Aston Martin AR1, Cygnet, DB, DB9, DBS User Manual

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ASTON MARTIN

A PRODUCT OVERVIEW

Part lV

Baby Astons

Casino Royale

Bibliography

With thanks to

Aston Martin V8 Michael Bowler Cadogan Publishing

Aston Martin & Lagonda David G Styles The Crowwood Press

Aston Martin Buyers Guide Paul R Woudenberg Motorbooks International

Aston Martin V8s F Wilson McComb Osprey Auto History

Aston Martin Gold Portfolio R M Clarke Brooklands Books

Aston Martin Road Tests Adrian Feather The Scolar Press

Aston Martin Dudley Coram Motor Racing Publications

AMOC Registers AMOC

The Most Famous Car David Worrall Solo Publishing in the World

Aston Journal of the Aston Aston Martin Heritage Martin Heritage Trust Trust

Power, Beauty and Soul David Dowsey Peleus Press

www.astonmartin.com

I have been working in the world of Aston Martin for the past 25 years. I came upon the marque in my general course of business in the motor trade and have become as enthusiastic as my customers about Aston Martin and their products.

My son Matthew and I with my first Aston Martin

There is an aura about Aston Martin, a heritage far beyond simple statistics. Winning at Le Mans, victory in the World Sportscar Championship, the Zagatos and Royal patronage would be enough for any car manufacturer. Aston Martin goes beyond that – every car has its character and every owner, real pride in his or her car.

Any market place has pitfalls for the unwary and opportunities for the unscrupulous. What I have tried to produce is an overview of Aston Martin cars that can act as an introduction to the marque. It is my view, coloured by my experiences and the use of my library of Aston Martin books as a reference. Most of the Aston Martin photos are from my own archive and I have been fortunate enough to enjoy handling each of these glorious cars.

This may represent your first foray into the world of Aston Martin; it may supplement your own knowledge. Whatever your point of reference, I hope this overview adds to your enjoyment.

Philip Jones Byron International

ASTON MARTIN DB7

Production dates: October 1994 – April 1999 Top Speed: 157 mph Acceleration: 0 – 60 mph 5.8 secs 0 – 100 mph 14.4 secs Chassis numbers: SCFAA111VK 100001 - 102703 Length 182.3 inches (4631mm) Width 71.6 inches (1820 mm) Height 50 inches (1268 mm) Ground clearance Track Front 60 inches (1524 mm)

Rear 60.2 inches (1530 mm)

Wheelbase 102 inches (2591 mm) Turning circle Dry weight 3,797 pounds (1,725 Kg) Engine 3.2 straight six supercharged Capacity 3228 cc Cylinder bore 91mm (stroke 83 mm) Compression ratio 8.3:1 Power output 335 bhp @ 5,600 rpm Fuel Injection: Zytec electronic multi-point sequential Chassis All steel semi-monocoque with steel panels

Composite bonnet, front wings, sill and boot lid Transmission Getrag 5 speed gearbox 4 speed GM Automatic option

Clutch Hydraulically operated Front suspension Independent, unequal length wishbones with anti dive geometry

Coils springs over telescopic dampers, anti roll bar Rear suspension Independent wishbone with drive shaft as upper link Longitudinal control arms, coil springs over telescopic dampers

Steering Power assisted rack and pinion Brakes Teves anti lock control

Front 11.2” discs (285mm) Back 11.6” discs (295mm)

1995 Aston Martin DB7

Chassis No: SCFAA1115SK 100165

Aston Martin had always looked to the support of its shareholders but economic conditions of the early 1980’s meant that for a change, Newport Pagnell was propping up its shareholders’ businesses. Up to 1987 there had been a number of changes in stockholdings but it was in that year that, Victor Gauntlett had realised that with ever more stringent legislation on automotive production, exhaust emissions and type approval, Aston Martin needed a more stable financial platform and assistance in research and development. Later that year, the announcement was made that Ford had acquired 75% of Aston Martin Lagonda with Gauntlett remaining as Chairman and retaining 12 ½ % equity with the remaining 12 ½ % in the hands of Peter Livanos.

In 1990, Victor Gauntlett had instigated thoughts of a “small” Aston Martin but had departed for pastures new before that idea came to fruition on the company’s stand at the 1993 Geneva Motor Show under the direction of Ford’s Walter Hayes. In deference to the new Life President it was named the DB7 and was a truly collaborative success.

Walter Hayes had persuaded a reluctant Ford board to invest in the project and he had been able to call on Ford expertise and resource to bolster the Aston Martin engineers. Utilising the old Jaguar XJ220 factory at Bloxham, Aston Martin Oxford Limited, a joint venture with Tom Walkinshaw, became the home of the new car. Tom was also instrumental in the design of the car insofar as a young Scottish designer had left Ford in 1990 and become General Manager and Chief Designer for TWR’s design studios. That designer was Ian Callum and he was tasked to design the new small Aston.

The designer claimed that the design processes leading up to the DB7 owed their generation to his childhood when a family friend had a DB4. The brief was that the car had to be clearly a 1990’s car whilst paying due homage to the DB heritage. Callum grew to understand that the old DB’s looked the way they did because the cabin got narrower as it gets towards the tail. Combining these design cues with a muscularity in the rear wings, shaping of the body corners and giving the car a long raking backlight delivered a car that, whilst a little wider than the DB6, was virtually identical in overall length.

Ian Callum described the old Aston Martin grille as having facial characteristics, “....a contented,

elegant, slightly arrogant smile that no other car could ever have. Its pure James Bond... It’s Sean Connery, that car!” But Aston Martin heritage isn’t Bond, it’s racing – what was needed was a very elegant, very simple design.

1996 Aston Martin DB7

Chassis No: SCFAA111XVK101218

Callum knew there was no place for “hair shirt nostalgia” on the interior. However, Walter Hayes rejected the first efforts as too stark and by blending a combination of traditional veneers and softer colours, the final effect was traditional Aston Martin in the shell of a modern sports car. When you sank into the hand sewn Connolly hide, you had to have an emotional vista – as Ian Callum concluded, “..why should people on the outside have the best view of it.

ASTON MARTIN DB7 VOLANTE

Production dates: October 1996 – 2003 Top Speed: 152 mph Acceleration: 0 – 60 mph 6.5 secs 0 – 100 mph 17.6 secs Chassis numbers: SCFAA311 – TK 201001 Length 184 inches (4646mm) Width 72 inches (1830 mm) Height 49 ½ inches (1260 mm) Ground clearance Track Front 60 inches (1524 mm)

Rear 60.2 inches (1530 mm)

Wheelbase 102 inches (2591 mm) Turning circle Dry weight 4,132 pounds (1,875 Kg) Engine 3.2 straight six supercharged Capacity 3228 cc Cylinder bore 91mm (stroke 83 mm) Compression ratio 8.3:1 Power output 335 bhp @ 5,600 rpm Fuel Injection: Zytec electronic multi-point sequential Chassis All steel semi-monocoque with steel panels

Composite bonnet, front wings, sill and boot lid Transmission Getrag 5 speed gearbox 4 speed GM Automatic option

Clutch Hydraulically operated Front suspension Independent, unequal length wishbones with anti dive geometry

Coils springs over telescopic dampers, anti roll bar Rear suspension Independent wishbone with drive shaft as upper link Longitudinal control arms, coil springs over telescopic dampers

Steering Power assisted rack and pinion Brakes Teves anti lock control

Front 11.2” discs (285mm) Back 11.6” discs (295mm)

1997 Aston Martin DB7 Volante

Chassis No: SCFAA3117VK 201479

The Volante soft top version of the DB7 was planned from the beginning and the development of a dedicated convertible design began once the form of the coupe had been established. But the two cars were treated as separate entities with no thought of compromise.

“We actually clay modelled the raised roof” recalled Ian Callum in a recent interview, “and I worked closely with the trimmers at Aston Martin to learn the constraints coming from the hood material and the folding mechanism, and to ensure that the hood had the correct form. The skills of the trimmers ensured that the silhouette of the raised roof reflects the purity and elegance that characterised the rest of the car.”

The end result is that, from the edge of the doors forward, the Volante is virtually identical to the coupe. However the rear panels are redesigned to produce a shape with a longer boot lid and stowage space for the hood, though this was not designed to fold out of sight. What was out of sight was the extra stiffening and the strengthening of the screen surround which delivered some degree of roll over protection.

To satisfy US type approval, a larger rear bumper was fitted pushing the overall length up by 3 inches. The tailored hood was operated by electric controls and the overall weight of the car raised a total of 150 kilograms. So in spite of the otherwise unchanged specification (no rear anti roll bar) slower acceleration and lower top speeds resulted.

The construction of the DB7 was a departure from established Aston Martin practice. Rather than the traditional hand-made aluminium skin attached to a steel platform, the new car had a steel semimonocoque bodyshell with steel panels together with composite bonnet, sills and boot lid.

The bodies were made in Coventry and then sent to Rolls Royce in Crewe for painting and finally to the new facility at Bloxham where engines, running gear and interior trims were fitted. The installation of a new paint plant at Bloxham in 2000 shortened that production process and put Aston Martin in closer control.

The light alloy, twin camshaft supercharged straight six engine had four valves per cylinder while the Eaton (Roots type) supercharger ran off a multi grooved flat belt. The engine was designed to run on unleaded petrol and to meet the emission standards anywhere in the world.

It developed 335bhp at 5600 rpm and driving through a 5 speed Getrag gearbox gave a top speed of 157 mph to go with a sub six second zero to sixty miles per hour.

The resources that Walter Hayes was able to bring to the development of the DB7 made it probably the best tested and prepared car ever from Aston Martin. Its early announcement and presentation at Geneva in March 1993 allowed the car to be seen in public during its crucial final development phase. It meant that a total of 30 prototypes were driven in every condition from the heat of Arizona to the cold of snow driven Scandinavia.

When originally shown the car was presented with a Targa top – it was more of a removable sunroof panel with its own carrying case with the main roof structure in place when it was removed. However, research, of customers’ opinion, showed that good air conditioning was preferred on a coupe with a genuine soft top requested by the fresh air fanatics.

Inevitably, it was not long before lure of performance and product development saw the first departure from the standard production car. It was conceived as a plan to develop a single make racing series and Prodrive, the race and rally specialists were asked to develop two prototypes.

ASTON MARTIN DB7 VANTAGE

Production dates: March 1999 August 2003 Top Speed: 185 mph Acceleration: 0 – 60 mph 5.2 secs 0 – 100 mph 11.9 secs Chassis numbers: SCFAB121 – XK 300001-304458 Length 184 inches (4666mm) Width 72 inches (1830 mm) Height 48 inches (1238 mm) Ground clearance Track Front 60 inches (1524 mm)

Rear 60.2 inches (1530 mm)

Wheelbase 102 inches (2591 mm) Turning circle Dry weight 3,916 pounds (1,780 Kg) Engine 6.0 litre V12 Capacity 5935 cc Cylinder bore 89 mm (stroke 79.5 mm) Compression ratio 10.3:1 Power output 420 bhp @ 6,000 rpm Fuel Injection: Electronic multi-point sequential with Visteon EEC V

Transistorised engine management Chassis All steel semi-monocoque with steel panels Composite bonnet, front wings, sill and boot lid Transmission Tremex 6 speed gearbox 5 speed ZF Automatic option with traction control

Clutch Hydraulically operated twin plate Front suspension Independent, unequal length wishbones with anti dive geometry

Ball jointed kingpins Coils springs over telescopic dampers, anti roll bar Rear suspension Independent wishbone with drive shaft as upper link Longitudinal control arms, coil springs over telescopic dampers

Steering Power assisted rack and pinion Brakes Brembo brake system with Teves anti lock control

Front 14” discs (355mm) Ventilated, cross drilled steel Back 11.6” discs (295mm) Ventilated

1999 Aston Martin DB7 Vantage Automatic

Chassis No: SCFAB123XYK 300128

Prodrive took two cars and undertook a weight loss exercise – all electrical controls for windows and seats were lost as was the glass in the side windows – lightweight aluminium window frames held acrylic sheets instead. Aluminium radiators were introduced while TWR further enhanced the engine performance by 50 bhp and a new gearbox and clutch were fitted to absorb the power. Unfortunately there was insufficient interest in a one make series and the completed cars found their way to “gentleman racers”.

Around 1998 there was collaboration with Alfred Dunhill adding luxury Dunhill items and accessories to the car and resulted in some 79 cars being marketed. Aston Martin Sales in Mayfair also instigated a “special”known as the DB7GTS ll with a number of cosmetic feature differences, but there was still a performance focus at Aston Martin that lead to Project Vantage.

This was a show car that surfaced at the Detroit Motor Show in 1998 and reflected designer Ian Callum’s desire to put the car, and Aston Martin, back into the muscle car league. Featuring aluminium extrusions bonded together with carbon fibre mouldings to create a chassis platform and wheels pushed as far out of the wheel arches as possible – the car made use of V12 power and added items like a paddle shift gearbox. It was very much a precursor to the 1999 Geneva Motor Show when Aston Martin launched their new car – the DB7 Vantage.

The only shared item with Project vantage was the V12 engine, but the new model was still a stunning car. The 48 valve, all alloy 60 degree V12 had been developed by Cosworth and forged in their foundry. It incorporated the latest Formula 1 technology and had a Visteon engine management system capable of processing 1.6 million commands per second.

The car, like the original DB7, had been subjected to a rigorous test programme – not for Aston Martin of the ‘90’s was there to be discoveries about high speed engine problems as they had experienced in the 1960’s with the DB4. The DB7 Vantage had a high speed durability test running for 48 hours continuously at 165 mph in hot mid-summer in Southern Europe. The new engine produced a massive 420 bhp and a performance potential of over 180 mph and there had to be other areas of development in the car. The Brembo brakes, run through a Teves four channel antilock braking system, had ventilated, cross drilled front discs of 14” diameter.

Special 15 inch alloy wheels were specially developed with 9 inch rims at the rear and 8 inch rims for the front wheels. Added to that were an advanced traction control system and revised suspension. New upper and lower wishbones linked a new vertical link at the front while at the rear, there was an additional transverse link incorporated. The modifications were completed by Bilstein shock absorbers and uprated springs. To accommodate the V12 engine and the associated 6 speed manual, 5 speed automatic or Touchtronic transmission, the underside of the car had to be redesigned. This involved an enlarged transmission tunnel and new front end structure with increased strength and torsional rigidity built into the revised structure.

New cooling requirements meant wider radiator openings and justified the new bright metal grille while new bumpers and integrated sill design blended in the other subtle external differences. Inside the car was standard Aston Martin luxury with Connolly hide, Kenwood car stereo and the introduction of a large red starter button mounted in the centre console.

At missile control, that red starter button would have a large, lockable lever preventing accidental use, such is the power it unleashes. Press the button and almost primeval forces are set free, the initial thunder of the engine settling back into a barely perceptible burble. Engage gear, brace your neck and accelerate – power, beauty and soul.

But buy any DB7 and it will be specified to exactly the demands of its first customer with personalisation of anything from external colour to choice of accessory

ASTON MARTIN DB7 VANTAGE GT and GTA

Production dates: 2002 Top Speed: 185 mph Acceleration: 0 – 60 mph 4.9 secs Chassis numbers: Within the Vantage Series Length 184 inches (4666mm) Width 72 inches (1830 mm) Height 48 inches (1238 mm) Ground clearance Track Front 60 inches (1524 mm)

Rear 60.2 inches (1530 mm) Wheelbase 102 inches (2591 mm) Dry weight 3,916 pounds (1,780 Kg) Engine 6.0 litre V12 – recalibrated for fuel and ignition Capacity 5935 cc Cylinder bore 89 mm (stroke 79.5 mm) Compression ratio 10.3:1 Power output 420 bhp @ 6,000 rpm Fuel Injection: Electronic multi-point sequential with Visteon EEC V

Transistorised engine management Chassis All steel semi-monocoque with steel panels Composite bonnet, front wings, sill and boot lid Transmission Quickshift gearbox (GT only) reduces shift displacement by 16% - final drive ration 3:77 -> 4:09 5 speed ZF Automatic option with traction control

Clutch AP twin plate race clutch Front suspension Independent, unequal length wishbones with anti dive geometry

Ball jointed kingpins revised dampers and stiffer bushes Bump stop lowered Coils springs over telescopic dampers, anti roll bar Rear suspension Independent wishbone with drive shaft as upper link Longitudinal control arms, coil springs over telescopic dampers Additional brace fitted Steering Power assisted rack and pinion – improved rack location and lateral snubber bushes Brakes Racing style Brembo brake system with Teves anti lock control Front 14” discs (355mm) Ventilated, cross drilled steel grooved Back 11.6” discs (295mm) Ventilated & grooved Exhaust System Active sports system with by pass valves

2003 Aston Martin DB7 Vantage GTA

Chassis No: SCFAB12323K 304176

In spite of the outstanding performance of the DB7 Vantage, there remained an ethic of continuous improvement within Aston Martin. Nowhere is that better demonstrated, than in the announcement, at the Birmingham Motor Show of October 2003, of the DB7 Vantage GT and GTA.

A review of the specification sees evidence of small gains in every area of the car’s performance – the engine power moved up to 435 bhp and the torque went up by 10 pounds to 410 lb ft. A redesigned and shorter gear lever (on the GT) gave a quicker gear change and together with a lower final drive ratio improved the acceleration to get the 0 – 60 mph under 5 seconds. 265/30 tyres on the rear and 245/35 on the front allowed for the additional performance and the revised exhaust helped the breathing.

Better suspension, cooling and reduced lift all contributed to additional performance – but Aston Martin didn’t stop there – in 2002, Henrik Fisker, the new Director of Design at Aston Martin met with Andrea Zagato, the third generation of his family to be involved in automotive art. The design of the latest Aston Martin to wear the Zagato badge created in metal in just three months. The car shared the chassis, windscreen structure and interior design of the DB7 Vantage Volante.

The roof, with Zagato’s signature “double bubble” and the rear wings were of steel while the rest of the body panels were of hand formed aluminium. The chassis platform and wheelbase were shortened by 60mm and the overall length by a total 211mm whilst the front and rear tracks were widened. The front lighting was DB7 but the wide mouthed “egg box” grille and the pronounced rear wing shaping was reminiscent of the original DB4GT Zagato. In overall terms the design saved 60lbs of weight.

The interior was special to Zagato with hand stitched aniline leather, dyed not colour coated, and quilted. The space behind the passenger’s and driver’s seats were devoted to luggage with retaining straps and nets. Exactly 100 of these cars were built but they were not the only Zagato designed car produced by Aston on the DB7 Vantage Volante. With the DB7 Vantage Zagato, Aston Martin had tested the market with an exclusive showing to prospective customers amongst the tailored suits of Gieves and Hawkes in Savile Row. For the American market – and truthfully the sunshine states – the DBAR1 was shown to prospective customers in Los Angeles.

Thursday 2nd January 2003, an Aston Martin press release officially announced a concept Zagato bodied roadster to be built to satisfy a niche in their ever expanding US market place. This unique car was to be manufactured in a similar manner to the DB7 Zagato but as a roofless open two seater-sports tourer. Dr Ulrich Bez emphasised that this car was a first for the company particularly as it was specifically designed for the fair-weather Californian customer who wanted an exclusive Aston Martin.

With a large and distinctive radiator grille, special multispoke 19” alloy wheels and accentuated rear wheel arches, it was a hit with prospective buyers. A production run of 100 cars – all but two of them in left hand drive – sold very quickly with the last of the run being retained by the factory.

As with the Zagato Coupe, the DBAR1 had the Volante base but, unlike the Zagato Coupe, it was not shortened and it had the power train, suspension and brakes from the Vantage GT. The Vanquish active sports exhaust was fitted with its bypass valve giving the DBAR1 a distinctive exhaust note.

The braking was improved with the fitment of GT Brembo disc brakesand uprated Pagid RS 42-1 front pads. This delivered better sustained performance and removed judder and fade under heavy braking.

Byron International Customer Cars January 2007

(and 2 courtesy of Aston Martin Lagonda)

Maybe an Aston

Martin DBAR1

does need a roof!!

+ 29 hidden pages