Guide: Aston Martin 2-litre Spa Special
Background
After David Brown acquired the Aston Martin company in February 1947, he immediately commissioned a new model. It would use a purpose-built chassis and the Claude Hill-designed two-litre four-cylinder engine that had been developed during World War II as part of the experimental Atom programme.
Early in 1948, David Brown also purchased Lagonda, principally for its dual overhead camshaft six-cylinder engine that was under development. Designed by the team of WO Bentley, this state-of-the-art dual overhead camshaft straight six motor would be ready for use in spring 1949.
Until then, work continued on a stop-gap model to be powered by the four cylinder engine.
This interim machine was officially known as the 2-litre Sport and would be unveiled at the London Motor Show in October 1948. Retrospectively referred to as the DB1 (although never by the factory), the 2-litre Sport would keep Aston Martin ticking over until the first proper David Brown-era production car, the six-cylinder DB2, was unveiled in March 1950.
Before the 2-litre Sport was offered for sale, David Brown wanted the chassis and engine tested in the most demanding way possible. To this end, a special example with lightweight cycle-winged body was produced for the Spa 24 Hour race held over 10th and 11th of July 1948.
By this time Ferrari had emerged as the new dominant marque in sports car racing. The Italian firm's two-litre V12-powered 166 models had already won the Giro di Sicilia and Mille Miglia in 1948. With Le Mans not returning to the calendar until 1949 (as a consequence of labour strikes), the 24 hour race at Spa was arguably the biggest event left on the calendar in 1948.
Chassis
The chassis (numbered LMA/48/1) was a brand new rectangular steel tube frame identical to the type that would later be used on the production 2-litre Sport. At 9ft (2743mm), the wheelbase was not inconsiderable, especially for a 4-cylinder motor car.
Track measured 4ft 6in on both axles (1372mm).
Suspension was independent at the front via coil springs and trailing arms. A live rear axle was located each side by a pair of parallel radius arms with a transverse Panhard rod. Anti-roll bars were fitted at either end and the suspension settings were deliberately left quite soft to cope with the less than perfect Spa surface.
Armstrong hydraulic shock absorbers were installed along with Girling 12-inch hydraulic drum brakes.
Dunlop supplied the centre-lock wire wheels and tyres.
Engine & Gearbox
One of Claude Hill's single overhead camshaft engines was specially prepared for the Spa Special.
This short stroke inline four featured a cast-iron block, light alloy two valve head and single plug ignition. It displaced 1970cc thanks to a bore and stroke of 82mm and 92mm respectively.
The standard compression ratio on subsequent 2-litre Sport production cars was 7.25:1. Whether the Spa Special had a higher compression ratio is unclear.
Twin SU carburettors were installed along with a Lucas electrical system. In this racing application, output would likely have been around 100bhp at circa 4750rpm.
Transmission was via a four-speed David Brown synchromesh gearbox, a single dry plate Borg & Beck clutch and hypoid bevel final drive.
Bodywork
A lightweight cycle-winged aluminium body was created specifically for chassis LMA/48/1.
At the front, headlights and spot lights were fitted either side of an upright chrome grille. The wings were elaborately shaped and a rigid tonneau was installed over the passenger side of the cockpit.
A three-sided aircraft-type aero screen featured a small wiper.
The exhaust was silenced for additional driver comfort.
Interior
Inside, there was a well padded seat and full complement of instrumentation.
Completion
LMA/48/1 was ready for shakedown tests in May 1948. It had been completed in under nine weeks and was subsequently road registered THX 259.
A few weeks of fine tuning followed and the new Aston Martin was then driven to Spa.
1948 Spa 24 Hours
The new Aston Martin did not appear until Friday morning with the race due to start on Saturday at 4pm.
LMA/48/1 was entered for the under two-litre class where it would be up against Luigi Chinetti's Ferrari 166 Spyder Corsa and a trio of BMW 328s. There was also an impressive French contingent that comprised large displacement Delahayes, Delages and Talbots.
Although the works Simca Gordinis would contest the under 1.5-litre category, they were potential winners as well.
Aston Martin's official test driver, John Horsfall, was joined in LMA/48/1 by Leslie Johnson. The operation was overseen by team manager, John Eason-Gibson.
All the practice sessions were blighted by a mixture of mist and rain.
By race day, the weather was still very bad and the nine-mile Spa circuit was in a decidedly unpleasant condition.
Nevertheless, the race got underway with 39 eager starters.
Henri Louveau initially led in his Delage D6-3L but was soon passed by Chinetti’s fast little Ferrari.
Chinetti and his co-driver, Louis Chiron, were at the front for the next four-and-a-half hours until the Ferrari cracked its head and retired at around 8:30pm.
During the night, Louis Gerard ditched Henri Louveau’s Delage. The sister car owned by Franz Breyre (and co-driven by Jean Trasenster) soon retired as well.
When dawn broke, LMA/48/1 had taken the lead and, by 9am, the order was Horsfall / Johnson followed by Dudley Folland / Ian Connell (Aston Martin Speed Model) and Jose Scaron / Pierre Veyron (works Simca Gordini TMM).
There was only one lap between the two lead cars at midday but, when Connell took over, he immediately got out of shape at Eau Rouge and crashed out.
Thereafter, Horsfall and Johnson were able to pace themselves to the finish and win quite easily. They did so at an average speed of 72.07mph and covered 1729 miles. Chinetti set the fastest race lap at an average of 83.88mph.
Unfortunately, the victory was overshadowed by the death of Richard Stallebrass who lost his life soon after taking over from Jack Fairman. Stallebras crashed his pre-war two-litre Aston Martin Speed Model on what was the first lap of his first ever motor race. Having covered less than three miles, he left the road and overturned on the 90mph Malmedy right-hand sweeper. Richard Stallebras was taken to hospital with severe head injuries from which he later died.
Subsequent History
After its victorious outing in Belgium, the 2-litre Spa Special was featured on the front cover of Motor Sport magazine and then made a celebratory demonstration run at Shelsley Walsh on September 25th.
In an attempt to capitalise on its famous victory, Aston Martin decided to exhibit LMA/48/1 alongside the new 2-litre Sport at the London Motor Show in October 1948.
However, the organisers did not permit racing cars for display so the Spa winner was given a new body. This had a more rounded profile and was not dissimilar to Ferrari’s 166 Spyder Corsa. Simpler cycle wings were fitted along with a three-piece grille and pontoon headlights. The chassis was re-numbered (SPA/48/8) as was the engine (from SPA/48/1 to SPA/48/8).
In this configuration (and with the colour changed from the original black to grey) the Spa Special was tested by works drivers Charles Brackenbury and Lance Macklin at Silverstone in October 1948.
It was presented at the London Motor Show later that month alongside the new 2-litre Sport with its similar underpinnings but fully enveloped Drop Head body. Priced at £3109, the Spa Special did not find a buyer and remained a one-off.
It was retained by Aston Martin until 1950 at which point it was sold to David Brown’s son, David Brown Jr.
Text copyright: Supercar Nostalgia
Photo copyright: Aston Martin - https://www.astonmartin.com & Motor Sport - https://www.motorsportmagazine.com/
