Aston Martin’s legendary DB5 is now inextricably linked with the glamorous, fast-paced world of James Bond. Someone should have told Sean Connery not to work with children, animals or Aston Martins because, let’s face it, the car was the star. Mark Wright checks out an Ellerslie Concours Master’s Class-winning example of this sterling piece of Britannia’s best.

Most James Bond film aficionados still see Sean Connery as the quintessential 007 – the slickest in a long line of smooth gentleman spies who always got the exotic car, the megalomaniacal villain and the beautiful woman, usually in that order. It was just another day at the office, but boy, that DB5 made quite an office.

If you watch Goldfinger; when the gadget-man Q explains to Bond about the his new DB5’s many optional extras, such as the .30 calibre Browning machine guns, bullet proof screen and, of course, an ejector seat, you can detect a knowing grin on 007’s face. Was he smiling at Q’s ingenuity? Was he smiling at the potential for destruction? Or was it the car?

For my money it was the car. Tyre slashers, oil slick ejectors and revolving number plates are all very fine, but just look at the package. All the pulling power of a 4.0-litre, twin-overhead cam straight-six and all the pulling power of that gorgeous body by Touring. What mad-man hell-bent on world domination stood a chance?

Aston Villa

Queenstown car enthusiast Jeff Williams is an Aston Martin fan from way back. A film producer who specialises in car commercials, he has an eye for fine forms. His previous credits include a potent DB6 Vantage and a DB2/4 MkIII. Both are gone now, the latter sold to help develop his family’s delightful Queenstown property, which has grown around an old stone barn. Little wonder they named it Aston Villa.

Jeff purchased the DB5 back in 1987, one of a number of Aston Martins and Ferraris brought into the country in the 1970s. It was a good, sound, useable classic, but about five years ago Jeff decided it was restoration time.

“Being an alloy body it didn’t look too bad, but a lot of rust was hidden away in bulkheads and box sections where it couldn’t be seen.”

When the time came to do the deed, Jeff was only interested in using one restorer – Auto Restorations in Christchurch. The company had impeccable credentials, and an international reputation based on producing many Pebble Beach Concours winners. It also had plenty of Aston experience, having also won at the premier European concours event – the Louis Vuitton – with a team Aston DB3S.

Jeff spent a lot of time talking to Aston Martin owners about restoration, and started to get an idea of how far he wanted to take it.

“Well that means nothing when you start a restoration,” explains Jeff. “In the end you have to say, there’s all this great work that is done already. Do I compromise that by not doing the rest to that level? It’s a bit of a vicious circle.”

That vicious circle kept spinning for the next four years as Jeff drip-fed money into the restoration, but no-one can deny the end result was worth the wait.

One thing Jeff didn’t want was a ‘trailer Queen’, but he did decide to send the car fresh from the workshop to the 2003 Ellerslie Concours, see how it went, and then drive it away. The rest, as they say, is history. Master’s Class prize won, Jeff dropped a few jaws by hopping into the car with his youngest son and heading south from Auckland to Queenstown.

From the outside in

Jeff’s choice of a two-tone black over silver paint scheme picks out the car’s graceful, curving lines beautifully. Such a finish can be a two-edged sword, showing up even minor imperfections, but the bodywork on his Aston is simply outstanding.

“The body is where all the money went,” says Jeff. “That’s always the way with Aston Martins.”

The black roof helps reduce the visual impact of the Webasto sunroof. Aston Martin never offered a sunroof, but Jeff was keen to keep the period accessory. “I love it, especially in this climate.”

When he saw a picture of the same colour scheme on a DB5 owned by Elle MacPherson and her husband, he was sold. Not only does it make the sunroof less obvious, it also accentuates the Aston’s beautifully tapered roof-line.

I could rave about the work of Italian design house Touring. For example, the way the line of the guards arcs back from the beautifully fared front headlights to the chic fins at the rear – one simple sweep of the designer’s pen, but so elegantly done. More dramatic cues are added by the grille, a real family feature, as well as the bonnet scoop and the outlets just behind the front wheels. The pictures tell the story.

Under the bonnet

Long bonnets make for elegant lines, but the DB5 needs it to house the big 4.0-litre six. The Tadek Marek-designed twin-overhead cam engine punches out a healthy 213kW (286bhp), enough to propel the 1452kg (3200lb) DB5 to 97kph (60mph) in the high sevens (depending on which road test you read) and on to a top speed around 238kph (148mph).

Two large cam covers and gleaming triple SU HD8 carburettors grab your attention as soon as you open the bonnet. Not surprisingly the car received full marks for its under-bonnet appearance. Jeff has an eye for detail, and over four years of restoration he has learned a lot about what is right and what is not. Details such as having the correct spark plug lead colours all add up in a concours competition winner.

Behind the wheel

Slipping behind the wheel of the DB5 is an almost mesmerising experience. I think it’s a combination of the heady aroma of Connolly leather, and the dash full of Smiths dials and gauges which keep you in touch with the heart-beat of the big six. The dash shape echoes the front grille, something that started with the DB 2/4 MkIII.

Once again the car received full marks at Ellerslie for its interior. The seats are absolutely superb, finished in red Connolly hide which Jeff sourced from a Melbourne warehouse before the company closed its doors.

The car had the wrong headlining from when the Webasto roof was fitted. Thought unobtainable, Auto Restorations managed to track some down after matching it to the glove box lining, which had the original pattern.

Quality oozes from the interior, with lots of tactile switches and features such as an ashtray which looks a bit like an embossed cigarette case, and flicks open with the lightest touch.

Up and running

A twist of the dashboard-mounted ignition key sets the engine alight. The DB5 announces its awakening with that sweet bark so characteristic of big British sports cars.

The roads near Jeff’s home are lined by flowering hedges and huge poplars, and the Aston Martin seems right at home. Wishbones with coils on the front and a coil sprung live axle at the rear all cope well with the country roads. The car is fitted with a Harvey Bailey handling kit to stiffen up the front end a bit, and there is also the option of Aston Martin’s select-a-ride system, which allows you to change the ride from soft to hard. Jeff says the handling is definitely at the grand tourer end of the spectrum, but I would imagine you would be have to go a lot faster than the law allows to get anywhere near the limit.

Jeff’s offer of a drive was too good to turn down, and certainly didn’t disappoint. Once on the move even a little bit of throttle is met by a lot of response as the engine shouts its approval at being let off the leash even for a brief second or two. The clutch is light, and the ZF five-speed box positive and easy to use. The synchro is very good and there is no real need to double de-clutch, although the temptation is there just to hear that bark one more time.

Even though the Aston weighs in at over 3200lb – 1460kg in the new money – the rack and pinion steering is comparatively light and easy to use. The DB5 sits flat and secure in the corners, although I am talking sedate and legal speeds here. It doesn’t take long until I’m relaxed with the car and grinning with enjoyment. All the time there is a little voice in the back of my head: ‘We don’t really need a house do we?’

DB5 v 2CV

Jeff does have a few other cars, including the very first Morgan Super Sport featured in New Zealand Classic Car many years ago, as well as a ’53 Buick Woody, a Fiat 850 coupé, and a ripple-bonnet Citroën 2CV.

The latter provided a great platform for intrepid NZCC photographer Sean Craig to get a few tracking shots with me back at the wheel of the DB. Sean was quick to tell me that I was grinning so much I looked as if I was in a toothpaste commercial.

It must have looked a little suspect though: two guys in a 2CV, one wearing a black beanie, being chased down the road by a DB5 – James Bond rounding up a couple of French saboteurs.
I want to thank Jeff for the chance to drive such a fabulous example of a great marque – I’ve still got the smile on my face.

1965 Aston martin DB5 – Specifications

Engine In-line six
Capacity 3995cc,
Bore/stroke 96mm x 92mm
Valves dohc
Fuel system Triple SU HD8
Max power 213kW (286bhp) @ 5500rpm
Max torque 379Nm (280lb/ft) @ 4500rpm
Transmission Five-speed ZF (early DB5s had the Aston Martin four-speed/OD)
Brakes Disc/disc
Suspension Front: twin wishbones with coil springs
Rear: live axle, trailing links, coil springs and Watts linkage

Dimensions:
Wheelbase 2490mm
O/all length 4570mm
Height 1320mm
Width 1680mm
Weight 1465kg (3240lb)

Performance:
0-60mph 7.1secs
Top speed 238kph (148mph)

Words: Mark Wright Photos: Sean Craig

Three decades separate these bespoke British bruisers — the technology they ¨employ may have changed, but the aura of these Astons remains undiminished

When James Flynn moved to the UK from Ireland with his family at the age of seven, he could never have imagined in his wildest dreams that he would be spending the best part of his middle years on the other side of the world with a successful recruitment business and an impressive car collection.

In the UK James’ father was not really passionate about cars, but when his business did eventually start to pick up, he bought his first Jaguar. This began Flynn senior’s love affair with Jaguars, and he was able to treat himself to a new model every couple of years.

James also started to develop a real passion for cars but, ironically, American cars seemed to spark James’s emotions, even though it was a rare occasion to even see an American car on the road in the UK. James also developed a real passion for Aston Martins, which were right up there on his list of favourites because of the James Bond movies. James tells me that when he was growing up, watching 007 movies was the thing to do. He’s not quite sure whether it was the scantily clad girls or the Aston Martins that drew him to watch every one but, looking back, he concedes that the cars were certainly a major drawcard. James was always intrigued to find out which model of Aston Martin Q, British Secret Service’s research and development guru, would give James Bond in every movie.

Actually, when Ian Fleming’s novel, Goldfinger, was published in 1959, Bond was given an Aston Martin for the first time. Prior to that he had been driving Bentleys. According to the book, Bond had been offered either an Aston Martin or a Jaguar 3.4, and chose the DB MkIII, even though either of the cars suited his cover as a well-heeled, adventurous chap with an unquenchable thirst for the good and fast things of life.

Of course, 007’s MkIII included switches that instantly changed the type and colour of the front and rear lights, super-reinforced steel bumpers — just in case he needed to ram any unsuspecting villains — a long-barrelled Colt 45 in a hidden trick compartment, a hi-tech radio receiver tuned to a radio station called Homer, and an abundance of concealed compartments that would confuse the most meticulous customs agents.

In Bondage

Naturally, when it came the movie version of Goldfinger, Bond’s car — now a more modern DB5 — received a host of additional gadgetry. According to the script, Bond was to escape with the car and then defend himself with it. To make this possible, the items ticked off on the options list included front and rear extending over-rider rams, front-firing .30 calibre Browning machine guns, retractable tyre-slashers, a retractable rear bullet-proof screen, concealed radio telephone, radar scanner, tracking screen, passenger ejector seat, oil slick ejector, triple spiked nails ejector, a smoke screen released through the exhaust pipes and revolving number plates (BMT 216A (UK), 4711-EA-62 (France) and LU 6789 (Switzerland)).

After it became obvious that Goldfinger would become an enormous financial success, and with a huge number of requests to put the DB5 on display, Aston Martin decided to build two replicas for promotional purposes. These cars were equipped with additional gadgets — including a telephone that was installed in the driver’s door, a special reserve tank and a luxurious interior trim with antelope leather. These vehicles have been exhibited at numerous motor shows and charity events, proving to be the best publicity-makers Aston Martin ever had.

Yes, James Flynn remembers these movies all too well, and if the truth be told, he’s able to recite chapter and verse of just about every last one of them.

Austin not Aston

When it came to buying his first car, James had to make do with an Austin 1100. Whilst not quite the silver DB5 he’d hoped for, it was a means of affordable transport until he found the next car that took his fancy. James reckons that if he saw a car he liked he would somehow try to find the money to buy it, much to his financial disadvantage at the time, and he confesses to owning more cars than he’s had hot dinners, the most notable being a MkI Lotus-Cortina.

Sixteen years ago James arrived in New Zealand, a single dad with two young daughters and virtually penniless. He moved to Christchurch and quickly set up a recruitment and labour hire business, buying a fairly average Honda Accord for everyday driving chores.

As time went by his social commitments with his two young daughters — varying from netball, dancing lessons, school and sports activities — meant that the pressure was on to buy a more practical vehicle, such as a more spacious 4X4.

At that time their favourite weekend outing was to visit Jack Rabbit Slim’s restaurant. The attraction was a Lincoln Continental convertible which had been transformed into a dining booth, and James would treat the girls every weekend by taking them to dine, sitting in the Lincoln. The girls loved sitting in the big old car and often asked their father if, one day, he could get a car without a roof.

The following week, James was out looking to replace his beaten up old Honda with bigger vehicle. A Toyota Surf or a Pajero perhaps, something practical, something more befitting his family lifestyle — then he spotted it. There it was, pristine, sitting gleaming in a used car lot. Was it practical? No! Did it suit his lifestyle? No! Was it vitally important that he have it? Yes!
Naturally, James’ first instinct was to ‘just take a look’ purely out of curiosity. At this point you’ve probably figured out the rest — James fell in love with the car and bought it on the spot with his 4×4 money. Within a few hours James was off to collect his youngest daughter from kindergarten in his new, gleaming white 1965 Mustang convertible. At just three years old, James’ daughter was so excited that by the time they got to the older daughter’s school she just had to let everyone in the entire school know that her daddy had just got a car with no roof by running around screaming it to everyone.

James still owns the car today and would gladly give up every car in his collection just to keep it. In fact the girls, now teenagers, have claimed it as part of their inheritance, so I suspect that the Mustang will remain with the family for many years to come.

US Muscle

Seven years ago, James and his family moved to Auckland along with the Mustang. By that time, he had finally bought a Toyota Surf. With his business, Coverstaff, now prospering, the next opportunity to buy another car was for his new wife, Dina — he bought her a BMW X5. From then on, James decided he would focus on a few of the cars that he had always dreamed of, and start a collection of his own.

With business rapidly expanding, James also needed to appoint a general manager and, once the final candidate had been selected, James asked her what would be on her wish list. He was surprised to learn she had always wanted a 1947 Ford Jailbar. Shortly after that, James just happened to spot a Jailbar while passing through Masterton and literally bought it on the spot. James had it painted in his company’s red colour scheme, presented it to his new general manager as her company vehicle, and has subsequently gifted it to her.

With his passion for American cars now growing stronger, James decided to buy a 1967 Chevrolet Camaro. The car was given to Jason Hansen and the team at Auto Colour Matrix, who transformed the Chev into one of the wildest custom street rods you’re ever likely to see — it has featured in our sister publication, NZV8 magazine.

Although Auto Colour Matrix has performed miracles with this car, turning it into one of the country’s best, James vowed he would never build another car of this type. He reckons handing over the money for either a new or restored car is a less costly and time consuming exercise.

The clue to James’ new direction came about when, during the build of the Camaro, he decided that he wanted a ‘start’ button instead of a key for the ignition, and chose to use one from a new Aston Martin. After a quick visit to the local agent, Independent Prestige, to explain the project he was working on, he was overwhelmed by the level of service and commitment he received from its employees to provide the correct part which, at the end of the day, cost only a few hundred dollars. James promised he would continue to do business with them in the future.

First Aston

While visiting Christchurch with his daughters, James visited Fazazz and, to his delight, there was an Aston Martin DB5 on display — and for sale. This car brought memories of 007 movies flooding back; although James knew the car’s price tag was far beyond what he was prepared to pay at the time. As it happened, Fazazz also had a 1973 DBS V8 tucked out the back in what James can only describe as a sickly gold colour with an equally sickly green interior. But James could see beyond the garish colour scheme and was drawn to the car’s aggressive stance. And it was an Aston Martin! James handed over the money in what he describes as a moment of insanity. The next question was — ‘Is it good to drive to Auckland?’ The answer was a positive yes, and within a couple of days the DBS was parked in James’ driveway.

Until this point, Dina had never really approved of her husband’s taste for American cars and when she spotted the Aston, she rapidly approved of his purchase, believing he had finally come to his senses and gained a touch of class — although the gold and green colour scheme had to go.

James had already spoken to Independent Prestige, and was expecting the DBS for a complete check over. Unfortunately, there was a slight technical glitch — the Aston’s rear suspension completely collapsed on the way over to Giltrap’s workshop — at 6.30am — and it was necessary to load the stricken DBS onto a transporter. Just as well James was in slow traffic when the suspension let go — a day earlier he was hurtling along the Desert Road at, let’s say, a tad over the speed limit.

From Drive Car to Project Car¨While Independent Prestige was performing its assessment of the DBS, it didn’t take too long to conclude there were some major issues — with virtually everything — and things weren’t quite as good as James had originally thought. It seemed that the more the mechanics probed, the more they found wrong — as well as the suspension, they also uncovered problems with the Aston’s brakes and air conditioning, as well as various other mechanical maladies.

James decided the only solution was a complete restoration, something he had been trying to avoid. After an exhaustive process of elimination, visiting several of the country’s leading restoration shops, he finally chose to give the DBS to Jason Hansen, at Auto Colour Matrix, for a complete rebuild. Not only was James familiar with his work, he also discovered that Jason had experience with European cars, which is not something you normally associate with Auto Colour Matrix, as its specialty appears to be rebuilding American cars.

It wasn’t long before the car was entirely stripped and prepared for paint. All the mechanical components were completely refurbished back to original specifications. Work on the drive-train, suspension and brakes was handled by Independent Prestige while Jason concentrated on the body and interior.

Unfortunately, James was away overseas for virtually the entire rebuild and spent many sleepless nights pondering the car’s progress. But it was in good hands, and the chosen team worked strictly to the brief laid out by James. That was until he received a phone call from Jason to say the exterior paint colour James had specified — Anthracite — looked almost black, and they were ready to start spraying the car. James knew the colour he had chosen was definitely not black, and did not want to arrive home to an Aston Martin in an unwanted colour. However, a decision had to be made and, reluctantly, James told them to apply the Anthracite paint. Fortunately, Jason’s misgivings didn’t arise, and the colour turned out to be perfect. A quick call to James once the car was painted to say it look absolutely fantastic finally put James’ mind at rest.

To make matters worse, James’ trip was extended for another month and he was champing at the bit to get back to Auckland.

Six months is a long time to spend away from home, but only a very short time to completely restore an Aston Martin DBS V8 to concours standard. When James arrived home, he was astounded at the amazing transformation and level of workmanship that had gone into the car. Auto Colour Matrix and Independent Prestige had pulled through to deliver a truly remarkable restoration, one that James is extremely proud to own.

Vanquish

A few months later, a friend of James — one employed in the repossession business — contacted him to say that a 2003 Aston Martin Vanquish was available, and suggested he might like to take a look at it. Given James’ reputation for ‘taking an inquisitive look’ at cars, it wasn’t rocket science to figure out that once James saw the car, there was a more than likely chance that he would end up driving it home. Well, not until he’d made the finance company concerned an offer it couldn’t refuse anyway. After a check of the service records from Independent Prestige, he was the proud owner of yet another magnificent machine. Brawnier than an All Black front row, this serious supercar is sleek, fast, and more than capable of taking on its rivals Ferrari and Lamborghini.

Now you might think this story ends about here, but it doesn’t. Why? Because James is at it again. James is a beggar for punishment, and his new project is another wild custom car — a 1937 Ford coupe — currently being built by Auto Colour Matrix, and if past builds are anything to go by, then you can bet your bottom dollar that it’s going to be spectacular.

There’s also a spare space in the garage, and when I asked James about it he said that an Aston Martin DB5 is still very much on radar, and with a milestone birthday looming closer the odd hint has gone out to Dina.

1973 Aston Martin DBS V8

Engine All-alloy V8
Capacity 5340cc
Bore/stroke 100mm/85mm
Valves Two per cylinder, quad cam
C/R 9.0:1
Max power 231kW
Max torque 543Nm
Fuel system Four twin choke Webers
Transmission Automatic
Suspension F/R ¨Wishbones, coil springs/de Dion, parallel ¨trailing arms, Watts linkage
Steering Rack and pinion
Brakes Power assisted discs

Dimensions:

Overall length 4585mm
Width 1829mm
Height 1328mm
Wheelbase 2610mm
Kerb weight 1700kg

Performance:

Max speed 233kph
0-100kph 6.1 seconds
Standing ¼ mile 14.1 seconds

2003 Aston Martin Vanquish

Engine All-alloy V12
Capacity 5935cc
Bore/ stroke 89mm/79.5mm
Valves Four per cylinder, double overhead cam
C/R 10.3:1
Max power 343kW at 6800rpm
Max torque 542Nm at 5500rpm
Fuel system Multi-point injection
Transmission Six-speed semi-automatic
Suspension F/R Wishbone front and rear, independent with stabiliser bar and coil springs
Steering Power assisted/rack and pinion
Brakes Ventilated discs, traction control, electronic brake distribution

Dimensions:

Overall length 4710mm
Width 1875mm
Height 1270mm
Wheelbase 2740mm
Kerb weight 1710kg

Performance:

Max speed 300kph
0-100kph 4.9 seconds

Words: Ashley Webb Photos: Dan Wakelin

Unless you’re a foot fetishist, it’s not often the light pressure of a toe will bring you this sort of smile; this flutter in the belly. But sit in Aston Martin’s DB9, lightly depress your right foot, and the soundtrack you’ll unleash will have just that effect.

The massive 6.0-litre V12 is based on that of the DB7, but fettled to release around 22 additional kilowatts.

But it’s not the numbers that impress — though 335kW at 6000rpm and 570Nm at 5000rpm is impressive enough. No, it’s the sheer wall of noise you unleash. For beneath the car adjustable baffles ensure it sounds sanitised round town, but on the open road the covers come off and all 12 throats bellow their joyful song. And what a song. That rasping undernote; the ripples as the throttle blips itself when you snick down the gears.

And though this is an auto, you can snick down them thanks to those magnesium paddles tucked just behind the steering wheel. It’s a clever system — a button on the dash for park; others for reverse, neutral or drive. Tap a paddle to access the gears manually; tap ‘D’ to revert.

Breath-taking impact

Simplicity is the key to this car, despite its luxury focus. The simple lines are strong, yet elegant — it has the same breath-taking impact as the Jaguar XK when it came out; that same air of barely sheathed muscle flowing beneath a skin so elegant it’s timeless.

The interior has everything the fussy could want, from seat heaters to a sound system that plops you down in any concert hall of your choice. But it dispenses with fancy screens and racks of buttons to concentrate on the job.

That job isn’t to beat a Porsche 911 at what it does best. This isn’t a sports car. But it is most certainly at the far sporting edge of the luxury GT class. It’s a tourer par excellence you can also hurl around the bendy bits.

It’s only when those bendy bits get as narrow and tight as only a New Zealand back road can that you realise this car isn’t the nimble dancer you thought.

But it’s here you almost have the most fun. That 50-50 weight balance; the delightful chassis response; the level of feel through wheel and seat; and the traction control’s protocol which lets things get just a little loose sees to that. Hauling her up into some tight, 25kph bend; wrestling the muzzles onto the beast under the bonnet only to floor it, feel the rear wheels light up as you swivel around and charge for the next corner, your innards vibrating ecstatically in tune with the car is — well, words fail me. That relaxed traction control protocol will appeal to the keen driver, as will the gearbox’s habit to leave you to it. You can get the thing screaming in manual mode, and though the gear selection light will flick from green to red it won’t change for you. Because you, not the car, are in charge.

That feeling is enhanced by this independent all-round suspension package, which did a decent job of damping the big hits and smoothing over the small, as well as keeping the DB9 well under control during the hoonery that engine incited me to.

The whole lot sits on the DB9’s bonded aluminium chassis. This time it’s not been filched from another car and it’s light, as are the aluminium and thermoplastic body panels — the result is a total weight around 200kg less than the DB7.

And this car’s hand-built; something Aston’s clearly proud about. Lest we forget, not only does the sill say ‘hand-built’ but the name of the man who signed it off sits under the bonnet.

Quibbles?

Any adult and most kids sampling the rear seat should first make a chiropracter appointment. Deeply dished and lavishly leathered they may be, but they’re not designed for anything other than emergency use or baggage, something acknowledged in the DB7 which lets you order a luggage ledge in place of pews.

But other than that — and the fact its $320,000 price tag is beyond my reach — I found little to complain about, and lots to love. Though I’d like to sample the manual with this powerplant, something that, along with the drop-top car, won’t be available until June this year.

Aston Martin DB9

• Engine: all-alloy 60-degree V12

• Transmission: Touchtronic six-speed gearbox or six-speed manual

• Capacity: 5935cc

• Brakes: disc; with ABS EBD, EBA, DSC and traction control

• Max power    335kW at 6000rpm

• 0-100kph: 5.1 seconds (auto), 4.9 (manual)

• Max speed: 299kph (186mph)

• Economy: urban/extra urban/combined: 24.9/11.7/17.1l/100km (auto)

Price: $320,000

The Aston in beautiful Queenstown

The NZCC team takes a trip to Queenstown to check out a ’50s Aston Martin that has recently been returned to the road after an extensive 10-year restoration.

Words Tim Nevinson Photos Jared Clark

In 1952 any young nobleman, having celebrated his society wedding and sired a couple of offspring, would have found it impossible to reconcile his desire for high performance motoring in the utmost magnificence — irrespective of price — with the necessity of carrying his heirs at the same time. A gentleman would have to consider going ahead on his own in the Aston, leaving his wife to convey their young successors in the Rover. Or, God forbid, conduct the Rover himself. Dash it! Would he have to purchase a Bentley and consider getting used to a more sedate pace? Not quite what he had in mind when he had been racing about in fast cars courting young debs prior to settling down in the family mansion.

In production between May 1950 and April 1953, the Frank Feeley-designed DB2 coupe was built after three prototypes had raced at Le Mans

That very quandary may have faced the not yet noble, but rather nouveau riche, Mr David Brown after he’d used the vast resources of his David Brown Machinery Company to develop the very magnificent Aston Martin DB2.

In production between May 1950 and April 1953, the Frank Feeley-designed DB2 coupe was built after three prototypes had raced at Le Mans in 1949, two with true Aston Martin pushrod engines and one with a 2.6-litre, six-cylinder twin overhead camshaft engine designed for Lagonda during the war. The great WO Bentley was Lagonda’s chief engineer at the time; however this engine design was, in actuality, the work of Willie Watson. The 2.6 ohc engine was chosen for the new DB2 production car, much to the chagrin of Aston’s own engine man, who promptly handed in his resignation.

With a tall, rigid rectangular tube chassis frame, the new car’s front suspension was by coil springs on short trailing links and a torsion bar acting in an oil-filled cross-tube damped by Armstrong double-acting shocks. The live rear axle was located by parallel trailing linkages and a Panhard rod, the coil springs being damped by Armstrong lever shock absorbers.

The DB2 turned out to be fast and nimble for the time, but although it was well received throughout the world, the market in this price range for a car with two seats and limited luggage space proved insufficient to satisfy Mr Brown.

Certainly Sir

In 1952, Mr Brown — later to become Sir David Brown — ordered DB2 chassis (LML/50/221) to be modified by removing the cross-bracing above the rear axle, enabling two occasional rear seats to be accommodated. The roofline was changed to give more headroom towards the back, and the small rear window was replaced by a larger window in an opening tail-gate.

The capacity of the fuel tank was reduced from 86 to 77 litres (19 to 17 gallons), allowing it to be set lower, and the spare wheel was housed in a hinged carrier below the fuel tank. These modifications considerably improved the luggage space, which could be further increased by folding down the back of the rear seat.

Now satisfied this was a viable option, Aston Martin went ahead with styling changes to make the new DB2/4. The windscreen became a one-piece moulding, the quarter light windows were reshaped, the headlights were repositioned higher in the bonnet and the overall length was increased by 152mm to 356. Improved bumpers could now absorb a bump without damaging the body.

In the same year as Queen Elizabeth II’s coronation — 1953 — the DB2/4 was shown at the London Motor Show. It became known at the time as the fastest shooting brake in the world, but Aston Martin had in fact developed the first hot hatch. An English gentleman could now travel in the manner to which he was accustomed, with little Lord Fauntleroy and Lady Sarah twittering away in the back. Said gentleman would happily part with $1850 plus purchase tax for this pleasure at a time when a Standard 10 was £409.

Initially, the DB2/4’s engine was to 93kW (125bhp) DB2 Vantage tune — sufficient to propel the car to 96.5kph (60mph) in 11.2 seconds. In mid 1954, engine capacity was increased from 2580cc to 2922cc, which raised power and reduced the 0-60mph time to 10 seconds. With the same compression ratio (8.16:1) as the Vantage 2.6-litre engine, the 3.0-litre power output was quoted as 104kW (140bhp) at 5000rpm. Three DB2/4s — LML/784, 855 and 857 — were prepared as works entries for the Monte Carlo Rally in 1955, and won the team prize. The latter two started in the Mille Miglia in the same year, but a mistake in the specification for their clutches led to complete failure.

Pedigree

Although theDB2/4 was never campaigned on the race track by a works team due to the arrival of the purely race bred DB3 and DB3S, many privateers successfully took their DB2/4s racing. A gentleman could now drive a genuine thoroughbred racing car with his progeny on board, and should Sir seek to satisfy himself on the aspect of the 3.0-litre’s absolute maximum speed, he would find it to be 190.7kph (118.5mph), as compared with 187.3kph (116.4mph) for the 2.5-litre. Some 523km (325 miles) could be covered before resorting to the 13.6-litre (three-gallon) fuel reserve, thus reluctantly allowing the little blighters in the back to uncross their legs after a good 644km blast.

The DB2 turned out to be fast and nimble for the time, but although it was well received throughout the world, the market in this price range for a car with two seats proved insufficient

Even with their slightly less graceful appearance, the 2/4s have always proved more popular than the two-seat DB2s. Whilst outwardly similar to the DB2/4 MkI as previously described, with the MkII came many detail changes. Externally, the roof-line was raised and a chrome strip extended from the top of the windscreen wrapping around to above the side windows. What had been side panels of the bonnet now remained fixed to the body behind the front wheel arch, with chrome strips separating the two pieces of the body. A chrome strip extended around the rear of the body below the rear door. More noticeable were vestigial tail fins with taillights from the Hillman Minx.

The MkII was first shown at the London Motor Show in 1955, and production ran to 199 cars over two years before making way for the DB MkIII in 1957. The MkIII grille was influenced by the DB3S sports/race car which would become the Aston Martin trademark, reiterated by the shape of the new instrument panel. The MkIII was also the first Aston Martin to be available with front disc brakes as standard during the production run. The Lagonda engine for the MkIII was substantially redesigned by Tadek Marek before he started work on his own engine for the DB4.

Aston Martins of this shape and era would become known as Feltham Cars with ‘Lagonda’, or less accurately ‘WO Bentley’ engines. David Brown had bought the Tickford Coachbuilding Works in Newport Pagnell in 1954, and DB2/4 body production was moved to Newport Pagnell. Although the second generation of post-war Aston Martins are generally referred to as the Newport cars, this is not entirely true as the first batch of DB4s were actually built at Feltham — with Aston Martin production not moving over to Newport Pagnell in its entirety until 1963.

An Aston in Queenstown

Our featured Imperial Crimson Aston Martin DB2/4 Mk1 is chassis No LML/658, engine number VB6E/50/1387, the original engine according to Aston’s records for UPF 6, the car’s original British registration plate. It was sold new in England in 1954 and registered its main claim to fame by finishing third in the British Automobile Racing Club’s Brunton Hill climb in the hands of Mr Justeson during 1955.

Although the DB2/4 was never campaigned by a works team  many privateers successfully took their DB2/4s racing

Not much is known about the remainder of the car’s history, other than it found its way to North America and was rescued from oblivion by an Auckland collector 10 years ago. He sent the Aston to Barney Tansley of Queenstown, with instructions for a complete rebuild. Barney trained in panel work in Invercargill, and has since set up his own business — Tansley Panelbeating — in Queenstown, where the results he achieves are simply astonishing. A true craftsman, Barney’s work is to be found under the paint of some of New Zealand’s and, indeed, the world’s best restorations.

He can pick and choose his work and trades via an enviable reputation. Vehicle engineering work for this and many other of his projects is undertaken by Eric Swinbourn of Autospeed Engineering, a company also based in Queenstown. This rebuild of the DB2/4 took 10 years, although that is not typical. Barney still remembers the initial stages of the car’s restoration. “My initial thoughts about the car were that it wasn’t too bad, but as we pulled it apart I realised its time in England on salty roads had caused a lot of corrosion and rust, and it had just been patched up.”

Aston Martins are not conventional in any sense, and being originally hand-built the same exacting methods had to be used as the car was rebuilt from the ground up, and that included the engine and running gear. Most parts were supplied by Aston Services in England, or machined by Eric Swinbourn. “We bought a new hide of beige Connolly leather for the upholstery, which was handled by Mark Sexton — a Queenstown local who now lives in Southland.” After years of surgery the Aston is a going concern, looks beautiful and feels as right as a bespoke Saville Row suit.

Thoroughbred

“The highlight for me has been getting it going and driving it around,” says Barney. I could see why when my chance came to drive the Aston. The car is a thoroughbred, through and through. The engine has a superb note, and whilst not quick by today’s standards certainly has plenty of useable torque. The handling is very good, with little play in the steering, and a well sorted chassis which does not rattle and wander, perfectly matched to its spoked wire wheels. They provide an interesting lateral damping effect on road imperfections, allowing spirited cornering without vagueness or massive kick-back.

The seats, whilst beautifully restored, do not help much with lateral support, so most of that is done by holding the steering wheel, which is thankfully well sprung and remains in a single plane when used to maintain one’s decorum. One can, however, see how the car could be used for lengthy journeys at high speeds, the gearing well suited to high performance motoring. The gearbox presents very few problems for such an old car, the brakes being the only thing that really show this Aston’s age.
It’s a shame more people don’t get a chance to drive cars like this, because it would certainly reduce the tailgating so prevalent on today’s roads.

Speaking of tailgates, the rear load platform is immensely practical. I had a look at David Brown’s two rear seats, but made no attempt to get into them. Whilst Aston Martins were generally referred to in official literature as saloons, the rear occupants would likely describe their environment as snug. Folding the rear seat back forward, however, makes it a very practical tourer, in a similar vein to the E-type coupe. The Aston Martin DB2/4 is every bit as much a gentleman’s express today as it was in the ’50s, and has an all-pervading aura of a time when the empire was great and British — but rather in the Winston Churchill sense than that of Tony Blair.

Aston Martin Type: DB 2/4 mk I (1953—55)(vantage 3-litre)

Engine: Six, in-line
Capacity: 2922cc
Max power: 104kW (140bhp) at 5000rpm
Fuel system: Two, SU HV6
Valves: Two per cylinder, dohc
Comp. ratio: 8.16:1
Transmission: David Brown four-speed manual
Final drive: 3.73, Salisbury hypoid bevel
Suspension: Front: coil springs and trailing parallel links
Suspension: Rear: coil springs and rigid axle located by radius arms
Steering: Marles cam and double roller
Brakes: Girling hydraulic drum, diameter 12ins
Tyres: Dunlop Road Speed 6.00×16

Dimensions

Length: 4293mm (14ft 1.5ins)
Width: 1651mm (5ft 5ins)
Height: 1359mm (4ft 5.5ins)
Wheelbase: 2515mm (8ft 3ins)
Track F/R: 1372/1372mm (4ft 6/4ft 6ins)
Unladen kerb weight: 1194kg (2632lb)

Performance

Max speed: 190.7kph (118.5mph)
0-96.5kph (60mph): 10.5 sec
0-160.9kph (100mph): 30.0 sec
Standing 1/4: 17.9 sec
Economy: 12.28l/100km (23mpg)