The Influence Of Bamford And Martin
Aston Martin was born from a collaboration
of Robert Bamford and Lionel Martin in 1913, while they
were both working for Singer cars. Together the two
decided that, while the Singer was definitely a good
car, it could be improved somewhat to make it more suited
to competition (a theme very much evident in the success
of nearly every manufacturer listed in the “Heritage”
pages on this site).
They started by using a Coventry-Simplex side-valve
1389cc four cylinder engine, at the time being manufactured
for the inexpensive “Glyno” car. Lionel
Martin then used his considerable engineering skills
to work, fitting the engine to a 1908 Isotta Fraschini
racing chassis designed by Ettore Bugatti (yes, of Bugatti
fame!).
The car would naturally be raced in numerous
events, including the Aston Clinton hill-climb course.
Take the first name of that course, then add Lionel
Martins surname and voila, a name that would come to
epitomize high class British thoroughbred motoring to
this day.
The Origins Of The Name
But back to the early 1900’s! While the first
true Aston-Martin car would be manufactured in 1919,
it would take until 1921 for the pair to be in a position
to sell it. Perhaps not surprisingly considering the
origins of the chassis that was being used, the new
Aston bore a striking resemblance to the Bugatti’s
of the day. Lionel Martin stuck with the Coventry-Simplex
engine – but it was in the cars responsiveness
and accurate steering that a reputation was quickly
being established.
The first cars used rear fitted two
wheel brakes, and while excellent, particularly when
compared to the braking systems employed on the competitors
cars, Aston-Martin soon introduced four wheel brakes.
The car was good for a top speed of more than 70mph,
but at £850 was considered by most to be excessively
expensive – and the engine was very yester-tech
(even in these automotive pioneering years!). Struggling
financially, the Charnwood family assumed control of
the company in 1924, however sales did not improve markedly
and by 1926 the company once again had its back to the
wall.
Bert Bertelli To The Rescue
The companies salvation came from an unlikely source,
one 'Bert' Bertelli’, an Italian-born engineer.
Bertelli partnered with W S Renwick and together they
produced a new Aston-Martin at their premises in Feltham.
Their new Aston was thoroughly conventional, even by
1927 standards, being a two-seater with a new 1.5 liter
single overhead cam four-cylinder engine.
Over the ensuing
3 years to 1930 only 30 cars would be manufactured,
and financial problems would continue to impede the
company’s progress. There was a short time when
Frazer-Nash guaranteed Astons overdraft with its bankers,
and only after further reorganization were they able
to get their business affairs sorted sufficiently to
enable the design and manufacture of the first of the
Internationals.
Displayed to the public in 1928, the first “International”
would not go on sale until 1930. Aston-Martin’s
London distributor, W Prudeaux Brune, then took control
of the company, speculation being that he grew tired
of the continued supply problems and perceived miss-management
of the company. Brune’s stint at the helm was
also to be short lived, with control passing to Sir
Arthur Sutherland in 1932. to be on sale by 1930.
The Aston Martin International Gains Popularity
But while so much was happening behind the management
scenes at Aston, the International was starting to gain
public acceptance and popularity! Unusual in that this
was a sports car that offered four seats, all housed
in a lovely flowing style that was quickly becoming
fashionable.
The engine was much the same as used in
earlier models, but was now fitted with dry sump lubrication.
And, naturally for any car manufacturer aspiring to
sporting pretensions, they were starting to enjoy success
on the circuit, particularly at Le Mans where Bertelli
and Driscoll won the Biennial Cup.
The Mk. II Aston-Martins were revealed at the 1934
Olympia Show. The new models had a more powerful 75bhp
engine, and even more importantly the engineers dropped
the use of a worm drive back axle in favor of a more
conventional spiral bevel type – the former proving
unreliable and many pundits considering it the Achilles
heel of the International.
The Ulster, Arguably The Best Looking 1930's Sports Car
Despite weighing a rather obese 2000lb, the Mk. II
was good for 80mph – a speed very credible for
1934! A two-seater “Ulster” model was soon
released- styled almost directly on the works racing
cars, and many regard it as the most attractive of the
1930’s sports-cars - an opinion that we here at
Unique Cars and Parts would be loath to disagree with!
The Ulster featured a long streamlined tail, close fitting
cycle-type wings, an outside exhaust manifold, very
low lines, and an incredibly comprehensive instrument
panel.
Certainly this was the best of the “Bertelli
Astons” (for his influence was still in these
cars), but it was much heavier than such rivals as the
Riley and MG Magnettes. Only 17 road cars were built,
along with several 'team' racing cars, and they were
priced at £750, ready to race.
In 1936 Aston-Martin introduced a new 2 liter model
and, even though the design was basically as before,
the enlarged 1949cc engine now used normal wet sump
lubrication and was mated to a wonderful “synchromesh”
transmission, a great advance for the day and more specifically
for Aston-Martin.
The model line-up included both a
saloon and sports-touring version, with a competition
ready “Speed” model available. St John Horsfall
would use the “Speed” to win the Leinster
Trophy race of 1938, and then the “best British
performance” at Le Mans.
David Brown Resurrects The Marque
Unlike the Axis car manufacturers on mainland Europe
that received copious amounts of assistance (including
financial) to re-establish themselves after the war,
Aston-Martin was largely forgotten. There was a new
model designed in the early part of 1939 by engineer
Claude Hill, dubbed the “Atom”, but production
was shelved at the wars outbreak. Post war attempts
to manufacture a new car with a multi-tube space frame
could not be financed, and all seemed lost for the marque.
Thankfully a more far-sighted industrialist would come
to the companies rescue in 1947. David Brown, who incidentally
had also purchased Lagonda, turned the fortunes of the
company around almost immediately. Only one year after
assuming control, 1948 would see the release of the
DB1 with a sweet and powerful new six-cylinder twin-cam
Lagonda engine.
Once again St John Horsfall would enjoy race success,
this time at the 1948 Spa 24 Hour race. But the real
success of the marque would occur with the release of
the DB2 in 1950.
In this iteration, the Lagonda 2580cc
107bhp engine was mated to a new version of the multi-tube
chassis, the aerodynamic two-seater coupe body being
styled by Frank Feeley, an ex-Lagonda stylist. The coupe
would sell for £1915, the drop-head version costing
£128 more. The DB2 remains to this day a landmark
in design, performance, handling and refinement.
The Vantage Engine Brings Success
In a time when a companies fortunes relied heavily
on race track success, David Brown had some cars fitted
with a 123bhp “Vantage” engine for an extra
£100. A famous lightweight DB2, VMF 63/64/65,
performed valiantly at Le Mans where drivers Abecassis
and Macklin, managed by John Wyer, won the Index of
Performance; the same crew then going on to win their
class in the
Mille Miglia.
In 1953 the
DB2 gave way to the
DB2/4 that offered
2 + 2 seating. Apart from a hatchback style treatment
at the rear, the car remained very similar to its predecessor
but, from 1957 onwards, a new DB Mk. III would be fitted
with front wheel disc brakes and afforded even more
power – it would remain in production until 1959.
Dr Eberan von Eberhorst (try to remember the names,
we will be testing you at the end of this article!)
then designed 1951’s
DB3. Built around a tubular
chassis frame, the car featured de Dion rear suspension
and a 140bhp version of the Lagonda engine. The engine
size would be increased in later cars, capacity up to
2922cc and good for 163bhp.
Evolution Of The DB and V8
In 1953 the DB3 was replaced by the DB3S, essentially
a shortened wheelbase version of the chassis, but carrying
over the same suspension and running gear, all housed
in a more shapely body shell. Immediately successful
on the circuit at events such as the Goodwood Nine Hour
race, it would remain a force to be reckoned with for
the next three years.
The DB3S was put on sale as a 'road car' for £3684,
with a claimed maximum speed of 150mph. A few of these
cars (there were 30 in all, including team cars) had
fixed-head coupe styles. In 1957 Aston released the
DBR1, and then the following year and all new model,
the DB4.
The 3.7 liter engine was good for 240bhp and
certainly had such makes as Ferrari and Maserati in
its sights. By this time the cars were better described
as Grand Tourers rather than sports-cars, but the short-wheelbase
DBWT (some with lightweight Zagato bodies) producing
up to 325bhp retained much of the sports-car spirit.
The 4 liter
DB5 followed in 1963,
and a true adult carrying four-seat DB6 was released
in 1965 and would remain in production until 1970.
The DBS would be released in 1968, and although it
had a very wide and heavy body, performance was more
than satisfactory courtesy of the silky smooth 4 liter
six-cylinder engine.
The Aston Martin V8
From 1969 a new 5.3 liter four-cam
V8 would be fitted, and while Aston remained tight-lipped
as to the power output of the engine our research
shows it as being good for between 340-436bhp and
a top speed in excess of 170 mph/ 250 km/h. Sir David Brown sold Aston in 1972, and there have
been numerous owners in-between times. But perhaps that
is something we need not worry about, for the company
has shown it’s resilience in tough financial times,
and the pedigree and quality of the marque has never
been tarnished despite undergoing so many acquisitions!