The James Bond Garage !

1948 Aston Martin DB1 2-Litre Sports




Info
After David Brown briefly tested Aston Martin's Atom prototype, he paid 20 000 GBP and the company was his. He had grand ideas for his new purchase, but started out with a new drop-head coupe that became the DB1.

The underpinnings for the DB1 came from a 1939 Aston Martin prototype called the Atom. It used a SOHC, 8-valve, 2-liter engine that produced 90 bhp. The chassis was a unique multi-tube affair and provided support for an awkward 4-seat sedan.

David Brown decided that a convertible or drop-head coupe version of the Atom would be a good launch point for this new venture. He had Claude Hill stiffen the chassis to accept a new flowing body. The design used lateral supports that were tall enough to support the top of the body.

Frank Freeley was responsible for designing the body which was curvaceous and made all the pre-war Astons look antiqued by comparison. The two front fenders were long and exaggerated by accents on the doors. They also concealed the spare tires which were accessed through small flaps on the top edge of the fenders.

Even though Willie Watson's new DOHC Inline-6 was in the pipeline, the Atom's 2-Litre engine was retained. This engine was the same capacity as the old pre-war Astons but its design was all new. It had a much shorter stroke and a higher located camshaft. This drove the rear wheels though a dry-plate Bork & beck Clutch and one of David Browns signature gearboxes. Already established in the gear set business before acquiring Aston, David Brown had the resources to equip a thoroughly modern, all synchromesh, 4-speed transmission.

Called the 'Two Litre Sports', the new Aston was proudly displayed at the 1948 London Motor Show as a bold new direction for the company. It was made clear that the car was completely distinct, and didn't use any of Aston's prewar tooling. The DB1's styling hinted at Aston's future, especially with its signature three-part grill that would inspire shapes of every car that would follow.

Always keen on keeping a competitive edge, David Brown used one of the very first 2-Litre chassis to go racing. A small two-seat roadster body was fitted and later won its class at the 24-Hours of SPA. This emphasized the race-bred pedigree of the chassis and its independent front suspension.

It has been estimated that only 14 DB1s were made before David Brown got to launch the DB2. It made a fitting replacement with the new Inline-6 engine that was suitable for LeMans. Later on, the company would go on to win some of the world's best racing accolades which can all trace their history back to the DB1.

Engine Inline-4
aspiration Natural
valvetrain Pushrod OHV, 2 Valves per Cyl
fuel feed Twin SU Carbutettors
displacement 1970 cc / 120.2 cu in
bore 85 mm / 3.35 in
stroke 92 mm / 3.62 in
power 67.1 kw / 90 bhp @ 4750 rpm
hp per litre 45.69 bhp per litre
bhp/weight 88.24 bhp per weight
redline 2860
front brakes Girling Hydrualic Drums
f brake size 305 mm / 12 in
rear brakes Girling Hydrualic Drums
r brake size 305 mm / 12 in
front tire size 5.75x16
rear tire size 5.75x16
steering Worm & Roller
f suspension Trailing Arms w/Coil Springs, Hydraulic Shock Absorbers
r suspension Rigid Axle w/Trailing Links, Coil Springs, Hydraulic Shock Absorbers
weight 1143 kg / 2520 lbs
wheelbase 2743 mm / 108 in
length 4470 mm / 176 in
width 1715 mm / 67.5 in
height 1410 mm / 55.5 in
transmission 4-Speed Manual w/Borg & Beck Clutch

1956 Aston Martin DB2/4 Touring Spyder



Info
When considering Aston Martin and design house Touring of Milan, most will be familiar with the DB4, DB5 and DB6 which proudly wear Touring's Supperleggra badge, but before these cars came about, a number of special one-ofs were prepared that are less familiar.

As early as 1953, Aston Martin was shipping over bare chassis to be bodied by the great Italian design houses. At the time, David Brown was interested in promoting his marque with special limited production designs that could be shown at the great motor shows and broaden Aston's appeal.

The DB2/4 chassis was the last of Aston's DB2 chassis and provided a strong basis for the studios since it was built as a 2+2. Three copies were sent by Stanley Arnolt to Bertone in 1953, a sole four seat cabriolet was made by Touring in 1953 and a relatively unknown Vignale Supersonic appeared at the 1956 Turin Motor Show. In early 1956, a trio of chassis was sent to Touring and they had the task of creating a a Spyder that was more dramatic than the cars that came before it.

Touring must have decided that clean flowing lines were the next direction, because the resulting body was a gentle and harmonious design not too far from Touring's famous Ferrari 166 Barchetta. Like that Ferrari, the Aston had a long front hood, a leather stitched interior and a low set windscreen.

To individualize the design, Touring gave great freedom to Signor Formenti who used some flamboyant accents such as the custom bumpers, twin hood scoops and an interesting version of Aston's signature grill. The rear has two curious intakes over the leading edge of the rear fenders are reminiscent of the mid-engine sports cars that were on their way.

Before the nineties, any information or images on the Touring Spyers were difficult to come by. It was well known to the Aston Martin Owners Club that three chassis were sent to Milan, but the cars had been very elusive over the years.

The very first Spyder, AM/300/1161 was displayed at the 1956 Turin Motor Show alongside the last Bertone Spyder and was purchased by the Associated Newspapers of London who held a contest to the person that could best sum up the design in a catch phrase. Alexander Smith won the car with 'who said a spyder couldn't fly'. Later, it stayed in England and sold after a right hand drive conversion at Coy's Auction for 195 000 GBP.

AM/300/1162 was first displayed at the Paris motorshow. Its engine was later upgraded to DB3S specification with more potent camshafts, Webers and an aluminum sump. By 1966, it was in America and underwent a full restoration. Afterwards, it was sold for an asking price of $6000 and was later found under a tarp in Utah in 1984. After being restored again, it debuted at the Pebble Beach Concours in 1997. It was retained by the Blackhawk collection in 2005 painted in silver.

AM/300/1163 spent most of its life with same owner on the coast of the USA and was purchased by Whitman Ball. It went through the Blackhawk collection in 2004 painted light green.

Position Cast Iron Inline-6
aspiration Front Longitudinal
valvetrain DOHC 2 Valves per Cyl
fuel feed Triple Weber Carburetors
displacement 2922 cc / 178.3 cu in
bore 83 mm / 3.27 in
stroke 90 mm / 3.54 in
compression 8.2:1
power 132.7 kw / 178 bhp @ 5500 rpm
hp per litre 60.92 bhp per litre
bhp/weight 206.5 bhp per tonne
front brakes Alfin Drums
f brake size 305 mm / 12 in
rear brakes Alfin Drums
r brake size 305 mm / 12 in
front wheels F 40.6 x 15.2 cm / 16 x 6 in
rear wheels R 40.6 x 15.2 cm / 16 x 6 in
front tire size 600L-16 Avon Turbospeed MkIV
rear tire size 600L-16 Avon Turbospeed MkIV
f suspension Trailing Arms w/Coil Springs, Lever Shocks
r suspension Rigid Axle w/Coil Springs, Lever Shocks, Panhard Rod
weight 862 kg / 1900 lbs
wheelbase 2515 mm / 99 in
front track 1372 mm / 54 in
rear track 1372 mm / 54 in
length 4267 mm / 168 in
width 1651 mm / 65 in
height 1194 mm / 47 in
transmission 4-Speed Manual
top speed 212.4 kph / 132 mph

1957 Aston Martin DBR1



Info
Ten years after David Brown bought Aston Martin, he would finally achieve his racing ambitions and win the 24-Hours of LeMans. This high point in Aston's history came when Carol Shelby and Roy Salvadori drove DBR1/2 to overall victory. Their car has now become the most valuable Aston Martin and is commonly seen racing with its 'XSK 497' registration.

The DBR1s benefited from ten years of development, including cars such as the DB1, DB2, DB3 and DB3S. All these helped the company achieve the necessary engineering, know-how and financial support to win LeMans. Like the DB3S, the DBR1 was a devoted race car that shared little with production Aston Martins. Its engine, space frame chassis and rear transaxle were all specially made.

Compared to the DB3S, the DBR1 was obviously a superior machine that was lighter and more powerful. Despite an increase in both wheelbase and track, the car managed to be 300 pounds lighter. Much of the weight savings came from a 20-gauge magnesium-alloy body which was vulnerable to damage both on and off the track. A new space frame chassis was drawn up by chief designer Ted Cutting that used the suspension and disc brakes from the DB3S.

Made for the first 2.5-liter formula after the tragic incident at the '55 LeMans, the DBR1 was powered by a 2.5 liter version of the DOHC, six-cylinder engine. With twin-spark ignition and a light-weight aluminum block, around 220 bhp was available. This power was delivered to the rear wheels through a 5-speed transaxle, putting more weight on the rear wheels.

Aston Martin aimed to race the DBR1 at the 1956 LeMans, but this deadline proved to be too early. Tony Brooks and Reg Parnell piloted DBR1/1 but retired after 246 laps and 21 hours with gearbox failure. Ferrari and Maserati also dropped out of the race, leaving the privately entered Jaguar D-Types to take overall victory.

For the 1957 season, more talent was brought on board including John Wyer as general manager and Reg Parnell as racing manager. The year started out optimistically with a second place finish for Roy Salvadori at the British Empire Trophy and another second place at Goodwood's Sussex Trophy. At this point DBR/1 was fitted with a larger 2922cc engine that could better complete with Ferrari 250s, Jaguar D-Types and Maserati's V8-powered 450S. It was joined by DBR1/2 and both contested the SPA Grand Prix for Sportscars. They finished 1-2, with Tony Brooks taking the overall victory. At the 1000km of Nurburgring, Tony Brooks again won and gained Aston their first points in the World Sportscar Championship. The coveted LeMans ended in failure for both of Aston's cars.

1958 was a mediocre year for Aston Martin. A three-liter limit on engine capacity eliminated Maserati, Jaguar and the Lister-Jaguars, but Ferrari's Testa Rossas were still in full force. Gearbox failure retired many of the DBR1s during the season, including the 12 Hours of Sebring and Targa Florio. At the 1000km Nurburgring, Stirling Moss and Jack Brabham raced the new DBR1/3 and won. At LeMans, all three DBR1s failed to finish, and left Ferrari with victory just ahead of Aston Martin's backup DB3S. The LeMans retirements were made up with a 1-2-3 at the Tourist Trophy which placed Aston second in the World Sportscar Championship behind Ferrari.

All the setbacks with the DBR1 and its unreliable gearbox were soon forgotten in the 1959 season. DBR1s were prepared almost exclusively for LeMans while the larger-engined DBR2 raced in non-championship events. Aston only entered the Nurburgring which was a safe bet and they won again for the third time in a row. This victory was one of Sir Stirling Moss's greatest races, having to make up for expensive time lost with Jack Fairman behind the wheel. Before LeMans, 2992cc engines were fitted replacing the 2922cc units. In this configuration, Shelby and Salvadori drove DBR1/2 to victory at LeMans after the leading Ferrari retired. Finally, David Brown's dream was realized and a World Sportscar victory seemed possible. The deciding race was Goodwood and Aston Martin entered three DBR1s. During the race, DBR1/3 went up in flames forcing Whitehead, who was privately racing DBR/5, to retire and offer his pitlane spot to the works team. To secure the championship, Shelby and Fairman had to take first place which they needfully did.

Upon winning the 1959 championship, David Brown announced Aston Martin's withdrawal from the Sportscar Championship. After ten years, his ambitions were achieved and he planned to focus on new efforts like Grand Prix. In a speech he made to celebrate his championship win he stated, the sports-racing car of today has become a more complicated and expensive version of a Grand Prix car. He added, our own racing efforts in 1960 will be concentrated upon the Grand Prix field. This speech effectively ended a chapter of Aston Martin racing.

Engine Type RB6, Aluminum, Twin Spark, Inline-6
position Front Longitudinal
aspiration Natural
valvetrain DOHC, 2 Valves per Cyl
fuel feed Tripple Weber 45DCO Carburetors
displacement 2992 cc / 182.6 cu in
bore 84 mm / 3.31 in
stroke 90 mm / 3.54 in
compression 9.3:1
power 179.0 kw / 254 bhp @ 6250 rpm
hp per litre 84.89 bhp per litre
bhp/weight 317.5 bhp per weight
redline RWD
drive wheels Front Engine / RWD
body / frame 20 Gauge Magnesium Alloy (0.03in) Body over Steel Tubular Space Frame
front brakes Girling Discs
f brake size 318 mm / 12.5 in
rear brakes Girling Discs
r brake size 292 mm / 11.5 in
steering Rack & Pinion
f suspension Trailing Links
r suspension Revised DeDion-Type Axle w/Trialing Links, Watts Linkage
weight 800 kg / 1764 lbs
wheelbase 2286 mm / 90.0 in
front track 1308 mm / 51.5 in
rear track 1308 mm / 51.5 in
length 4026 mm / 158.5 in
width 1626 mm / 64.0 in
height 978 mm / 38.5 in
transmission CG537 CG537 5-Speed Transaxle
production 5
designers Ted Cutting (body, chassis)
key_drivers Stirling Moss, Roy Salvadori, Carol Shelby, Tony Brooks
race_victories 1957 Nurburgring 1000km FOA, 1957 SPA Grand Prix for Sportscars FOA, 1958 Nurburgring 1000km FOA, 1958 Goodwood Tourist Trophy FOA, 1959 Nurburgring 1000km FOA, 1959 LeMans FOA, 1959 Goodwood Tourist Trophy FOA

1961 Aston Martin DB4 GT Zagato



Info
To take a stab at the Ferrari 250 GT roller coaster, David Brown needed a faster version of the Aston Martin DB4 to stay competitive. The resultant DB4 Zagato was easily one of the most exciting and beautiful British sports cars.

In 1958, the first DB4 was released and received universal acclaim as a successful grand tourer. Much of the DB4 utilized technology from Aston Martins earlier race efforts including disc brakes, an independent front suspension and a Superleggra body.

A year after the DB4 release, Aston Martin was anxious to take it to the track. To do this they upgraded the DB4 to GT specification. The GT model had distinct modifications which prepared the DB4 for racing endurance. Such modifications included a shortened the wheelbase, less interior and more robust construction. Externally, the DB4 GT is easily recognized by its cowled headlights and massive hood scoop. Under the hood, triple Weber carburetors, twin ignition and a 9 to 1 compression ratio help raise the power to 302 bhp.

Despite a large factory backing, the DB4 GT only achieved moderate success. Although competitive, DB4s were beaten in the Tourist Trophy at Goodwood by Ferrari. Such loss motivated Aston Martin to take the DB4 to the next level. To do this they enlisted the work of Zagato.

Turin based Zagato was well known for their lightweight body construction. Well before the DB4, Zagato established themselves building aluminum bodies for Alfa Romeo and clothed many prewar LeMans winners.

Zagato transformed the DB4 GT into a smaller, more lightweight car. Many steel components were replaced by aluminum counterparts. The bumpers were removed. Basically all non-essential elements disappeared. With the help of Perspex and aluminum components, more than 100 lbs were shed off the DB4 GT.

Styling of the car was enlisted to Ercole Spada who was a newcomer to the Zagato firm. Within a weeks time, he finished the form which became one of the more memorable Zagato cars. It combined the essence of Aston Martin with Zagato's free flowing lines.

On the track, the DB4 Zagato raced at many important races alongside cars such as the Ferrari GTO. Unfortunately, due to low rigidity and over steer, it was still beaten by the Ferraris. This may stem from the fact that the car was originally developed as a road car. As such, the DB4 Zagato is remains as one of the most desirable and unique classics ever to grace English roads.

Important Chassis & Sales.

DB4GT/0182/R '1VEV' - This car, along with 2VEV was purchased by John Ogier's Essex Racing Stable and both cars became a huge part of Aston's racing history. In 1961, 1VEV raced at LeMans but retired with head gasket problems. This was followed by a minor victory at the British GP race for Sportcars that was absent of any Ferraris. The car's finest moment came at the 1961 Tourist Trophy when Roy Salvadori finished three seconds ahead of Mike Parke's 250 GT. During the race, the car was hard on tires and 14 new ones had to be fitted. The mechanic at the Essex Stable has been quoted saying that '1VEV never had more than 270 bhp', and that 314 was only possible with the later 3.9-liter engine. In 1990 1VEV sold at auction for 1.54 million GBP with its original engine, gearbox and transaxle. At his point it was upgraded to produce 348 ft lbs of torque. In 2007, the car was comprehensively restored by RS Williams and its rear fenders were reshaped back to the original shape.

Engine Aluminum, Twin Spark, Inline-6
position Front Longitudinal
aspiration Natural
valvetrain DOHC 2 Valves / Cyl
displacement 3670 cc / 224.0 cu in
bore 92 mm / 3.62 in
stroke 92 mm / 3.62 in
compression 9.7:1
power 234.2 kw / 314.1 bhp @ 6000 rpm
hp per litre 85.59 bhp per litre
bhp/weight 256.41 bhp per tonne
torque 376.92 nm / 278.0 ft lbs @ 5400 rpm
redline 6500
drive wheels Front Engine / RWD
body / frame Aluminum Alloy over Steel & Aluminum Chassis
front brakes Girling Hydraulic Discs
f brake size 305 mm / 12.0 in
rear brakes Girling Hydraulic Discs
r brake size 279 mm / 11.0 in
front wheels F 40.6 x 12.7 cm / 16.0 x 5.0 in
rear wheels R 40.6 x 12.7 cm / 16.0 x 5.0 in
front tire size 6.00x16
rear tire size 6.00x16
steering Rack & Pinion
f suspension Wishbones w/Coil Springs, Telescopic Dampers, Anti-Roll Bar
r suspension Live Axle w/Coil Springs, Lever Arm Dampers, Transverse Watts Linkage
weight 1225 kg / 2701 lbs
wheelbase 2362 mm / 93.0 in
front track 1372 mm / 54.0 in
rear track 1359 mm / 53.5 in
length 4267 mm / 168.0 in
width 1557 mm / 61.3 in
height 1270 mm / 50.0 in
transmission 4-Speed Manual
gear ratios 2.49:1, 1.85:1, 1.25:1, 1.00:1
final drive 3.31:1
top speed 241.4 kph / 150.0 mph
0 - 60 mph 6.0 seconds
0 - 100 mph 14.5 seconds
0 - 1/4 mile 14.9 seconds
epa city/hwy 11-19 mpg

1965 Aston Martin DB5 James Bond



Info
After Aston Martin's departure from racing, they needed a new marketing strategy. When Ian Fleming's novel Goldfinger was adapted for the big screen in 1964, 007's ride became a Silver Birch DB5 equipped with all the necessary gimmickry for the movie.

Playing the role of 007, Sean Connery drove the DB5 registered BMT 216A for 13 minutes of the film and world never forgot. Aston Martin produced two replicas to help promote their appearance. Afterwards, car placement in blockbuster movies would never never be the same.

For the movie, the book's DB Series III was replaced with Aston's latest DB5. Eon Productions visited the Aston Factory who then modified a standard DB5 to include several props that accommodated the storyline.

In the front of the car, hidden Browning machine guns were supposed to be placed behind the front marker lights. When 'activated' the lights pivoted to make way for barrels. The shots were simulated by drops of acetylene gas which were ignited.

Rearwards, the car had a bullet-proof shield that could be activated from inside the car. At the flick of a switch, a large divider lifted and completely blocked any rear vision. The exhaust also featured canisters that could offer a smoke screen. The license plate pivoted and could provide plates for Britain, France, and Switzerland. Both rear turn signals had treats, one that dispersed oil and three-pointed nails cascaded from the other.

For special occasions, in which an unwanted driver came close to the car, the front or rear bumperettes could be extended for ramming. The wire wheel knock-offs could also extend and doubled as tire slashers.

Inside a host of secret compartments were made. An ejector seat was used for one scene, and was launched using compressed-air, but was never permanently fitted. Almost predicting the future, a navigation device was installed that used a back lit and constantly moving map.

All the trickery added over 300 lbs to stock DB5, which was slightly offset by Aston's 330 bhp upgrade. As ridiculous as this car my seem, it was a great success and exposed Aston Martin to its largest audience. Over 898 DB5 Coupes were sold which was made it the companies best-selling car.

Since 007, no other company has repeated such graceful product placement as effectively as James Bond and his DB5.

Astons later appearances with 007:

DB5 in Thunderball (1965)
DBS & V8 Vantage in The Living Daylights (1987)
DBS in Casino Royale (2006)

Engine Inline-6
position Front Longitudinal
aspiration Natural
valvetrain DOHC
displacement 3995 cc / 243.8 cu in
bore 96 mm / 3.78 in
stroke 92 mm / 3.62 in
compression 8.9:1
power 246.1 kw / 330 bhp
hp per litre 82.6 bhp per litre
bhp/weight 202.08 bhp per tonne
drive wheels RWD
body / frame Steel over Tubular Frame
front brakes Girling Discs w/Vacuum Assist
f brake size 292 mm / 11.5 in
rear brakes Girling Discs w/Vacuum Assist
r brake size 274 mm / 10.8 in
front wheels F 38.1 x 14.0 cm / 15.0 x 5.5 in
rear wheels R 38.1 x 14.0 cm / 15.0 x 5.5 in
front tire size 6.7x15
rear tire size 6.7x15
steering Rack & Pinion
f suspension Double Wishbones w/Coil Springs, Telescopic Dampers, Anti-Roll Bar
r suspension Live Axle w/Trailing Arms, Coil Springs, Lever-Arm Dampers, Watts Linkage
weight 1633 kg / 3600 lbs
wheelbase 2490 mm / 98.0 in
front track 1370 mm / 53.9 in
rear track 1360 mm / 53.5 in
length 4570 mm / 179.9 in
width 1680 mm / 66.1 in
height 1350 mm / 53.1 in
transmission 5-Speed Manual
gear ratios 2.70:1, 1.76:1, 1.23:1, 1.00:1, 0.83:1
final drive Hypoid Bevel 3.77:1

THREAD MOVED

VT

Nice information swapszone. It was very informative and good collection. Thanks for sharing them.

Nice info swaps, Any info about his latest Astons? :P


RoadRocket

its the new DB9... and its seen in the latest movie

Aston Martin V8 Vantage (1977)



James Bond's car (B549 WUU) in the 1987 film The Living Daylights is somewhat confusing. At the beginning of the film, the car is a V8 Vantage Volante (convertible), complete with Vantage badges. The car used in these scenes was a preproduction Vantage Volante owned by Aston Martin Lagonda chairman, Victor Gauntlett. Later, the car is fitted with a hardtop ("winterised") at Q Branch, and these scenes feature a pair of non-Vantage V8 saloons, fitted with the same number plate and Vantage badges as the initial car. Clearly, the later cars are intended to be the same Volante.[2]
The alterations and gadgets featured were:
Tire Spikes
Jet engine behind rear number plate
Retractable outriggers
Heat-seeking missiles behind fog lights
Lasers in front wheel hubcaps
Bulletproof windows
Fireproof body
Self-destruct system

source-wikipedia

2002 Aston Martin V12 Vanquish



The car is equipped with all the usual refinements, including front-firing rockets, hood-mounted target-seeking guns, spike-producing tires, again and a passenger ejector seat in homage to the original Aston Martin DB5, but used here in a clever bit of improvisation by 007 to right the car when it's been flipped onto its roof. The Aston was also equipped with "adaptive camouflage" – a cloaking device that allowed it to become effectively invisible at the push of a button

2007 Aston Martin DBS


Featured in the second Casino Royale.[19] No special gadget was visible other than the secret compartments which housed Bond's Walther P99, and an emergency med kit which includes components of an emergency medical link to MI6 HQ, antidotes to various poisons and a small defibrillator. In Quantum of Solace the same vehicle is all but destroyed after a chase at the beginning of the film in Siena, Italy.

source-wikipedia

thanx amit for completing this thread
was waiting for someone to do it