shell Sta Ltrs 22.30 Pds 26.74 miles 3287 / 155.9 Last Fill

Ltrs 46.31 Pds 52.75 miles 3201 / 69.6

To Croft Circuit

Since last fill

Arrive 3224 Paddock Display Circuit Drives Richie & Self Max 400 Rpm Cornering technique ….. Set up … allow Suspension Take Up … Turn In … let her Drift Blooming Cosmic Did not get up to or near Top Speed ……

To Bristol

Depart in Tandem with DB6 to Dalton Chequers Inn.

Night In Underground Parking.

Pds 26

Depart 4.15 to RSPC … onto Stockesley By Pass …. to Hutton Rugby Turn Off …. to Seamer Right at Kings Head to Thornton 5.00 pm 3281 / 149.4 Depart 5.30 pm to Yarm 3286 / 154.7 Home Time 5.45 pm Temp Miles 75 Milometer 3286

86

A19 South - A1M – A1 Doncaster By Pass – M18 – M1 – M42 Tea Stop 4.05pm

3472 / 340.6 Hopwood Park mixed weather 185 miles

Depart 4.30 to Bristol Hotel 6.30 pm 3556 / 424.6 … 270 miles 5.5 hrs driving ave. 50 mph/hr

To Spa Croft Hotel 3246 / 114.5 Depart Sunny to Thornton To Gt. Ayton Suggits Ices Shop 3269 / 137.7

miles

Home Time Temp Miles 270

Milometer 3556

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September

September

Week 37 2010

Week 38 2010

16 Thursday

Monday 20

Day No. 32

Day No. 33

Time 12.15 Weather Cloudy Dry Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Miles 3556

Trip 424.6

Time 9.35 am

Weather Sunny

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Miles 3719

Trip 587.6

Registration No. WYE 847

Registration No. WYE 847 Goodwood – Southampton direction - M27 To Bristol Centre into National Car Park Wharf side.

Depart 1.30 pm To Goodwood 3557 / 425.2 Petrol at M4 BP Station Last Fill Since last fill Stop at Station to Wash Car

Ltrs. 47.09 Pds 58.34 miles 3580 / 449 Ltrs 22.30 Pds 26.74 miles 3287 / 155.6 miles 293 3.30 pm.,

to Goodwood

1.10 mins hour driving at 10.45 3791 at start 3719 = 72 miles 2 nd hour driving 3855 after above = 64 miles Wife asleep, got her up to 100 no problem at all …..

Stop 12.50 Petrol at 1st M1 Station

Ltrs. 33.41 Pds 40.06 miles 3911 / 77.2

Last Fill

Ltrs 47.09 Pds 58.34 miles 3580 / 449

Since last fill

miles 321

Stop at 12.50 Dep at 13.40 = 50 min stop Home Time Temp Miles 163 Milometer 3719 Including Friday Saturday Sunday local use Accommodation Site to Circuit Car Park / Aston Workshop Stand

M1 to Leeds to A1M to A19 4000 miles turned over at 2.30 pm Leeds Junction 3.31 pm turn off A1 to A19 At Thornton 4.00 pm 4073 miles Depart 4.45 pm to Yarm 5.00 pm 4081 miles Goodwood trip Note … Departed at 3287 Rtn at 4081 = 794 miles Petrol 10.80 Pds 125.14 Depart Yarm 5.45 pm to Newcastle Airport.

Past Teesside Airport - A66 – Haughton – A1M North At Airport Premier Hotel 6.50 pm miles 4134 Dry Sunny Night in Hotel Car Park Home Time Temp Miles 415

Milometer 4234

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September

September Week 38 2010

Week 38 2010

Wednesday 22

21 Tuesday Day No. 34 Time

Day No. 35 Weather Dry Cloudy

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Miles 4134

Trip 002

Time 4.00 Weather

Miles 4203

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Registration No. WYE 847

Registration No. WYE 847 To Teesside Airport – Cleveland Motor Homes Airport Hotel Car park to Beamish Aston Workshop 10.00 am Depart 11.50 miles 4157 to Thorpe Larches Eden Shop 12.20 4185 miles Depart 12.25 to Yarm arrive 12.45 4196 / 69.7 Petrol at Leven Station Last Fill Since last fill

Ltrs. 50.23 Pds 57.21 miles 4200 Ltrs 47.09 Pds 58.34 miles 3911 miles 209

Refurbished In Period Number Plate Fitted Depart 5.40 pm to Masham Pub Hartburn Village Via Long Newton & Elton To Yarm

Wash then to Yarm Home Time 7.40 pm Home Time Temp Miles 69

5.10 pm Milometer

Temp 4203

Miles

16

Milometer 4219

Trip

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September

September

Week 38 2010

Week 38 2010

23 Thursday

Friday 24 Day No. 37

Day No. 36 Time 12.10 pm

Weather

Miles 4219

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Trip 87.9

Time 6.50 pm

Weather Cold Damp

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Registration No. WYE 847

Registration No. WYE 847 To Thornton To Thornton

4225 / 93.2

Depart 2.30 pm to Yarm then to Beamish Time 3.30 pm Eaglescliffe – Thorpe Larches – Sedgfield By Pass – A1M – Chester le St turn off At Aston Workshop 4.25 pm 4269 / 137.1

Depart 8.40 pm to Yarm A1M Sedgfield Thorpe Larches Eaglescliffe Yarm Wet Cold – Heater Good – Rear View Mirror Not Good at night with cars coming up behind.

Home Time 9.40 pm Temp Miles 89 Milometer 4308

To Yarm

Rain at Beamish

To Black Horse

At Yarm 9.40 pm

To The Manor

Home Time 8.15 pm Temp Miles 10

Milometer 4318

Miles 4308 Trip 176.1

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September

THE CROFT TRACK DAY

Week 38 2010

25 Saturday Day No. 38 Time 10.05 Weather Sunny Cloudy cold Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Miles 4318

Registration No. WYE 847

To Thornton 4324 10.20 to Stainton Test Drive with Valerie & Helen - Stainton Return To Yarm / Leven Station

Hemlinton By Pass

Stockesley Road &

Power Wash Wheels and Arches

To Yarm 12.50 pm miles 4336 / 204.3 Depart 4.00 pm to Beamish Eaglescliffe – Thorpe Larches – Sedgfield By Pass – A1M – Chester le St turn off At Aston Workshop 4.47 pm 4375 / 243.1 39 miles Car left at showroom.

Home Time Temp Miles 57

Milometer 4375

This Diary inset concludes ….

1 year and 3 months, July 2009 since collection from previous owner & 1 year and 14 days, since use began

Trip 186.7

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Aston Martin

DB Mk III

Aston Martin

DB Mk III

Chassis No .

AM/300/1815

Chassis No .

AM/300/1815

Registration No. WYE 847

Registration No. WYE 847 Note of Miles Speedo Recorded Miles & Trip meter discrepancy, and Trip down period result in Miles shown are an indication Note of Miles Trip Day Use No. Details Reading Oct 2009 At Collection by AM Works Service Gordon @ 56 Day 2 Newport Pagnell Weybridge & Return 64 Day 3 Newport Pagnell to Yarm Speedo packed in add 192 Day 4 Sunday 25th with RR add Day 5 Yarm to Beamish to Durham to Yarm add Day 6 Yarm to Beamish add March 2010 Day 7 Day 8 Day 9 Day 10 Day 11 May 2010 Day 12 Day 13 Day 14 Day 15 Day 16

Beamish Yarm Yarm Penrith Yarm Yarm Gaydon Yarm Local Local & Beamish

398 791 827

Completed 8 128 200 40 100 40 45 158 393 36 63

total 572

total 890

Miles covered as Noted and totaled is Beamish Newport Pagnell Newport Pagnell Belfry Htl Oxford Htl Blenheim Palace Yarm Yarm Beamish Yarm Yarm Local Yarm Beamish

255 62 282 95 94

total 788

Speedo repaired June 2010 Day 17 Day 18 Day 19 Day 20 Day 21 Day 22 Day 23 Day 24 Day 25 Day 26 Day 27

Note of Miles Mileometer Day Use No. Details Reading Completed September 2101 Day 28 Beamish Yarm 3192 50 Day 29 Local Drive 3211 19 Day 30 District Drive 3286 75 Day 31 To Bristol 3556 270 Day 32 To Goodwood & including 3 days local use 3719 163 Day 33 Goodwood to Yarm to Newcastle 4134 415 Day 34 Newcastle to Yarm & some Local Drive 4203 69 Day 35 Local Drive 4219 16 Day 36 Yarm Beamish Yarm 4308 89 Day 37 Local Drive 4318 10 Day 38 Some local Drive then Beamish Aston Workshop 4375 57 total 1233

Beamish Teesside Local Drive Local Drive Teesside – Portsmouth St. Malo France –Le Mans – St. Pavace Mulsanne – Le Mans – St. Pavace St. Pavace – Le Mans Le Mans – St. Pavace St. Pavace – Caen Local Drive Yarm –Beamish –Yarm- local Yarm – Beamish

793.1 899.8 909.7 243 456.2 557.9 577.2 589.4 29 39 124

106.7 9 334 214 101 21 13 440 10 85 47

Mileage reading does not include mileage covered while Speedo was being Repaired Miles covered as Noted and totaled is 3630 Last Reading was at Car to Beamish 17 June 2010 Day 27 Trip 208 / Mileage 3105

Note of Miles Speedo Recorded Miles & Trip meter discrepancy, Speedo and Trip down period result in Miles shown are an indication, showing some 450 est. short.

1959 - 1962 1st Owner 17982 miles no details 1962 – 1968 Previous Owners No details 1968 - 1969 Previous Owner minimal road use 1969 – 2009 Previous Owner Restoration No road use July 9 2009 - October 2010 ………. As used 4863 miles (recorded 4375)

total 1380

4863

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THE LE MANS TRIP 2010

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THE LE MANS TRIP 2010

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APPENDIX A

The Post War Models up to 1964

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THE DB1

SPECIFICATION

Engine CC

1970cc

Cylinders

4

General

Pushrod o.h.v

Compression Ratio

7.25 to 1

Max Torque

N/A

Power

90 at 4,750 rpm

Transmission Clutch

Borg & Bech sdp

Gearbox

4 speed non synchromesh

Final Drive

Hypoid Bevel

Overall Gear Rations

The initial model manufactured by Aston Martin was a 2 seat Tourer, styled by Frank Feeley and aimed at the export market, particularly America. At the time production was authorised, the WO Bentley designed LB6 engine was not available, and so the Claude Hill designed chassis was mated with his 2 litre 4 cylinder overhead valve engine. They performed well and soon established a reputation for excellent road holding and ride comfort but in David Brown’s opinion, were seriously under powered and were clearly unsuited to the demands of being a top sports racing car. Nevertheless, they were competitive club racing cars over a number of years from 1949 to the mid 1950s. In all 14 of these cars were manufactured.

The chassis carried over the design features of the “Atom” and was fitted with a David Brown gearbox.

Production History

1st

12 to 1

2nd

7.7 to 1

3rd

5.17 to 1

4th

4.1 to 1

Reverse

12 to 1

Suspension Front Type

Independent by twin trailing arms and coil springs

Rear Type

Rigid axle with twin trailing arms and Panhard rod

Brakes

Drum Girling Hydraulic 12 in dia

Wheels

Centre lock 16in

Weight Dry 22.5 cwt Dimensions Length

14ft 8in

Width

5ft 7.5in

Height

4ft 7.5in

First shown at the 1948 Motor Show Chassis numbers AMC48/1 to AMC48/15 Chassis number AMC48/1 was an open 2 seat sports racing car known as the “Spa Special” A total of 14 DB1 Drop Head Coupes were built, production being suspended in 1950 on the introduction

PERFORMANCE

of the DB2.

Not tested and no performance figures are available.

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THE DB2

PRODUCTION HISTORY

Model Series

Years of Manufacture

Number Produced

Chassis No Sequence

Development Cars

1949

4

LMA 49/1 to 49/4

Works Cars

1950

1

LML 50/5

Production Cars

1950 to 1953

Total - 400

LML 50/6 to 50/406

Works Competition

1950

3

LML 50/7 to 9 incls

Engine Development

Cars

LML/50/50 LML/50/55

Saloons

1950 to 1953

302

As above

Drop Head Coupes

1950 to 1953

98

As above

DB 2/4

1952

1

LML50/221

1952/3

2

Special order for

Development Car Coupes

Sir David Brown LML /515 Facel coupe LML/50/335 The DB2 was a defining model for Aston Martin. It confirmed Aston Martin as a design and manufacturer of sporting cars of the highest quality, performance and elegance and has set a standard that Aston Martin has maintained ever since. Launched in 1950, the DB2 brought together the 2.5 litre WO Bentley LB6 engine, the chassis design inherited from the DB1 and a new Frank Feeley styled 2-seat coupe body. It quickly established Aston Martin as a premium sports car manufacturer with a design that rivalled the very best that was available anywhere. Practical design features included an opening bonnet assembly providing unsurpassed access for servicing and repairs. A roadster variant was available by early 1951. The DB2 continued in production until 1953, when superseded by the DB2/4. A Vantage version with a higher compression and bigger valves was available which increased power from the standard 105 to 125 bhp.

The Body was made in house at Feltham and featured a split windscreen. Body panels were fabricated in aluminium. The chassis was manufactured at Farsley in Yorkshire by a David Brown subsidiary company.

The David Brown 4 speed gearbox featured synchromesh in 2nd, 3rd and 4th. Coil sprung all round, the car featured trailing arm front suspension and at the rear twin trailing arms and a Panhard rod located the rear axle. Lever arm dampers were used front and rear.

The engine featured an unusual design with a barrel crankcase with the 4 main bearings being contained in cheeses bolted around the crankshaft. Wet cylinder liners were located into seats in the crankcase around their base. The cylinder head featured twin overhead camshafts and hemispherical combustion chambers.

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SPECIFICATION

PERFORMANCE

Max Speed

Engine CC

2580cc

Cylinders

6

General

Dohc – twin 1.5 in SUs

Compression Ratio

6.5 to 1

Max Torque

125 lb ft at 3,100 rpm

Power

105 bhp net at 5,000 rpm

Transmission Clutch

single dry plate mechanically operated

Gearbox

4 spd syncromesh on 2nd, 3rd and top

Final Drive

Hypoid bevel 3.77 to 1

Overall Gear Rations 1st

11.03 : 1

2nd

7.05 : 1

3rd

4.75 :1

4th

3.77 :1

Reverse

11.03 :1

Suspension Front Type

Independent by twin trailing arms and coil springs

Rear Type

Rigid axle with twin trailing arms and Panhard rod

Brakes Front

Drum 12in

Rear

Drum 12in

Wheels 16in 6.00 16 tyres Weight 21.9 cwt net Dimensions Length

13 ft 7in

Width

5 ft 5in

Height

4 ft 6in

116 mph Acceleration 0 – 30 mph

4.1 secs

0 - 60 mph

11.2 secs

0 – 100 mph

34.5 secs

40 – 60 mph

9.4 secs in top

50 – 70 mph

9.9 secs in top

Standing Quarter

18.5 secs

Fuel Consumption Touring

24 mpg

Overall

20 mpg

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THE DB2/4

PRODUCTION HISTORY

Model Series

Years of Manufacture

Number Produced

Chassis No Sequence

DB 2/4 Total Production

1953 to 1955

564

LML /501 to LML/1065

DB 2/4 Saloons

1953 to 1955

462

LML/501 to LML1065

DB2/4 Drop Head

1953 to 1955

102

1953 to 1954

14

Coupes DB2/4

8 Bertone bodied

Special Order Externally

LML/762 plus others

Externally Bodied Cars

1 Vignale LML/802 1 Alemano LML/761 4 others

DB 2/4 Mk2 Total

1955 to 1957

199

AML300/1101 to AML300/1299

DB2/4 Mk2 Saloons

1955 to 1957

145

DB2/4 Mk2

1955 to 1955

16

Fixed Coupes

1955 to 1957

34

DB2/4 Mk2

1956

3

Drop Heads

The DB2/4 was launched in October 1953. In response to customer demand, the DB2 had been modified with a one-piece windscreen; there was a higher roofline and rear set accommodation to create a car in the 2 plus 2 form. At the same time, the opening rear window provided access to a large area behind the rear seat squab, and thus created a very practical hatch back and making it a thoroughly practical car for the sporting owner with a family. The LB6 engine was carried over from the DB2. Weight increased but so did the power output from the engine, which rose to 140bhp. Extras included twin exhaust pipes. It was available in drop head form in 1954. The Body was manufactured under sub contract to Mulliners in Birmingham who had available capacity at the time. Among unusual features was a one piece aluminium casting for the Body sill and A Post.

In 1956, the DB2/4 was given a facelift and became known as the DB2/4 Mk2, with a revised opening bonnet assembly, chrome flashes, and minor control modifications. The major change, however, was that body manufacture was entrusted to Tickfords at Newport Pagnell. A saloon configuration was offered for sale with a conventional boot. The drop head variant continued as before. The sill design was changed and sills were now steel fabrications. The engine specification continued unaltered, but a special series engine with yet bigger valves and higher lift and wilder camshafts was offered as an extra which increased power yet again to a claimed 165 bhp.

Special Order Development

Touring 3 Open Spyders

1956

1

AML 300/1185 1 DB4 development car

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SPECIFICATION

PERFORMANCE

Max Speed

Engine CC

2,922 cc

Cylinders

6

General

Dohc – twin 1.5 in HD 6 SUs

Compression Ratio

8.2 to 1

Max Torque

178 lb ft at 3,100 rpm

Power

140 bhp net at 5,000 rpm

Transmission Clutch

single dry plate mechanically operated

Gearbox

4 spd syncromesh on 2nd, 3rd and top

Final Drive

Hypoid bevel 3.77 to 1

Overall Gear Rations 1st

10.9 :1

2nd

7.38 :1

3rd

4.96 :1

4th

3.73 :1

Reverse

10.9 :1

Suspension Front Type

Independent by twin trailing arms and coil springs

Rear Type

Rigid axle with twin trailing arms and Panhard rod

Brakes Front

Drum 12in hydraulic

Rear

Drum 12in hydraulic

Wheels 16in 6.00 16 tyres Weight 25 cwt net Dimensions Length

14 ft 1in

Width

5 ft 5 in

Height

4 ft 6in

118 mph Acceleration 0 – 30 mph

3.8 secs

0 - 60 mph

11.1 secs

0 – 100 mph

31.7 secs

40 – 60 mph

7.9 secs in top

50 – 70 mph

8.0 secs in top

Standing Quarter

17.9 secs

Fuel Consumption Touring

23 mpg

Overall

20 mpg

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DB2/4 MKIII

PRODUCTION HISTORY

Model Series

Years of Manufacture

Number Produced

Chassis No Sequence

DB Mk III

1957 to 1959

550

AM300/3A/1300 to

Total Production

AM300/3/1850

DB Mk III Saloons

1957 to 1959

459

DB Mk III

1957 to 1959

85

1957 to 1959

5

1957

1

Drop Head Coupe DB Mk III Fixed Head Coupe Prototypes

AM300/3A/1300 Mk III development car

Special Bodies

1960

2

AM300/3/1399 & 1400 2 chassis sent to Bertone and delivered back to Aston Martin in 1960 – Fate unknown

The DB2/4 was never intended to be anything other than a stop gap model while the DB4 design and development programme continued. By late 1956, it was clear that sales of the DB2/4 were flagging, particularly in some of the key overseas markets and a new model was urgently required. To keep production viable, it became imperative to yet further revise the DB2/4 and to provide, in line with customer expectations for greater comfort, improved seating and ventilation arrangement. Inevitably this led to increased weight and with it a requirement to revise the engine specification to yet again increase power. At the same time, Tadek Marek redesigned the LB6 engine cylinder block to change the position of the wet cylinder liner seats from the base to the top, thereby radically simplifying assembly; he increased oil pump capacity, and a heavily revised cylinder head with bigger valve seats and improved porting derived from racing experience was introduced. The new engine, known as the DBA, produced in standard form 162 bhp; in twin exhaust form 178 bhp; and in DBD tune as a special series engine, a third carburettor was added yet further increasing power to 180 bhp.

The body was revised and introduced a grill shape emulating the design of the DB3S, but in most other respects remained the same as the DB2/4 Mk 2. The grill shape has been a defining feature of Aston Martin ever since. The dashboard was revised with instruments now being clustered around the steering wheel.

An overdrive was offered as an extra for the first time and at least one car was sold with an automatic gearbox.

The suspension was carried over from the DB2/4 Mk2 but for the first time front disc brakes were offered.

The saloon and drop head variants continued to be offered.

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SPECIFICATION

PERFORMANCE

Max Speed

Engine CC

2,922 cc

Cylinders

6

General

Dohc – twin 1.5 in SUs

Compression Ratio

8.2 to 1

Max Torque

180 lb ft at 4,000 rpm

Power

162 bhp net at 5,500 rpm (178 bhp with optional twin exhaust)

Transmission Clutch

single dry plate hydraulically operated

Gearbox

4 spd syncromesh on 2nd, 3rd and top

Final Drive

Hypoid bevel 3.77 to 1

Overall Gear Rations 1st

11.0 :1

2nd

7.45 :1

3rd

5.01 :1

4th

3.77 :1

O/D

2.93 :1

Reverse

11.0 :1

Suspension Front Type

Independent by twin trailing arms and coil springs

Rear Type

Rigid axle with twin trailing arms and Panhard rod

Brakes Front

Drum 12in hydraulic

Rear

Drum 12in hydraulic

Wheels 16in 6.00 16 tyres Weight 27 cwt net Dimensions Length

14 ft 4in

Width

5 ft 5 in

Height

4 ft 6in

118 mph Acceleration 0 – 30 mph

3.8 secs

0 - 60 mph

11.1 secs

0 – 100 mph

31.7 secs

40 – 60 mph

7.9 secs in top

50 – 70 mph

8.0 secs in top

Standing Quarter

17.9 secs

Fuel Consumption Touring

23 mpg

Overall

20 mpg

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DB 4

PRODUCTION HISTORY

Model Series

Years of Manufacture

Number Produced

Chassis No Sequence

DB4 all series (excls

1958 to 1963

1,110

DB4/101/R to

DB4 GT and variants)

DB4/995/R and DB4/1001/L to DB4/1215/L

DB4 GT (all variants)

1959 to 1963

95

DB4/GT/0101/L to DB4/GT/0201/L excepting 0192 and 0194 to 0198

DB4 Series1

1959

150

DB4/101/R to DB4/250/L

DB4 Series 2

1960 to 1961

350

DB4/251/L to DB4/600/R

DB4 Series 3

1961

165

DB4/601/R to DB4/765/R

DB4 Series 4

1961 to 1962

230

DB4/766/R to DB4/950/R

The DB4 was announced and exhibited for the first time at the London Motor Show in October 1958.

It caused a sensation for it was a complete break from previous worthy but uninspired design that

DB4 Series 4 Vantage

1962

45

DB4/951 to DB4/995/R

characterised British car design in the late 40’s and 50’s. It promised performance unmatched by any series

– all with special

production car when it was launched. Pitched at a price that significantly undercut its Italian competitors, it

series engines

would have sold in great numbers if only Aston Martin could manufacture them. In fact full scale production

DB4 Series 5

1962 to 1963

145

really only got underway in the latter stages of 1959 and early 1960, and with evidence that suggested rushed

DB4/1050/R &

development and some worrying systemic engine problems that caused Aston Martin much grief and not at

DB4/1176/R to

little cost.

DB4/1215/L

Nevertheless, its 3.7 litre engine was smooth, torquey, powerful and sporting. All alloy, it was also reasonably

DB4 Series 4

light. It had a massively strong crankshaft, allied to a generous sized 7 bearing crankcase and journals.

Convertibles

Wet linered, it was fitted with an all alloy cylinder head, hemispherical combustion chambers allied to twin overhead camshafts with considerable development potential. Much of the early unreliability came from the consequences of heat expansion causing the main bearing clearances to increase with consequent loss

DB4 Series 5

1961 to 1962

30

DB4C/1051/R to DB4C/1080

1962 to 1963

40

Convertibles

DB4C/1081/L to DB4C/1110/L & DB4C/1176/R to

of oil pressure leading to bearing damage. Over time, the optimal main bearing clearance became established

DB4C/1175/L

and with it, better oil cooling, an improved oil pump and a massive increase in sump capacity ultimately led to an engine that could be thrashed like no other.

DB/1001/R to

DB4 GT Coupe

1959 to 1963

75

DB4GT/0101 to 0201 excepting 0192 &

It was allied to an uprated David Brown 4 speed all synchromesh gearbox. Overdrive was an optional extra.

0194-0198

It was given all wishbone front suspension allied to rack and pinion steering. The rigid axle was located with twin trailing arms and a watts linkage. The DB 4 was one of the very first models to feature disc brakes all round.

Retaining the dashboard inherited from the DB 2/4Mk3, the seats were a major improvement in both comfort and ease of adjustment.

DB4 GT Zagato

1961 to 1962

19

DB4GT/0176/R to 0191

DB4 GT Bertone Jet

1962

1

DB4 GT/0201/L

DB4 GT Zagato

1991

6

DB4GT/0192 & 0196 –

Sanction II & III

0198 plus Sanction III DB4/344/R & DB4/424/R All bodied

by ZAGATO Italy.

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SPECIFICATION

PERFORMANCE

Max Speed

Engine CC

3,670 cc

Cylinders

6

General

Dohc – twin 2 in HD8 SUs

Compression Ratio

8.2 to 1

Max Torque

240 lb ft at 4,250 rpm

Power

240 bhp net at 5,500 rpm (DB4 GT with triple Weber – 302 bhp net at 6,000 rpm)

Transmission Clutch

single dry plate hydraulically operated

Gearbox

4 spd all syncromesh

Final Drive

Hypoid bevel 3.31 to 1

Overall Gear Rations 1st

9.67 :1

2nd

6.14 :1

3rd

4.14 :1

4th

3.31 :1

Reverse

9.67 :1

Suspension Front Type

Independent by double wishbone and anti roll bar

Rear Type

Rigid axle with twin trailing arms and Watts linkage

Brakes Front

Disc 11.5in hydraulic (Dunlop 2 pot)

Rear

Disc 11.2in hydraulic (Dunlop 2 pot)

Wheels 16 in with 6.00 16in tyres Weight 27.4 cwt net Dimensions Length

14 ft 9in

Width

5 ft 6in

Height

4 ft 4in

141 mph Acceleration 0 – 30 mph

3.5 secs

0 - 60 mph

8.5 secs

0 – 100 mph

21.7 secs

40 – 60 mph

8.9 secs in top

50 – 70 mph

8.7 secs in top

Standing Quarter

16.1 secs

Fuel Consumption Touring

18 mpg

Overall

16 mpg

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DB5

PRODUCTION HISTORY

Model Series

Years of Manufacture

Number Produced

Chassis No Sequence

DB5 all variants

1963 to 1965

1019

DB5C/1251/R to DB5/2275/L excepting 2021, 2094, 2124 & 2125

DB5 Saloons

1963 to 1965

896

DB5/1301/L to DB5/1500/R & DB5/1526/R to DB5/1900/R & DB5/1926/R to DB5/2100/R

DB5 Convertibles

1963 to 1965

123

DB5C/1251/L to DB5C/1300/R & DB5C/1501/R to DB5C/1525/R & DB5C/1901/L to DB5C/1925/R

The model incorporated a long list of minor improvements inherited from the DB4. It introduced the 4 litre engine, a higher equipment specification and an alternator, one of the first applications in a production car.

Divided brake circuits and uprated brakes also arrived with the DB5. It standardised the cowled headlamps, first seen with the DB4 GT. It also came with an oil cooler as standard.

When first announced, the only transmission option available was the 4 speed David Brown gearbox carried over from the DB4. Within a few months of introduction, it was announced that henceforward, cars would be equipped with a 5 speed ZF gearbox as standard. A 3-speed Borg Warner auto was available to order at additional cost.

Apart from being, in many eyes, the model of choice for anyone wishing to own a DB4, 5 or 6, the key event that was to set the DB5 aside from all others was the James Bond connection. In today’s internet dominated environment, it is easy to forget the impact that the Goldfinger DB5 with its ejector seat, smoke generator, machine guns and extendable tyre and body shredders had on every hot blooded car enthusiast and small boy in 1964. With Aston Martin now connected irrevocably and permanently to James Bond, the demand for Bond car replicas will remain and with it, a cache that no amount of money could buy today.

Despite this, the DB5 deserves its place as one of the great sports GT cars of its period. It had all the right ingredients, rarity, speed and an integrity and quality that ooze out of every pore; handling that was very good and an ability to take 2 people very quickly and comfortably across the continent. It has an expensive and sophisticated sounding engine, which is very powerful but also flexible and which is unique to Aston Martin.

While British to a tee, it has that rare quality that is exclusive and expensive yet would blend within any location from the poorest to the most fashionable anywhere on the globe. It is a combination of qualities that with few exceptions, Aston Martin has preserved in a way no other marque has equalled ever since.

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SPECIFICATION

PERFORMANCE

Max Speed

Engine CC

3,995 cc

Cylinders

6

General

Dohc triple 2in HD8 SU (optional triple Weber 45 DCOE 9)

Compression Ratio

8.9 to 1 (Vantage 9.00 to 1)

Max Torque

280 lbft at 4,500 rpm (Vantage 290 at 4,500)

Power

282 bhp net at 5,500 rpm (Vantage 302 bhp and 5,500 rpm)

Transmission Clutch

Single dry plate Laycock hydraulic

Gearbox

5spd all Synchromesh

Final Drive

Hypoid 3.77 to 1 later 3.73 to 1

Overall Gear Rations 1st

10.18 :1

2nd

6.64 :1

3rd

4.64 :1

4th

3.77 ;1

Reverse

3.14 ;1

Suspension Front Type

Independent by double wishbone and anti roll bar

Rear Type

Rigid axle with twin trailing arms and Watts linkage

Brakes Front

11.5in Disc Girling 3 pot

Rear

10.8in Disc Girling 3 pot

Wheels 15 in 6.70 15 Tyres Weight 29.6 cwt net Dimensions Length

15 ft 2in

Width

5 ft 6in

Height

4 ft 4.5in

143 mph Acceleration 0 – 30 mph

3.4 secs

0 - 60 mph

8.1 secs

0 – 100 mph

25.7 secs

40 – 60 mph

6.9 in 4th gear, 9.3 in 5th gear

50 – 70 mph

6.9 in 4th gear, 9.3 in 5th gear

Standing Quarter

16.0

Fuel Consumption Touring

18 mpg

Overall

15 mpg

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APPENDIX B

Letters etc.

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APPENDIX C

Restoration Notes

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THE AFRICORE MINING COMPANY 49/ BERKELEY SQUARE. LONDON.W.I.

GUARANTEED ISSUED : - 24.4.59 DELIVERED :AGENT :-

PARTICULARS TYPE ENGINE NO. CHASSIS NO. CARBURETTOR DYNAMO STARTER GEAR BOX SPEEDO GEARS REAR AXLE RATIO SHOCK ABSORBERS FOG LAMPS CIGAR LIGHTER SPEEDOMETER PLUGS TYRES BODY TYPE BODY MANUFACT. BODY NO. BODY COLOUR TRIMING HOOD and COVER SLIDING ROOF WIRELESS HEATER REAR AXLE NO. BATTERY NO. KEY NO.

Car No.

Date

Service work

Reg. No.

4.5.59 4.5.59

R.1665 1st Service carried out. Oil filter changed.

CR.96815 Engine tuned, set of 75 plugs fitted.

Clutch toggle arms oiled.

Broken wire on heater switch repaired.

Brake pads and linings cleaned up.

Rear shoes set up. Rattle from nearside door rectified.

GURANTEE EXPIRES :- 23.4.60

24.4.59

SHIPPED :-

DIRECT 24.4.59

YEAR OF MANUFACTURE :-

16.6.59

B58/450 M12- 10 FP. 737 Front Disc Brakes, rear Alfin drums.

Mileage 633

16.6.59

14.7.59

GR 96815.Oil in speedometer attended to. Radio rectified.

21.9.59

R.2108. Plus cleaned and reset. Points cleaned and adjusted.

Petrol filters and carburettors cleaned. Engine refilled with XXL. New cleaning element fitted. Engine tuned.

Clutch pedal mechanism and brakes adjusted.

1 new Windscreen wiper blade fitted to nearside.

Gearbox and rear axle oils changed.

Oils in steering box and front suspension checked.

Chassis points greased and lubricated.

Shock absorbers, brake and clutch reservoir and battery topped.

Mileage 10061

21.9.59

GR 96815. 1st gear and layshaft changed.

Radio rectified by Engineers.

Nearside door rattles rectified.

Trim on nearside of boot re – stuck.

3.77 :1 ARMSTRONG

SMITHS KL.F.100 SINGLE POINT 14 mm AVON TURBO SPEED SALOON TICKFORD T.S. 548 SEA GREEN MANFRS I.CI. M035-2557 OFF WHITE MANFRS CONOLLY VM. 3323

Mileage 633.

R.1608. 2nd Service carried out. Engine refilled with XXL G.P. digits fitted.

Radio fitted.

Mileage 6954 GR 96815. Engine checked and tuned.

Head lamp and flasher switches changed.

Boot lid rectified.

Mileage 3954

PARTICULARS OF NON-STANDARD EQUIPMENT3 ASTON MARTIN DB MK.III DBA/1404 AM.300/3/1815 RHD TWIN S.U. HV 6 LUCAS LUCAS DBCW/S/396

Car No. AM/300/1815

9.11.59

Mileage 5793

Mileage 10061

R.2273. Plugs cleaned and reset. Points cleaned and adjusted.

Petrol filters and carburettors cleaned.

Engine tuned.

3 wheels rebalanced after fitting new Tyres.

Heater attended to and controls adjusted.

New wiper blade and arm fitted to drivers side of windscreen.

(Replacement speedometer and cable fitted FOC) Mileage 1149

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Date

Service work

Car No. AM/300/1815

14.3.60

R2668 Timing chains adjusted. Plugs cleaned & reset. New contact set fitted to Distributor Cap segments cleaned.

Petrol filters & Carbs; cleaned.

Engine refilled with shell X100 30 SAE. Engine tuned.

G/Box & R/Axle oils changed.

Oils in steering box & front suspension checked.

Chassis points Greased & lubricated.

S/A’s brake & clutch rest & battery topped.

H/Brake adjusted.

N/S door rectified. Rattles from boot lid attended to.

Exit; paint- work cleaned & wax polished.

Mileage 6082 R.2975 Plugs cleaned & adjusted. Points cleaned & reset.

New seals fitted to front & r/of both camshafts. New gaskets fitted.

Sticking accelerator attended to.

R/Brake shoes relined. New set of front brake pad assemblies fitted.

Wheels rebalanced after fitting new tyres and tubes.

Brakes bled. R/Brakes adjusted.

New N/S/R/ axle shaft oil seal fitted.

Hub bearings shimmed & adjusted.

G/Box tunneling red-drilled for radio controls.

New H/lamp flasher switch assy; fitted.

New bulb fitted to rev. counter panel light.

Mileage 11286

19.9.60

R.3328. Plugs cleaned & reset. Points cleaned & adjusted.

Cap segments cleaned.

Engine refilled with XXL. Engine tuned. Brake linings cleaned up on bench.

R/Brake shoe expanders freed off & lubricated. New H/Brake cable assy; fitted. Braking system bled. R/brakes adjusted.

New thrust finger fitted to clutch slave cyl; Oils in G/Box, R/axle, steering box & front suspension checked.

Full lubrication service carried out.

Bootlid & N/S door attended to.

Mileage 17473

Date

Service work

Car No. AM300/3/1815

17.11.60

R.3445. Repairs carried out due to accident.

17.11.60

R.6445/1. Plugs cleaned & reset.

Cap segments & rotor striker cleaned.

Points cleaned & adjusted.

Petrol filters & Carbs cleaned.

New jet tubes & needles fitted.

Float levels reset.

Engine tuned.

New steering box oil seal fitted.

Bearings shimmed & adjusted.

Bix refilled with oil.

New silencer fitted.

1 new bolt fitted to Prop Shaft coupling & remaining bolts tightened.

Spare wheel tray freed off & adjusted.

New bolt fitted to boot lid stay.

Screws on W/screen washer jets.

Changed. New N/S Int. Light fitted.

Various body Rects, carried out.

Car re–cellulosed Snow shadow Grey.

Mileage 17982.

05.01.61

R.3720. Battery and terminals cleaned.

Operation of petrol pumps checked. Petrol gauge checked and calibrated.

Wheels re-balanced after Fitting 5 new Dunlop tyres.

Boot lock & control cable adjusted.

Mileage 17982.

Mileage 17982

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A Living Legend Production from Aston Workshop Produced for Ronald D. Powell owner DB MKIII WYE 847

by Clive Dickinson and Quentin Parker www.aston.co.uk 0044 1207 233 525