Aston Martin MKIII - Aston Workshop Book

DB2/4 Mk III

AM/300/3/1815

Restoration of the classic Aston Martin

DB MkIII book latest copy 2:Layout 1 2/12/10 11:46 Page 1

CONTENTS

CHAPTER ONEThe History of Aston Martin

Origins

The Interwar Years

Enter David Brown

Lagonda Motors

The Post War Years up to 1971

Change of Ownership

Aston Martin in Competition

CHAPTER TWOThe DB2/4 MkIII - A Car for All Time

Development History

Chassis Development

Suspension

Engine and Transmission Developments

Gearbox

Braking System

Other DB2 Developments

The DB2 / 4

The DB MKIII

The DB MKIII Engine Redesign

The Updated DB MKIII Body

The DB MKIII Chassis and Suspension

Changes

CHAPTER THREEHistory and Restoration of a DB 2/4

MK III

Early Restoration

Major Bodywork

New Owner

C CHAPTER ONE

The History of Aston Martin

DIARY DETAILS FROMRON POWELL

APPENDIX AThe Post War Models up to 1964

The DB1

The DB2

The DB2/4

DB2/4 MkIII

DB 4DB5

APPENDIX B

Letters Etc.

APPENDIX C

Restoration Notes


The History of Aston Martin is a long and convoluted one is not untypical of much of the early and mid 20thcentury 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 hillclimbing.The start of what became Aston Martin was the occasion in early May 1914, when a certain Lionel Martinascended 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.

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

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

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

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

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

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

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

following his success at the Aston Clinton hill climb.

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

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

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

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

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

ORIGINS THE INTERWAR YEARS

In 1920, Lionel Martin revived the business and restarted design and development of his car, beginning withthe 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, withminimal weather protection. By 1925 some 23 examples had been completed. There were 3 furtherdevelopment cars built, each being optimised for competition: the last one, named Bunny, successfullybreaking the hill record at Brooklands in 1922.In 1921, Robert Bamford withdrew from Bamford and Martin, his place as director being taken by LionelMartins 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

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

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

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

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

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

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

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

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

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

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

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

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

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 cars reputation for high

quality, though they were expensive.


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.

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

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

eminently practical road going cars.

Aston Martin Team cars circa 1935 - Aston Martin enjoyed a successful competition history during the 1930s,

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.

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

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

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.


2 litre Speed Model, a rakish design that was typical of Aston Martin in the late 1930s. 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,

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

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

wars end, production was geared to the war effort. Atom went on to serve as valuable war transport for

Gordon Sutherland.

THE INTERWAR YEARS ENTER DAVID BROWN

At the end of the war, Gordon Sutherland had acquired sole ownership of Aston Martin Ltd, his father havingsold his shares to him for 5. Aston Martin emerged in a good state with excellent facilities, a sound balancesheet and a small but skilled workforce. However, in common with much of industry, resources were extremelydifficult to acquire in order to restart car manufacture and the national effort, (requiring as much export aspossible), 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 andfinancial backing beyond what he could provide; and with a need for a major industrial backer in order tosecure supplies of scarce steel and other materials. It was therefore with much regret that he put AstonMartin Ltd up for sale.

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

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

Brown Ltd.

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 1930s drew to a close, opportunity was taken to enter into tractor manufacture,

commencing production in 1939.


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.

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.

ENTER DAVID BROWN LAGONDA MOTORS

Lagonda Motors traces its roots back to 1899, when the company was founded by Wilbur Gunn as theLagonda Engineering Company, beginning in a shed at the bottom of his garden to build small compoundsteam engines primarily for boat propulsion. In 1900, Wilbur made his first motor cycle, sensing that with thestate of transportation, more and more were demanding the convenience and speed available from motorisedmodes of transport. Initially as with so many start-up businesses, the first products were built from partsbought in from other local light engineering companies, in this case Knights of Staines, from whom heacquired the frames. Wilbur designed and manufactured a small internal combustion engine and adapted theframe 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 Lagondas own manufacture (the 20 hp,) to a new 6 cylinder model, the 30 hp of Lagondas 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.

In the depressions of 1929 and early 1930s, 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.


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.

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 1930s, 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 wars end, Alan Good

had decided to concentrate the use of these resources into small marine engine production under the trading

name Petter Diesels.

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.


THE POST WAR YEARS UP TO 1971 THE POST WAR YEARS UP TO 1971

Under David Browns ownership, Aston Martin was for the first time funded to develop and manufacture carson a significant scale. A dealer network was created, a service centre provided and a full sports racing carprogramme put in motion. Sales rose, but never seemed quite sufficient to cover the full cost of developmentand manufacture. The adoption of the WO Bentley engine led to an early break by Claude Hill, in a seriousdisagreement with David Brown. His departure led to the promotion of Harold Beach who took charge ofchassis design under the tutelage of Robert von Eberhorst, late of Auto Union, who was appointed ChiefEngineer.

David Browns 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.


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 DB4 set the world alight, reinforcing Aston Martin as a sports car manufacture of the highest

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

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

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

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

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

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

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

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

the DB6 that continued in production alongside.

THE POST WAR YEARS UP TO 1971 THE POST WAR YEARS UP TO 1971


BCHANGE OF OWNERSHIP CHANGE OF OWNERSHIP

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.

The V8 Vantage and Volante introduced in 1979 - 2 models that the funding and recapitalisation provided by

the new owners enabled and that secured Aston Martins future for a few more years.

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.

Picture of Virage - the new model Virage that enabled Aston Martin to stay in business during the early 1990s

and which with Fords 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 Martins

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

leadership of Dr Ulrich Bez, the new Chief Executive.


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 Martins 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.


ASTON MARTIN IN COMPETITION ASTON MARTIN IN COMPETITION

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

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

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.

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

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

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

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

Afull racing programme was instituted under John Wyer in 1949. The brief given by David Brown was to bedelightfully simple, win at Le Mans. The DB2 proved a very competitive car and in 1950, the team consistingof three DB2 works entries came 5th and 7th overall and first in the 3 litre category.More success was to follow in 1951 with 2 specially lightened DB2 works entries, the lead car coming in3rd, the other 5th and a privateer 7th. It was to prove a high point in the Le Mans for a number of years.By 1952, the DB3 was ready but never proved fully competitive nor adequately reliable. The DB2 continuedto be campaigned with conspicuous success, but its competitiveness in the top echelons was becomingimpossible to sustain.

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 Martins 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.


CHAPTER TWO

The DB2/4 MkIII - A Car for All Time


Based on what became known as the DB1, the DB2 design briefwas for a car capable of winning the World Sports Carchampionship at Le Mans. David Brown took a strategic decisionthat a new engine would be required, preferably 6 cylinder of atleast 2.5 litre capacity. Additionally, it would need to be goodlooking, 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 Jaguars

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

Martins new owner, and Claude Hill left the company and a new

chief designer, Harold Beach was appointed to lead the new car

design.

DB2 DEVELOPMENT HISTORY



CHASSIS DEVELOPMENT

SUSPENSION

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.-

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 excel-

lent 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.

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.


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.

CHASSIS DEVELOPMENT


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 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.


TGEARBOX

David Brown was insistent, as a major gear manufacturer that it was to be his firms own gearbox that would

be used in the DB2. As was common with nearly all car manufacturers of the late 1940s, 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.

BRAKING SYSTEM

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.

OTHER DB2 DEVELOPMENTS

THE DB2/4

THE DB2/4 THE DB MKIII

. 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 wind-

screen 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.

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

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.

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

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.

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

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.

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 designconcept 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.

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 worlds 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.


Of Polish origin, Tadek Mareks 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 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.

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.

THE DB MKIII ENGINE REDESIGN

THE UPDATED DB MKIII BODY

DB MKIII CHASSIS AND SUSPENSION CHANGES


CHAPTER THREE

History and Restoration of a DB 2/4 MK III


HISTORY OF DB2/4 MK III - REG NO: WYE 847

AM/300/3/1815 ENGINE NO: DBA/1404

This an unusual car in that it has almost a continuous history since the date it was firstregistered in 1959. The purchaser of the Aston Martin was the Africore Mining Companyof Berkley Square , London. We can be fairly sure that its first user would have beenmost probably the then Managing Director or Chairman. Its date of first registration anddelivery 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.

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.

EARLY RESTORATION


BThere is a general reference to bodywork refurbishment, the bodywork being given to Robert Laidlaws ofWembley, which was completed December 1970 for the sum of 120. Work included replacing or repairingdoor skins, side panels, bonnet and sills. In addition, it provides details of re-upholstering, and generalrefurbishment 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 borewear and to assess the general condition of pistons, liners and and crankshaft. With the engine reassembledand 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

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

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

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

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

comparison in later years.

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

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 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

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

an anti theft system, but the installation proved unsuccessful.

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 Pryors 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

the engine.

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

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

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

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

date of manufacture.

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

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

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 Pagnells 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.

MAJOR BODYWORK

NEW OWNER

EARLY RESTORATION


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.


June 2009

Aston Martin Owner Club Monthly Magazine issue No. 716.Page 50 Cars for SaleAdvert 2 1959 DB Mark III by John Herring

Wrote to Seller seeking details

Received Cover letter and 5 pages Notes

Tuesday 16 JuneTelephone discussion of visit appointment

Wednesday 17 JuneTo Home of John Herring in SurreySale / Purchase agreedAgreed for Ronald D. Powell to become the Keeper of Aston Martin DB IIIReg No WYE 847

Thursday 18 JuneAndrew McCloskey Aston Martin Works Service Newport PagnellArrangement of collection of DB III for 9th July, aproximately 1.00 pm

Monday 22 JuneFunds for Payment of DB III sent from National Bank of Abu Dhabi toBarclays UK.

Email confirmation of collection request to Andrew McCloskey AstonMartin Works ServiceNewport Pagnell.

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

July 2009

Wednesday 8thTo Newport Pagnell Swan Hotel

Thursday 9th to Weybridge

DB Mk.III Documents Receive

New Key Ring Pds 10.00Car Parts loaded into Car

DB Mk.III remove from GaragePushed car to Loading AreaDB Mk. III loaded onto Carrier for onward transport to Aston Works ServiceNewport Pagnell

5.00 Aston Works Service Newport PagnellWorks Heritage Kevin MooreDiscuss of things to be done, Visual over Car

Number Plate Backing/Holding Plate collected from David Herring deliv-ered to AM Works Service

Tuesday 14Received email from Works Heritage, Kevin Moore, and my reply

We have had your vehicle running and carried out our initial check over andwould like to report the following :-

MOT failure items.Front windscreen wipers do not clear the windscreen. Require replacement.....Reply Please replaceFront number plate missing. .....Reply Number Plate is in rear of Car wrapped in old newspaper, I put itin there,Number Plate Holding bracket sent to you via courier and received asadvised 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......


Reply If this an MOT fail point then please replaceNo brake servo assistance. Requires investigation servos may be seized andrequire overhaul.Reply I reported Brakes as needing attention .. please do asnecessary 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 overhaul., 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 bebinding 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 butinstalled 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 fitthem as they should be please remove them.

The radiator and engine are leaking water very badly. The radiator is splitand there is a leak from the head gasket but it is so bad it may well be theblock. 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 .. theengine and all Ancillaries have been reconditioned .....I realise you will have to inspect to be able to report further, so please carryon and advise as soon as you can.

July 2009

Wednesday 22Letter to John Herring

Day No. 1

Time 4.00 pm Temp Cold Grey Miles 58 Trip

Aston Martin DB Mk III

Chassis No . AM/300/1815

Registration No. WYE 847

Petrol at Galls Miles Trip Pds

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

Home Time Temp Miles 62

October

Wednesday 21Week 43 2009


October

Day No. 2

Time 4.00 pm Temp Cold Grey Miles 62




Petrol at Galls Miles Trip Pds.

Car in Works Service

Tax application Newport Pagnell Post Office onto Northampton DVLA Office

Depart Works Service 1.40pm - Weybridge

M1 South 70 / 80 mph cosmic M25 M4 Weybridge Wrong turning twice

Arrive Fairlawn 3.00 miles 128 Oil Level just off Full

Pictures

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 miles 192

Nearside headlight off

Near side front Indicator not working

Home Time 6.50 Temp Miles 192

Day No. 3

Time 11.55 Temp Sunny cold Miles 192 Trip




Petrol at Tickford St Ltrs 39.9 Miles 192 Trip Pds 41.57

Lights & Indicator ok Car Intro Parts loaded

Tickford Street West fill up Fuel Tank to M1 North Speedo Not Working

M1 2800 Rpm

A1M North Traffic Hold Up off West onto York Road then North to Flaxby

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

then A19 to Yarm

High Street Central Street Merryweather Court

Fuel at - night in Garage

Home Time 4.00 Temp Cold Grey Miles Trip

October

22 ThursdayWeek 43 2009

Friday 23Week 43 2009


Day No.

Time Temp Cloudy Rain Miles 192 Trip




Petrol at Ltrs Miles Trip Pds

Unload Boxes

Clean Wheels

Remove Badge Bar

Wet Sponge Wash Polish

Home Time Temp Miles Trip

Day No. 4

Time Temp Sunny light Rain Miles 192 Trip




Petrol at Prestwick Ltrs 345 Miles Trip Pds 37.50

With RR

A19 North Wynyard Toby Inn Hartlepool Road Ouden Lodge

Hartlepool Road A19 to Yarm to Hilton Village to Stainton

to Stockesley to Swainby

RR Drive to A19 A19 North to Yarm

In Garage overnight


October

24 Saturday

Week 43 2009

October

Sunday 25Week 44 2009


Day No. 5

Time 7.30 Temp Sunny Miles Trip





Yarm to Beamish

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

Depart 10.00

To Durham Pullman Jamie local Drive

Depart 11.35

To Teesside Airport Cleveland Motor Homes

With Craig Jackson local Drive

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

Arrive 2.30

2 hours In Strickland & Holt Car Park

In Garage overnight


Day No. 6

Time 3.30pm Temp Miles Trip





Yarm to Beamish Aston Workshop


Note of Miles

At Collection by AM Works Service Gordon 68

Newport Pagnell Weybridge & Return @ 192

Newport Pagnell to Yarm add 200 = 392

Sunday 25th with RR add 40

Yarm to Beamish to Durham to Yarm add 100

Yarm to Beamish add 40 = 640

October

26 Monday

Week 44 2009

October

Tuesday 27Week 44 2009


Day No. 7

Time 1.30 Temp 1c Miles 195 Trip




Petrol at Beamish Station Ltrs 41.91 Miles 198 Trip Pds 47.32

Collected car form Aston Workshop Beamish

Stanley Chester le Street A1 South Coatham Munderville Darlington A66

Eaglescliff Yarm

Today

Home Time 2.40

Temp cold

Miles 45 today Mileometer 240 Trip

Day No. 8

Time 8.45 Temp Cold Dry Miles 240 Trip




To Penrith

A66 Across Scots Corner Bowes Moor Pictures Penrith By Pass

Caithwaite Plumpton Village 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

Dep 5.45 to Yarm

Today

Home Time

Temp cold

Miles today 158 Mileometer 398

March

5 Friday

Week 9 2010

March

Monday 8

Week 10 2010


March

10 Wednesday

Week 10 2010

Day No. 10

Time 4.00 Temp Cold Dry Miles 791 Trip Aston




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

Dep 4.55 Stockesley By Pass Hitton Rudby Crathorne Yarm

Today

Home Time 6.35

Temp cold

Miles 36 Mileometer 828

Day No. 9

Time 6.20 Temp Wet Miles 398 Trip




To Aston Martin Gaydon

A19 Speedo Screech Needle Irratic

A1 A1M 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 .

Onto M40 Jtn 12 Gaydon Aston Martin

Car Washed at Aston

Pictures

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

March

Thursday 11Week 10 2010


Day No. 11

Time 11.30 Temp Cold Dry Miles 828 Trip




With Dave Parvin

Yarm Kirklevington Crathorne Hutton Rugby Stop

Dave Parvin Drive through Hutton Rugby turn around to Crathorne Yarm

Home Time 12.15

Temp cold cloudy

Miles 13 Mileometer 841 Visit in Court Yard by Dave Nichols

2.40 Yarm to Beamish 841 miles

A19 A1 Chester le Street Stanley Beamish

At Beamish 3.50 Mileometer 891

Miles today 63

Note of Miles Trip Reading Completed

At Collect At Collection by AM Works Service Gordon @ 64 64

Day 1 Newport Pagnell Weybridge & Return @ 192 128

Day 2 Newport Pagnell to Yarm add 200 200

Day 3 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 total 573

Day 7 Beamish Yarm 45 45

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

Day No. 12

Time Temp Miles 903 891 at drop off 12 miles on testing . Trip




12.45 Sunny warm

Workshop Attention completed see Work Sheet Invoices

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

Beamish A1M South M1 Newport Pagnell

Depart miles 903 time 1.20 pm

1st hour 60 miles 2nd hour 74 miles 70 75 mph 2500 - rpm 2800 M1 Queues

Arrive Newport Pagnell fill up miles 259 / 1156 pds 44.75

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

At Swan Hotel time 6.20 miles 260 / 1158 = 255 miles

Clear Water Wash

Home Time

Temp

Miles 1158 = today 255 Milometer 260.5

March

12 Friday

Week 10 2010

May

Friday 21Week 20 2010


Day No. 13

Time Temp Miles Trip




Swan Hotel to Aston martin Works Service Car Park

6.05 to Belfry Hotel Oxford Evening Sunny Clear

Dep. Miles 260.5 / 1158 MI North M40 South West

Richie in Renault in tandam DB7 Zagato BMW great run

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

Overnight in Car Park lots of Astons

Home Time

Temp

Miles 1221 = today 62 miles 50 mins Milometer 322.

Day No. 14

Time Temp Miles Trip9.45 Sunny Dry 1221 322




Belfry Hotel to Blenheim Palace 20 miles approx

Dep 4.30 to Woodstock Village 345 / 1243

Dep 5.25 to Teesside A44 M40 A46 Leister M1 M18 A1M - A19

75-80 mph

With Richie Renault 197 in tandam

2600 3000 rpm 75 80 mph

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

To Parvins House Linthorpe Middlesbrough miles 584 / 1481 9.18 pm =

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 15 mins

Travel time 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

May

22 Saturday

Week 20 2010 May

Sunday 23Week 21 2010


May

24 Monday

Week 21 2010

Day No. 15

Time Temp Miles Trip7.40 Sunny 1500 604.2




Yarm Beamish A66 A1M

Arrive 8.32 646.2 / 1542 42 miles 52 mins

Collect 5.30 650.5 / 1546 A1M A689 A19 Yarm

Arrive 6.30 pm 699 / 1595

Home Time 6.30 pm

Temp

Miles 1595 = today 95 Milometer 699

Day No. 16

Time Temp Miles Trip12.12 Grey Cloudy 1595 699




Yarm Crathorne Hutton Rudby Stockesley Gt. Ayton RSPCA & Suggets

Dep 1.05 Stockesley Skutterskelf Hutton Rudby Crathorne Yarm 2.10 729 / 1625

Dep 2.50 to Harlepool Marina 3.25 748 / 1645

Dep 3.50 to Beamish 4.55 pm 791.7 / 1689

Home Time

Temp

Miles 1689 = today 94 Milometer 791.7

May

Tuesday 25Week 21 2010


June

5 Saturday

Week 22 2010

Day No. 17

At Aston Workshop Beamish

Time Temp Miles 1689 Trip 793.1




Depart 12.25 Petrol at Kip Hill 794.3 / 1690 Ltrs. 46.27 Pds 55.02

Sunny Warm

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

Car runs much smoother

At Yarm 2.05 857 / 1754

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

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

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 899.8 106.7

Day No. 18

Time 9.10 Temp Miles 1796 Trip 899.8




Yarm to Teesside Airport Cleveland Motor Homes

Remove Steering Wheel 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

Grey Skies Brighter midday possible rain

Home Time

Temp


Fin 1805 909.7 9

LE MANS 2010 TRIP June

Monday 7Week 23 2010


Day No. 19

Time 8.25 Temp Cool Grey Skies Light drizzle Miles 1805Trip 909.7




To Petrol Station Shell Yarm Station

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 Le Mans via Weybridge & Portsmouth Rain

A19 - A1M M18 M1

9.00 hit Grouse ..

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

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

retrieved ok.

1st hour driving 57 miles

2nd hour driving 52 miles

11.15 at 0019 miles stopped for Glue & String, fitted Blade onto Spare Arm, refitted on to Spindle

with Glue, and ESSS, Equipment Secure System String

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

4th hour driving 58 miles

Stopped at Newport Pagnell 108.3 / 2004 12.45

Onto Weybridge Arrived Fairlawn 2.15 0175.5 / 2072

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

Overnight on Ferry Portsmouth - St. Malo France

Home Time

Temp


Fin 2139 243 334

Day No. 20

Time 8.30 Temp Cloudy Sun Dry Miles 2140 Trip 243.8




St. Malo France To Le Mans

At Port Exit Fit Head Light Dip Reflectors Take Photographs

To Petrol Station.

Petrol 36.82 ltrs 49.30 euros


to Le Mans D47 Rue du General Patton N137 Reuness 38 miles turn off N136 2181 / 285.4

at 295 / 2191 turned onto N157 to Le Mans

Coffee stop 11.00 miles 317.1 / 2213

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

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

Car Wash in Coiltinnes

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

Arrive Malicorne 5.00 418.7 / 2318 into Chateau Rive Sarthe Photos

Restaurant Petite Auberge Malicorne

Depart 8.35 miles 421 / 2318 to St. Pavace via Le Mans

Thro Le Mans, Shop (Beer)

Petrol at Train Station 39.04 ltrs 52.66 euros


At St. Pavace arrive 10.35 mileage 456.2 / 2353

First Night in France Overnight in St. Pavace

Home Time

Temp

Miles Start 2139 TripOmeter 243

Fin 2353 456.2 214

June

8 Tuesday

Week 23 2010

June

Wednesday 9Week 23 2010


Day No. 21

Time Temp Sunny Miles 2353 Trip 456.2




St. Pavace - Le Mans - Mulsanne

Mulsanne straight South North South

Depart Mulsanne Village to Chatre sur de loir and the Hotel du France

At Village Square 12.00 508 / 2405 Sunny very warm

Photos in Square

Depart 3.45 Country roads Farm lanes to St.Pavace

Arrive 5,40 557.9 / 2454 sunny blue skies

Parked up for night.

Home Time 5.40

Temp

Miles Start 2353 Milometer 456.2

Fin 2454 557.9 101

Day No. 22

Time 9.15 Temp Rain Grey Skies Miles 2454 Trip 557.9




St. Pavace - Le Mans 24 Hours Circuit

Arrive 10.50 Traffic heavy

Parked in Aston Martin VIP Car Park For the day and night

Home Time

Temp


Fin 2473 577.2 21

June

11 Friday

Week 23 2010

June

Saturday 12Week 23 2010


Day No. 23

Time 11.00 Temp Miles 2473 Trip 577.2




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

6.45 Depart Circuit Coinnes Shops - St. Pavace

Arrive 7.20 sunny evening

Home Time

Temp


Fin 2486 589.4 13

Day No. 24

Time 9.55 Temp Sunny Cloudy Miles 2486 Trip 589.4




St. Pavace Caen. Ca

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