Guide: Aston Martin DB5
Background
Aston Martin’s second all new production model released under David Brown’s ownership, the DB4, had proven a critical and commercial success.
Introduced in 1958 and continually improved until it went out of production in 1963, the DB4 was arguably the best four seat Gran Turismo available. Handsome looks, spirited performance and superb build quality ensured it was more than a match for any Ferrari or Maserati 2+2.
In 1959, the DB4’s original Touring of Milan body was modified with faired-in headlights designed to improve aerodynamic efficiency. This restyled front end first saw service on the short wheelbase DB4 GT and, in 1961, was adopted by the DB4 Vantage.
So successful was the new nose treatment that it was retained for both the DB5 and DB6.
The DB5 was essentially a straightforward evolution of the outgoing DB4 Vantage.
Manufactured from July 1963, the DB5 was considered by many to be the most beautiful motor car of its era. It also went on to become world famous after a specially adapted example was chosen to star as secret agent 007’s personal transportation in the 1964 James Bond movie, Goldfinger.
Like its predecessor, the DB5 was available as a Coupe or Convertible and with either manual or automatic transmission. Soon after production began, a more powerful Vantage engine was added to the options list.
At the time, the DB5 was the only model available from Aston Martin although the company did offer the four door Rapide through its sister brand, Lagonda, until 1964.
Chassis
Under the skin, the DB5’s pressed steel monocoque was identical to that of the DB4.
Independent front suspension was via double wishbones, Armstrong shocks, coil springs and an anti-roll bar. The live rear axle used parallel trailing links, coil springs and a Watt’s linkage.
Girling disc brakes had an 11.5-inch diameter at the front and 10.8-inch diameter at the rear. Servo-assistance was provided for both axles.
Chromed 15-inch diameter Borrani wire wheels measured 6.5-inches wide all round and were originally shod with Avon Turbospeed or Pirelli Cinturato tyres.
To free up space for the optional air-conditioning system, Aston Martin equipped the DB5 with two rear wing-mounted fuel tanks (a similar arrangement to the DB4 Convertible). Overall capacity was 19 gallons (86.4-litres).
Engine & Gearbox
Perhaps the DB5’s most significant new feature was its enlarged four-litre engine.
Prior to this, the DB4 had used a 3.7-litre version of Aston Martin’s DOHC straight six.
In preparation for installation to the DB4, Tadek Marek had reworked the engine by devising an aluminium alloy instead of cast iron block which saved 22kg.
The DB5 motor was taken out to four-litres thanks to a 4mm bore increase (now 96mm) and a 2mm stroke extension (now 92mm). Overall displacement was 3995cc (a gain of 325cc).
New equipment included stove enamelled valve covers and exhaust manifolds, four exhaust silencers, a small hydraulic vibration damper at the front of the engine, a larger air filter and a Lucas alternator to cope with the DB5’s extra electrical equipment.
Compression was 8.8:1, an increase over the standard DB4 (8.25:1) but a decrease compared to the DB4 Vantage (9.0:1).
Three SU HD8 sidedraught carburettors were fitted.
Peak output was 282bhp at 5500rpm and 288lb-ft at 3850rpm. This compared favourably to the outgoing DB4 Vantage which produced 266bhp at 5750rpm and 254lb-ft at 4500rpm.
Aston Martin initially installed the same David Brown four-speed manual overdrive gearbox fitted to the DB4. A five-speed ZF manual was an optional extra along with a three-speed automatic. However, soon after production began (from chassis 1340) the ZF unit was made standard as it coped better with the increased torque load generated by the DB5’s four-litre engine.
A new Borg & Beck clutch that significantly reduced pedal pressure was installed from the outset.
Bodywork
Cosmetically, the DB5 was practically identical to the DB4 Vantage.
Both the original DB4 and the facelifted GT and Vantage had been styled by Touring of Milan. The decision to commission an Italian design house for the job was made by David Brown and proved a remarkable success.
In addition to a handful of rather lovely DB2/4-based Spiders, Touring’s recent work had included the Maserati 3500 GT which was arguably the most elegant Italian motor car of its era. The avant garde Lagonda Rapide was another Touring design.
Earlier in the 1950s, Touring had been the coachbuilder of choice for Ferrari road and racing cars. Unfortunately, this line of work more or less dried up when Enzo Ferrari signed Pininfarina to become his firm’s official carrozzeria of choice in 1952.
Touring were perhaps best known for their patented Superleggera construction technique which saw aluminium body panels skinned over a skeletal frame of small diameter steel tubes that conformed to the body shape. As the DB4 and DB5 used a steel monocoque, the Superleggera framework was only required for the bonnet surround, windscreen, roof, rear wings and tail.
Like the DB4 and Lagonda Rapide, DB5 bodies were produced in-house at Newport Pagnell under licence from Touring.
Although the DB4 Vantage and DB5 looked practically identical, the new car could be identified by virtue of fuel cap covers on both sail panels whereas the outgoing model had only one (on the right-hand sail panel).
As before, body panels were aluminium.
The DB5 convertible cost around 10% more than a Coupe. A tonneau coloured to match the rest of the upholstery was supplied to cover the canvas folding hood when lowered.
Interior
DB5 interiors adopted the same seven gauge dash layout used by most DB4 Vantages.
Two large read outs for engine and road speed were mounted directly behind the steering wheel with an ammeter in between. Either side were pairs of additional instruments; fuel level and water temperature gauges were located off to the left and to the right were oil pressure and oil temperature dials.
A clock was mounted centrally on the dash and various toggle switches were scattered elsewhere.
Leather was used to upholster the well-padded reclining seats, the side panels and gear gaiter. Metal dashboards were either black or body coloured with hard-wearing crinkled vinyl.
Thanks to slim pillars and a large glass area, visibility was excellent. Rear head and legroom was sufficiently generous that four adults could travel in comfort.
In addition to tinted glass, electric windows were also now standard equipment.
Options
Optional extras included air-conditioning and a steel hard top for the Convertible.
Early DB5s equipped with the David Brown four-speed overdrive gearbox could be upgraded to the five-speed ZF unit (which soon became standard).
A Borg Warner three-speed automatic was also available.
Weight / Performance
At 1468kg, the DB5 was 115kg heavier than the DB4 Vantage.
Performance figures were identical with a 148mph top speed and 0-62mph time of 6.6 seconds.
Production Changes
During production, the Borg & Beck clutch was replaced with a Laycock unit.
In the final weeks, a handful of very late model DB5s were produced with small sidelights mounted inboard of the front indicators (as per the DB6).
Another late development saw the optional Borg Warner DG automatic gearbox switched to a Borg Warner Model 8 type.
DB5 Vantage
In 1964, Aston Martin introduced the optional Vantage engine. It came with three Weber 45 DCOE carburettors and revised camshaft profiles. Peak output was 325bhp at 5500rpm and 290lb-ft at 5750rpm.
DB5 Goldfinger & Thunderball
That same year two DB5s were loaned to Eon Productions for the James Bond movie Goldfinger.
Chassis DP/2161/1 started life as a Series 5 DB4 that became the DB5 development mule. Originally painted red, it featured heavily in promotional literature for the DB5 and sported the famous registration, BMT 216A.
Chassis DB5/1486/R was a standard car taken from the production line.
The two DB5s were sent to John Stears and his special effects team at Pinewood Studios. Once there, chassis DP/2161/1 was modified to accommodate a host of gadgets.
By contrast, DB5/1486/R was initially kept in standard form to be used for the high speed driving scenes. However, after filming was complete, it too was accessorised with all the special 007 features for promotional purposes.
Goldfinger was a massive commercial success and elevated Aston Martin’s profile to a new level.
The DB5 also went on to star briefly in the 1965 James Bond movie Thunderball.
Two additional Q-branch DB5s were ordered by the Swiss holding company of Eon Productions, Danjaq SA. Both (chassis numbers DB5/2008/R and DB5/2017/R) were equipped with near identical gadgetry to the earlier cars.
For further information on the Goldfinger and Thunderball DB5s, see our in-depth article here.
DB5 Radford Shooting-break
In April 1965, the first of twelve DB5 Shooting-breaks was completed by Harold Radford Coachbuilders in London.
Radford’s first DB5 Shooting-break was converted for David Brown who wanted a car that could accommodate his gun dog, Candy.
Radford were chosen for their coachbuilding expertise and so as not to disrupt production at the Newport Pagnell factory which was operating at full capacity.
A further eleven Radford Shooting-breaks were subsequently built for customers.
The Radford Shooting-break was just about the most expensive new car available at the time and retailed at around 50% more than a standard DB5 Coupe. Each car started life as a completed DB5 that was then extensively modified from the windscreen back.
The mechanical specification remained unchanged.
A single piece tailgate was hinged at the top and the rear seat could be folded down for additional luggage space.
End of Production
DB5 production ran from July 1963 until September 1965.
Of the 1021 DB5s built, 898 were Coupes and the remaining 123 were Convertibles. Of these, 65 Coupes and 12 Convertibles came with the Vantage engine.
Short Chassis Volante
To use up the last 37 DB5 Convertible chassis, Aston Martin offered the Short Chassis Volante alongside the DB6 from October 1965 until October 1966. It was the first Volante-branded Aston Martin and came with DB5-style bodywork mixed with a few DB6 features like two-piece bumpers, single piece tail light assemblies and an enlarged oil cooler opening.
Interiors were generally to DB6 specification.
Three of the 37 Short Chassis Volantes were completed with the Vantage engine.
Text copyright: Supercar Nostalgia
Photo copyright: Aston Martin - https://www.astonmartin.com
