Guide: Back to Milan - a Historical & Technical Appraisal of the Aston Martin DB7 Zagato
BACKGROUND
Following a successful 1980s revival of the Zagato partnership last seen in the early 1960s, poor economic conditions for much of the 1990s meant only standard-bodied Aston Martins were offered to the public as the 20th century drew to a close.
Fortunately, things had improved greatly by the dawn of the new millennium as an optimistic era of prosperity swept international markets spearheaded by the dot com revolution. Accordingly, with more wealthy customers around than ever before, Europe’s most revered manufacturers began to release an array of expensive low volume specials.
In the Aston Martin pipeline was a GT version of the critically acclaimed V12-powered DB7 Vantage; a high performance driver-focused iteration of the standard variant blessed with a wide array of sporty enhancements. However, while the GT suited those customers that simply wanted a hardcore DB7 priced at around 10% more than a regular example, simultaneously in development was something a little more bespoke: a coachbuilt variant that offered all the thrills of a DB7 GT, but draped in a custom body styled and manufactured at Zagato of Milan.
The resultant DB7 Zagato was announced at the Geneva Motor Show in March 2002.
The programme started with a meeting between Aston Martin CEO Ulrich Bez and Andrea Zagato at the Pebble Beach Concours d’Elegance in August 2001. A prototype of the lightened two-seat model was subsequently unveiled to VIP customers at gentleman’s outfitters Gieves & Hawkes on Savile Row in London during August 2002. At this stage, a production run of between 75 and 99 customer cars was anticipated with a retail price 60% higher than a standard DB7 Vantage.
Despite this high cost and lack of a US version (the DB7 Zagato was frozen out of the US market on account of its shortened chassis that Aston Martin didn’t bother to put through the Department of Transport’s expensive crash test programme) demand proved extremely strong.
Although between two and three hundred buyers were ready to place deposits for their own machine, Aston Martin stuck to the previously announced upper figure of 99 customer units, all of which had been accounted for by the time the car was given its public launch at the Paris Motor Show in September 2002.
Production began mid way through through 2003 with each semi-monocoque bodyshell shipped from Bloxham to Milan and then back again for final completion. Some examples were in part prepared at the newly constructed Aston Martin facility in Gaydon.
BODYWORK
As expected, the biggest difference between the DB7 GT and Zagato’s interpretation concerned the bodywork with only the front light units carried over.
The DB7 Zagato’s shortened nose was dominated by a massively enlarged intake filled with a traditional egg-crate grille left in a natural aluminium finish. Three additional ducts were carved out from underneath, but there was a conspicuous lack of downforce-inducing equipment for such a high speed machine.
Further back, the hood, front fenders and doors were all new, as was the roof which featured Zagato’s trademark ‘Double Bubble’ treatment.
While the front end’s DB7 DNA was instantly recognisable on account of its familiar light units, the same could not be said of the back where Zagato carried out a radical update. This included the addition of heavily sculpted fenders, an elaborate compound curve rear screen and a truncated tail fascia complete with brand new tail lights, an unusual drop-down trunk lid and rear apron with fully shrouded exhausts.
Zagato used steel for the roof and rear fenders, aluminium for the front fenders, doors and hood and composite materials for the front and rear aprons and sill covers.
Overall, the Zagato came in 211mm shorter than the DB7 GT and was 31mm wider.
INTERIOR
Inside, the DB7 Zagato imported most of its fixtures and fittings from the regular version. The main exceptions were the addition of standard Vantage seats trimmed with quilted leather centres, a quilted alcantara headliner and a luggage shelf instead of rear seats (trimmed in a mixture of carpet and more quilted leather).
In addition, a leather GT-style gear knob was fitted plus sill plates engraved with the Aston Martin logo, a DB7 Zagato script and the car’s individual number.
Like the GT, instead of normal black dials with a white typeface, the instrumentation and clock adopted a special parchment finish with black typeface.
Full Bridge of Weir aniline leather was fitted as standard.
Instrumentation comprised a large rev counter and speedometer flanked to the left by smaller read outs for battery condition and fuel. Off to the right were more small gauges for oil pressure and water temperature.
The list of standard equipment included Bridge of Weir aniline leather, Wilton carpet, electric seats, electric windows, electric mirrors, air-conditioning, driver and passenger airbags, an alarm and a premium audio system with six CD shuttle and satellite-navigation.
CHASSIS
The DB7 Zagato was based on a version of the steel semi-monocoque chassis used by the DB7 Vantage Volante modified with a 60mm shorter wheelbase and then enhanced with all of the upgraded ancillary equipment from the DB7 GT.
Suspension was therefore once again via double wishbones with coil springs and monotube dampers and an anti-roll bar at either end.
As per the GT which was stiffened up by 20%, Aston Martin installed uprated dampers with new front top mounts, a revised front subframe and stiffer bushes throughout. The front lower wishbone was repositioned and the front suspension bump stop was lowered to increase wheel movement and improve ride quality. At the back, an additional lower brace was added to increase stability by reducing toe out under braking.
Although the DB7 Zagato and GT’s Brembo brake system retained 355mm and 330mm diameter discs front-to-rear, they were grooved instead of cross-drilled and the Aston Martin-branded four-piston calipers were given a distinctive silver finish to match the wheels.
Other brake system upgrades included Pagid RS 4-2-1 front pads, a servo imported from the V12 Vanquish and improved cooling.
Unlike the GT which came with wheels that were an option on the regular DB7 Vantage, the Zagato variant featured its own unique set of lightweight five-spoke rims. As usual, these measured 18 x 8-inches up front and 18 x 9-inches at the rear but they were shod with special-sized Pirelli P Zero Rosso tyres (225/40 ZR and 275/35 ZR respectively).
An 89-litre fuel tank from the standard DB7 Vantage was installed over the rear axle.
ENGINE / TRANSMISSION
In the Zagato’s engine bay was an identical version of the Type AM702 motor found in the DB7 GT which had itself been tuned with a custom map to boost power and torque.
Similarly, both cars featured an active sports exhaust with Vanquish-style rear muffler bypass valve that reduced back pressure at higher speeds and also produced a sportier note.
As a result, peak output went from 420bhp to 435bhp at an unchanged 6000rpm and from 400lb-ft to 410lb-ft at an unchanged 5000rpm.
Otherwise, the rest of the engine’s specification remained as per the DB7 Vantage.
The AM702 motor was a Cosworth-built all-alloy 60° V12 with dual overhead camshafts, four valves per cylinder and wet-sump lubrication. It displaced 5935cc thanks to a bore and stroke of 89mm and 79.5mm respectively. The electronic management system with multi-point fuel injection and Coil-on-Plug ignition was supplied by Visteon.
Compression was set at 10.3:1.
For the GT and Zagato, the original Tremec T56 six-speed manual gearbox was uprated with a short-shift lever that gave 16% shorter throws. There was also a new 228mm diameter twin-plate AP Racing clutch instead of the 293mm single-plate original which resulted in a 22% lighter pedal effort.
Like the regular DB7 Vantage, a Powerlock limited-slip differential and switchable traction control system were fitted.
Uniquely, the GT and Zagato came with a 4.09:1 final drive ratio as opposed to the original 3.77:1 in order to speed up acceleration.
OPTIONS
In addition to a practically unlimited range of exterior and interior colours, customers could have their DB7 Zagato customised with alcantara suede seat inserts, an enhanced audio system, Black, Red, Gold or Graphite Grey brake calipers, Lambswool overmats, personalised sill plaques and a choice of alternative cockpit inserts to include carbonfibre, oak, black oak, elm, maple, yew and brushed aluminium.
WEIGHT / PERFORMANCE
At 1740kg the DB7 Zagato weighed in at 60kg less than a regular DB7 GT.
Top speed rose from 184mph to 190mph while the 0-62mph was unchanged at 4.6 seconds.
END OF PRODUCTION
DB7 Zagato production ran from mid 2003 until early 2004.
99 customer cars were built in addition to one production spec. prototype (numbered chassis 100) and the original 2002 prototype.
Of the 99 customer cars, 59 were completed in right-hand drive and 40 in left-hand drive.
The original 2002 prototype was left-hand drive and the confirmation prototype (number 100) was right-hand drive.
Only one example (chassis 016, a right-hand drive machine) was built with a Touchtronic gearbox. This car most likely used a standard 420bhp DB7 Vantage motor owing to torque and power limitations of the ZF 5HP30 five-speed Touchtronic gearbox.
To satisfy buyers from the USA, a roof-less Zagato-bodied DB7 dubbed the DB AR1 was introduced at the Los Angeles Motor Show in January 2003 and built in a limited run of 99 customer units on the standard Vantage Volante chassis.
Text copyright: Supercar Nostalgia
Photo copyright: Aston Martin - https://www.astonmartin.com & Nicholas Mee - https://www.nicholasmee.co.uk/
