Aston Martin AR1, Cygnet, DB, DB7, DB9 User Manual
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ASTON MARTIN
A PRODUCT OVERVIEW
PART l
David Brown
and
Feltham Foundations
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
Prologue
The 2
-
litre Lagonda first appeared in 1925
known as the 14/60, which was designed by
Arthur Davidson. This was a major step for the
company moving from production of the noted
P “light car” models of the early 1920’s.
The 2 litre was rated at 12.8 HP with 4 cylinders
72x120mm (1,954cc). The aim was to focus
production on superior upmarket touring cars.
The engine with its twin high camshafts provided
ong side superior
quality engineering, reflecting in reliability. This
concept of design was the heart of Lagonda
production through to the 1930’s. By 1927
various modifications had been made relating to
camshaft design, lubrication, connecting rods,
s and chassis design and strengthening. This
litre high chassis speed model.
By 1929, the new body styling creating a lower
sleeker profile brought the announcement of the
low chassis model, with new front axel design,
with lower
bonnet line and windscreen. By 1930 with
further development to find more power from
engine, car number 9711 (Pl 1240) was fitted
with a powerplus rotary vane supercharger. PL
1240 was the actual development car and
he demonstrator as tested by “The
Whether at the Newmarket Sales considering the merits of a thoroughbred racehorse
or judging a potential champion dog in the parade ring at Crufts, the lineage or pedigree
of the animal is a measure of its quality and performance. So it is with Aston martin.
When the industrialist, David Brown, acquired the assets of Lagonda from the Receiver
in 1948, it was in appreciation of existing engineering expertise in the marque as well as
the immediate availability of a suitable 6 cylinder engine for his planned new “Grand
Tourer”.
The Lagonda badge had a renaissance in the 1970’s with the 4 door V8 and then the
glamour of the William Towns’ V8. I have had the pleasure in becoming involved with
both ends of the Lagonda story – the great pre-war cars as well as the later cars. Here
is just a taste of some of those wonderful cars that helped in my understanding of the
passion for both marques.
11.9 H
new levels of performance al
brake
became the two-
lower cast bulkhead plate, resulting
this
became t
Motor” and “Autocar” of the time.
The 10HP, 1100cc, 4
-
cylinder twin overhead
camshaft Lagonda Rapier first appeared at the
motor show in the October of 1933. The
model boasted many quality refinements that
were normally
only associated with larger
seater
special open boat tailed body with tonneau
selector gearboxIn November 1958,
ownership passed to a Mr John Ashton
er came across a Wolseley
Hornet open 4 seater at a Pub in Sheppton
Mallet. The Wolseley was owned by Flight
Lieutenant V.R. Reginald Ferriss, who was a
commanding officer in the Air Training Corps
and on an annual A.T.C. training camp. Sutcliffe
ris if he would be prepared to swap
vehicles. After driving both cars they agreed to
a straight swap!” “Mr Ferris was a teacher and
used the Lagonda to go to his school at Grays,
about 14 miles each way.” In March 1968 the
R. Shelley,
of Billericay, Essex. He decided that the
Abbott d.h.c. body was beyond redemption
and decided to a complete rebuild of the
mechanics, and designed and built the present
THE LE MANS 24
-
17th
-
18th June
1939
Two cars were entered. From the outset W. O.
Bentley made it clear that no attempt would be
shing was
this was meant to be
just to a proving run in preparation of a serious
0. The cars came home 3rd and
4th overall and 1st and 2nd in their class. A
s could only
dream of today. Both cars had covered at least
2,000 miles at an average speed of just over 83
e stable of
the well known and renowned Lagonda V12
It has been prepared to a very high
standard and restored in the style of the Le
Mans, race car’s and comes complete with F.I.A.
approval documentation. The V12 engine has
ur carburettor
conversion and to unleaded petrol specification.
The Aluminium body, fuel tank, dash and
instruments are faithful to the Le Mans Team
Car specification, with an additional speedometer
fitted to the transmission tunnel, so as not to
engine cars of the time. The car has a 2-
cover. The transmission is via an ENV 75 pre-
Sutcliffe. “This own
asked Fer
car was purchased by a Mr Michael
open two-seater sports tourer body.
made for a Lagonda win that year, fini
the name of the game,
attempt in 194
result that most motor manufacture
m.p.h. This particular car is from th
expert
.
been rebuilt with the fo
r
spoil the dash board.
THE TWO LITRE SPORTS
Known in retrospect as
THE ASTON MARTIN DB1
Production dates: 1948 September to 1950 May.
Top Speed:
Acceleration: 0 – 60 mph: 0 – 100 mph:
Chassis numbers: AMC/48/1 to AMC/50/15
Team Car chassis number: LMA/48/1
Length: 14’8” (447 cm)
Width: 5’7.5” (171cm)
Height: 4’7.5” (141cm)
Ground clearance: 6” (17cm)
Track: Front: 4’6” (137cm)
Rear: 4’6” (137cm)
Wheelbase: 9’0” (274cm)
Turning circle: 35’ (1067cm)
Dry Weight: 2,520 lbs (1143kg)
Engine: 4-cylinder in-line
Capacity: 1,970 cc
Cylinder bore: 82.55mm
Stroke: 92mm
Compression ratio: 7.25:1
Power output: 90 b.h.p. @ 4,750 r.p.m.
Carburettors: Twin SU
Chassis: Rectangular tubing, stiffened by square section bracing
tubes with twin-tubes for the side members, whilst
smaller tubing made up the scuttle.
Transmission: David Brown 4-speed gearbox
Clutch: Borg & Beck single-plate clutch, hypoid bevel final drive.
Suspension: Front: Coil springs, short trailing arms, Armstrong
shock absorbers, with a torsion bar in an oil filled
transverse tube.
Rear: Coil springs with the live axle located
transversely by a Panhard rod, and fore and aft by
parallel linkages.
Brakes: Girling 12” Drum brakes front and rear.
Fuel tank capacity: 14 ½ gallons.
David (later Sir David) Brown, purchased Aston Martin the company, in February 1947, for
£20,500 (the asking price was £30,000). Two Directors, Gordon Sutherland and Claude Hill,
both of whom had been with the company prior to the war, were retained.
Sutherland and Hill had built a prototype chassis and body in 1939, which became know as the
“Atom” saloon. Although not announced until 1946, by the end of 1944, the 2.0 litre, 4-cylinder
engine, designed by Claude Hill, was fitted in the wartime prototype “Atom”. In the winter of
1946, prior to buying the company, David Brown, visited the Aston Martin factory, then located
in Feltham, Middlesex. Driving the Atom may have influenced his decision, as he thought the
handling was superb, although the engine a little gutless. Thus arrived a most compelling era in
the history of Aston Martin. In his stewardship for nearly quarter of a century, the company
produced fine road and racing machines that would propel the Aston Martin marque into the
province of the all-time greats.
Announced in 1948 at the London Motors Show, Earls Court, the TWO-LITRE SPORTS did not
become known as the DB1 until after the DB2 had been introduced. In production from
September 1948 to May 1950, only 15 were built. Whilst the “Atom” in appearance is an
acquired taste, the chassis designed by Hill has since been considered to have set new standards
and been one of the best in the world at the time. However, David Brown envisaged the new
car as an open sports car, not a saloon. Without a roof, Hill, sought to strengthen the structure
by duplicating the main longitudinal members. The chassis was built out of square or rectangular
section steel tubes, 13 gauge for lower members, and 18 gauge for the superstructure. A
bulkhead was arranged in the scuttle position to act as a main cross member and the
superstructure was made wide enough for three abreast seating. The body panels were carried
on out-riggers. With a 9’ wheelbase, its rigid frame set new standards in road holding. The
suspension was considered a complete break through from the normal pre-war practice. The
trailing-link independent front suspension was an improved version of that fitted to the Atom
saloon. The 7” links were pivoted on substantial needle roller and ball bearings mounted in a
light alloy tubular chassis cross-member filled with oil. This was to lubricate the Marles steering
box’s bell crank and the suspension bearings. An anti roll bar was fitted, and coil springs that
locate at the top on a cast alloy upright. Lever arm hydraulic dampers from Armstrong, formed
an upper arm to the suspension parallelogram. With some similarities, for the rear suspension,
coil springs and an anti-roll bar were fitted in conjunction with trailing radius arms and a Panhard
rod to locate the live rear axle. Hill preferred coil springs as they are neater and needed less
maintenance than leaf springs. Also, coil springs countered brake reaction better. Armstrong
lever arm shock absorbers were fitted and for ultimate handling, hub level roll centres were
arranged at the rear and ground level at the front. Girling hydraulic twelve inch drum brakes
with a two leading shoe pattern are fitted.
Following discussions early in 1948 with the Receiver acting for the Lagonda Motor Co., David
Brown, purchased the goodwill, current assets, plant and the Lagonda name, for £52,500. David
Brown had already decided that the six cylinder engine designed by Claude Hill would prove to
expensive to produce from scratch and recognised the 100bhp on offer from the Lagonda cast
iron 2580cc six-cylinder units better satisfied his performance criteria and well suited David
Browns ambition ‘to make the worlds best sporting Grand Tourer’. The DB2 was on its way
and the 2-litre sports became better known as the DB1.
THE ASTON MARTIN DB2
Production dates: May 1950 to April 1953
Top Speed: 110 mph (177 km/h)
Acceleration: 0 to 60 mph (96 km/h) 12.4 seconds
0 to 100 mph (161 km/h) 38.8 seconds
Chassis numbers: LMA/49/1 – LML/50/406 AND LML/50X1-/x5*
No one knows why the last 5X cars were numbered so
possible answers include these last five cars were
additional to the production sanction or perhaps there
were enough spare parts left over to make a further five
cars?
Team car chassis no: LMA/49/1 to 4 - Three early team cars and one
development car
Length 13’ 6.5” (4.13 m)
Width 5’ 5” (1.65 m)
Height 4’ 5.5” (1.36 m)
Ground clearance 6.5” (16.5 cm)
Track 4’ 6” (137 cm) (front and rear)
Wheelbase 8’ 3” (2.51 m)
Turning circle 35’ (1,067 cm)
Dry weight 2,450 lb (1111kg)
Engine Standard LB6/B in line 6-cylinder iron block
Capacity 2580 cc Valves twin ohc
Cylinder bore bore and stroke 78 x 90 mm
Compression ratio 6.5:1
Power output 105 bhp at 5,000 rpm
Carburettors Two 1.5 in SUs
Chassis Square section tube frame, aluminium body.
Shortened version of DB! (Claude Hill’s 1939 Atom
work). Mainly square tube construction with 8’ 3”
(2.5m) Z-section steel reinforced by narrow-gauge
tubing, a serious piece of engineering
Transmission Four-speed manual David Brown gearbox with
synchromesh on all gears. Final drive 3.77:1 (standard)
3.5:1, 3.67:1 and 4.1:1 optional
Front suspension Trailing arm, live rear axle on coil springs.
Trailing links
Rear suspension Live rear axle with parallel arms, supported by a
Panhard rod
Steering Worm and roller
Brakes 4 wheel hydraulic drum brakes
12” inch drums
1952 Aston Martin DB2
Chassis No:LML/50/179
© BYRON INTERNATIONAL
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