Guide: Aston Martin DB2 Series 1
Background
British industrialist David Brown acquired the struggling Aston Martin company in 1947.
In 1948, he added Lagonda to his portfolio and created Aston Martin Lagonda.
The first post-war Aston Martin was highly anticipated. It arrived in the shape of a cycle-winged prototype that won first time out at the 1948 Spa 24 Hours. Subsequently displayed at the London Motor Show, the Spa Special was presented alongside a new production model: the 2-litre Sport.
Unfortunately, in the gloom of post-war Britain, there were few buyers for the expensive 4-cylinder Drop-Head and just 15 2-litre Sports were made.
However, the 2-litre Sport was a mere a stop-gap until the first proper David Brown Aston Martin was launched. This was the DB2; a high-speed two-seat GT suitable for road and competition use.
With its handsome looks and advanced specification, the DB2 was a direct rival to the Ferrari Inter, Maserati A6 and Jaguar XK120.
The first DB2 prototypes were completed in 1949. Four were built, the first pair with four cylinder engines and the next two with Aston Martin’s new dual overhead camshaft straight six. At the 1949 Le Mans 24 Hours, one of the four cylinder cars finished seventh overall. Two weeks later, a six cylinder variant placed third overall at the Spa 24 Hours.
Engine & Gearbox
David Brown had purchased Lagonda specifically to get his hands on the company’s new WO Bentley-designed straight six which was in an advanced state of development at the time of acquisition.
The extraordinarily smooth power unit was built around a cast iron block with four bearing crankshaft and a light alloy DOHC head. It displaced 2580cc thanks to a bore and stroke of 78mm and 90mm respectively.
At this early stage, a compression ratio of just 6.5:1 was employed and twin 1.5-inch SU sidedraught carburettors were fitted.
Peak output was 107bhp at 5000rpm and 125lb-ft at 3100rpm.
DB2 motors were nearly identical to those engines found in Lagonda models of the time. The most significant modification was a new water off-take from the centre of the head.
Transmission was via a David Brown four-speed manual gearbox with synchromesh on second, third and fourth, and a single-plate clutch.
Early cars came with a steering column-mounted gear shift but this arrangement was soon dropped in favour of a floor-mounted arrangement.
Chassis
The rectangular steel-tube chassis was an evolution of the type used by the experimental Le Mans Prototypes of 1949.
Independent front suspension was via coil springs and trailing arms with hydraulic Armstrong shocks and an anti-roll bar. At the rear was a live axle located on each side by a pair of parallel radius arms and a transverse Panhard rod.
Hydraulic 12-inch drum brakes were supplied by Girling.
16 x 5.75-inch wire wheels were originally offered with both Dunlop and Avon tyres.
An 86-litre fuel tank was fed by twin fillers on each rear fender. The fuel tank was mounted behind the rear axle underneath the spare wheel carrier.
Bodywork
Aston Martin draped the chassis in a handsome lightweight aluminium body penned in-house by Frank Feeley.
Feeley created a more refined version of his design used on the four experimental prototypes from 1949.
A single-piece front end was retained but, for production, the nose was slightly extended and given a deeper profile along with a more substantial apron. The elaborate three-piece grille was complimented by matching engine cooling vents located behind each front wheel.
Feeley did little to change the streamlined cabin profile although the roofline was raised to provide a little extra headroom.
At the rear, a new bumper section stood proud of the curvaceous tail. Decorative chrome strips were applied to the bumper panels and along each sill.
Interior
The boot area was taken up entirely by the spare wheel which sat above the fuel tank. Luggage space was limited to whatever could be stowed behind the tilting seats.
In addition to extra headroom, cockpit ventilation was also improved over the hot, cramped 1949 prototypes that had been nicknamed ‘Sweatboxes’.
Across the wide door sills was a split bench-type front seat which, along with the dash and door trim, was upholstered in leather. The passenger seat was wider than the driver’s and contained a retractable armrest.
The centrally mounted instrument binnacle was neatly integrated with the rest of the dash. It featured a veneered walnut fascia that contained all the instrumentation and switchgear.
The full compliment of gauges included a 140mph speedometer inset with a small clock, a 6000rpm tach and a combined fuel / oil pressure / amps / water temperature read out.
A variety of switches were housed on a circular panel around the ignition while others were mounted on a chrome panel at the base of the walnut fascia along with a selection of warning lights and an ashtray.
Options
Options included a close-ratio gearbox and a choice of four rear axle ratios.
Weight / Performance
Weight was 1120kg.
Aston Martin quoted a top speed of 115mph and 0-62mph time of around nine seconds.
Launch
The first two prototypes were completed in March 1950. Chassis LML/50/5 was used for promotional duty in the UK while chassis LML/50/6 was shipped out to the USA and starred at the New York Motor Show (April 15th to 23rd). After the show it was purchased by amateur racing driver, Robert Yung, and used as a road car.
Team Cars
The next three DB2s (LML/50/7, LML/50/8 and LML/50/9) were prepared for competition use. David Brown recruited John Wyer to manage the factory’s racing affairs and the 1950 season kicked off with an appearance at the Le Mans 24 Hours (June 24th and 25th).
For Le Mans, the trio of green team cars received a series of special modifications. Cooling ducts were added inboard of the headlights and bonnets came with blistered cut outs to enable quick fluid top ups. Extra intakes were also cut from the front apron and its rectangular air collector was widened to suit. The twin fuel filler necks were moved from the rear fenders to the roof. They fed an enlarged 150-litre fuel tank located in the back of the cockpit. To help identify each car in the dark, a coloured and illuminated disc was added to each right-hand sail panel. Leather bonnet straps and spot lights were also installed.
1950 Le Mans 24 Hours
The three works cars were driven to France in convoy. However, Jack Fairman crashed chassis LML/50/9 near Argentan. It was replaced by one of the 1949 prototypes (LML/49/3) which had been taken along as a back up.
For 1950, cars racing at Le Mans were split into six categories based on engine size. However, a large displacement motor was no guarantee of success as evidenced by the 1949 result when a two-litre Ferrari 166 Mille Miglia emerged victorious.
Aston Martin contested the up to three-litre class where they would most notably be pitched against a pair of brand new 2.4-litre Ferrari 195 Sports and two supercharged Simca Gordini T15S’.
Grid positions were decided on engine capacity which meant the Astons lined up in 19th (George Abecassis / Lance Macklin), 20th (Eric Thompson / John Gordon) and 21st (Charles Brackenbury / Reg Parnell).
As it had not undergone such thorough preparation, there was little surprise when the 1949 prototype failed to finish; Thompson retired the car after eight laps with engine trouble.
By contrast, the sister cars ran reliably throughout.
Come Sunday morning, the Abecassis / Macklin DB2 had taken the lead in the Index of Performance but a strong drive from the Hernard / de Montremy Monopole X84 Panhard meant they exceeded their designated distance by exactly the same margin and therefore the prize was shared.
Abecassis / Macklin came home fifth overall to win the under three-litre class. They finished seven laps behind the winning Talbot-Lago T26 GS of Louis Rosier / Jean-Louis Rosier.
Meanwhile, Parnell / Brackenbury placed sixth overall and claimed second in class to give the DB2 a highly satisfactory debut. The two cars completed the race at average speeds of 87.25mph and 85.25mph respectively.
1950 Silverstone International Trophy 1 Hour Production Car Race
By the time the DB2 team cars next appeared (in late August), all three had been modified to more closely resemble production specification. The extra intake slots and fluid level cut outs seen at Le Mans were blanked off and a large scoop was added in front of the bulkhead. All the other Le Mans addenda was removed including the long-range fuel tanks with their roof-mounted filler caps.
Aston Martin entered their overhauled DB2s for the International Trophy meet at Silverstone on August 26th. Held in support of the headline event for Grand Prix machinery, two one hour production car races were organised for vehicles of over and under two litres.
LML/50/7 was on hand for Reg Parnell, LML/50/8 for Raymond Sommer (deputising for the injured Lance Macklin) and LML/50/9 for Eric Thompson (now repaired after its crash en route to Le Mans).
Opposition came in the shape of four works Jaguar XK120s and a Cadillac-powered Allard (all of which were in the over three-litre category). In the under three-litre class with the DB2s were no less than seven Healey Silverstones including a works car for Duncan Hamilton.
Sommer proved quickest of the Aston drivers in practice followed by Parnell (who posted the same time as Hamilton) and Thompson.
In the race, the Jaguar XK120s of Peter Walker, Tony Rolt and Peter Whitehead immediately took the lead. The Allard J2 of Sydney Allard was next followed by Tommy Wisdom in another XK120. The three Astons followed nose to tail in sixth, seventh and eighth but were soon passed by the slow starting Allard J2 of Cuth Harrison.
Later on, the engine in Peter Whitehead’s XK120 began to lose its edge and, as Sommer was about to overtake, the Jaguar dumped the contents of its sump all over the Aston. Fortunately, none of the DB2s span off track although several cars further back were not so lucky.
The three-litre class was hotly contested between Hamilton and Sommer with Parnell also closing up on the Healey in the later stages. However, Hamilton eventually pulled out to win by a couple of car lengths. He claimed third overall and won the class while Sommer finished fourth. Parnell was sixth (third in class) and Thompson was ninth (fourth in class).
1950 Dundrod Tourist Trophy
Three weeks later, the DB2 team cars were entered for the RAC Tourist Trophy, a three hour road race around the perilous 7.4 mile Dundrod road course in Northern Ireland.
LML/50/7 was entered for Reg Parnell, LML/50/8 for Lance Macklin and LML/50/9 for George Abecassis.
The race took place on September 16th with two days of practice held beforehand. Stirling Moss was fastest on both days in his Jaguar XK120 while, in the under three-litre class, the Healey Silverstone of Robin Richards went quickest on Thursday (wet) followed by Macklin’s Aston Martin on Friday (dry).
An hour before Saturday’s race got underway, the heavens opened with torrential rain accompanied by a howling gale.
The flag dropped at 2pm and the drivers sprinted to their cars. Leslie Johnson’s XK120 was first away followed by Moss and Parnell. At the end of lap one, Johnson led from Moss, Parnell was third followed by Ken Watkins (Allard J2), Peter Whitehead (Jaguar XK120) and then the DB2s of Macklin and Abecassis in sixth and seventh.
Moss took a lead he would never relinquish on lap two while the Astons ran sixth, seventh and eighth.
At half distance, Moss and Parnell led their respective classes while Macklin took to the escape road at Cochranestown which dropped him down the order. He eventually recovered to finish eighth overall and third in the under three-litre class.
All the Aston Martins displayed remarkable road holding in the horrible conditions. Best placed was Parnell who finished fourth and took another class win for the DB2. Abecassis was a short distance down the road in fifth.
Aston Martin were pipped to the team prize by Jaguar whose drivers finished first (Moss) and second (Peter Whitehead). Third spot went to the Frazer Nash Le Mans Replica of Bob Gerard.
1950 Shelsley Walsh Hillclimb
One week after their successful appearance in Northern Ireland, the works DB2s made a trip the Shelsley Walsh Hillclimb in Worcestershire.
Fine weather on the morning of 23rd September was replaced by rain in the afternoon so nobody was able to improve on their first timed run.
Parnell (LML/50/7), Brackenbury (LML/50/8) and Abecassis (LML/50/9) were on hand to contest the production car class for Aston Martin.
Abecassis was fastest of the DB2 drivers with a time of 47.73 seconds. Parnell was next best with 48.07 seconds and Brackenbury (standing in for Macklin who was away racing for HWM) went up in 50.46 seconds.
All three Aston Martins were eclipsed by the lightweight Frazer Nashes of Donald Pitt, Anthony Crooke and Jack Newton who took the top three positions in the under three-litre production class and also secured the team prize.
Production Begins
After a successful few months of competition, the production DB2 was displayed at the London Motor Show held at Earls Court between October 17th and 27th. It was shown alongside a prototype drop-head (LML/50/10) which was destined for use as David Brown’s personal car.
The first production DB2 (LML/50/11) was sent via Aston’s US distributor, Max Hoffman, to George Schrafft of Palm Beach, Miami. Schraft had been holidaying at the Carlton Hotel & Casino in Cannes during the summer of 1950 when David Brown had pulled up in LML/50/5. Telling his wife he liked the car, Schrafft went over, introduced himself and concluded a deal to buy one on the spot.
DB2 Vantage
At the London Motor Show, Aston Martin also announced a new Vantage engine would be available from December. Equipped with high compression engine (8.16:1 as opposed to 6.5:1), the Vantage produced 125bhp at 5000rpm and 144lb-ft at 2400rpm.
The first example completed in Vantage trim was chassis LML/50/19 which was ordered by American racing driver, Bill Spear.
1950 Daily Express 1000 mile Rally
The DB2 made its final domestic appearance of 1950 on the Daily Express 1000 mile Rally held between November 8th and 10th. Stirling Moss and Lance Macklin were entered in LML/50/9 which attracted more attention than any other vehicle on the rally.
The event kicked off from eight control points and headed through Wales to Ross-on-Wye, on to Gloucester and then down to Torquay for a series of sea-front tests.
Moss and Macklin departed from the Chester control and finished without a loss of road marks but did not figure in the awards list. They did, however, set a record for times taken between controls.
1950 Sebring 6 Hours
The last race of 1950 took place at Sebring where the Sports Car Club of America had organised a six hour event for December 31st. This first ever race at Sebring attracted a fine grid of machinery including three DB2s which had recently crossed the pond.
Chassis LML/50/19 and LML/50/21 were both Vantage spec. DB2s which had been delivered via Hoffmans to Bill Spear and Briggs Cunningham respectively. Chassis LML/50/13 was also present. This car was a standard DB2 which had been delivered to Trident Motors in Canada and driven the 2200km route to Sebring by its owner, Charles Wheaton.
The three Aston Martins would be up against a solitary Ferrari 195 Sport in the three-litre Sports category. The Ferrari also belonged to Briggs Cunningham and was a fully fledged competition car so the nailed on favourite for class victory. It was entered for Luigi Chinetti and Alfredo Momo to drive while Cunningham drove LML/50/21 single handedly.
Bill Spear chose to drive his Ferrari 166 Mille Miglia and allocated LML/50/19 to George Rand and George Marshall.
Charles Wheaton was partnered by Peter Dillnut in LML/50/13.
The race was organised to handicap regulations which meant that, although Rand / Marshall and Cunningham finished seventh and eighth in terms of distance covered, they were classified 16th and 17th overall respectively. This was nevertheless good enough for second and third in class behind the fast little Ferrari 195 Sport.
Wheaton and Dillnut were classified 23rd overall and fourth in class.
1951 Production Changes
From the beginning of 1951, Aston Martin dropped the chrome side strips and switched to a single fuel filler to simplify production.
This theme continued when an updated second series DB2 was released in the spring of 1951. Most notably, the elegant three-piece grille was replaced with an easier-to-manufacture single piece item mounted behind an enlarged nose opening. The washboard side grilles were also deleted.
Aston Martin did occasionally race Series 2 DB2s in selected events during 1951 but attention was shifting to their purpose-built sport racing car: the DB3.
46 Series 1 DB2s were completed in total. 39 were Fixed Heads (a figure that included the two prototypes and the three team cars). The remaining six were Drop Heads (one of which was a prototype). All 46 cars were right-hand drive.
Text copyright: Supercar Nostalgia
Photo copyright: Aston Martin - https://www.astonmartin.com
