Guide: Aston Martin DP199
Background
At the Paris Motor Show in October 1958, Aston Martin unveiled their highly anticipated replacement for the ageing DB Mk3: the DB4.
Whereas the DB Mk3 had been a simple update of the old DB2 which had been around in one shape or another since 1950, every major component of the DB4 was new.
It featured a pressed steel monocoque draped in a gorgeous new body designed by Touring of Milan. In the engine bay was a thoroughly reworked version of Aston Martin’s dual overhead camshaft straight six that had been enlarged from three to 3.7-litres. The DB4 motor also now featured an aluminium alloy instead of cast-iron block.
With demand for the impressive DB4 far outstripping supply and the firm achieving much success on track, the late 1950s was a golden period for Aston Martin.
Having ventured into the world of top flight sports car racing with the DB3 in 1951, company boss David Brown went on to sanction development of the DB3S for 1953. This was in turn followed by the DBR1 (1956), the DBR2 (1957) and the experimental DBR3 of 1958 (which used a new DB4-based motor). Plans were also afoot with regard to an impending Formula 1 entry for the 1959 season (the DBR4).
Alongside the exciting world of out-and-out prototype racers, the burgeoning scene for production-based Grand Touring competition had exponentially grown in popularity since the mid 1950s.
During the early stages of its life, the DB2 had achieved much success in the Grand Touring division and, with the arrival of a brand new replacement, David Brown gave the green light for a DB4-based GT racer that could take the challenge to Ferrari’s 250 GT Berlinetta Competizione.
Dubbed DP199, this latest Aston Martin Design Project would pave the way for a production version that could be supplied to customers in both road and racing trim (the DB4 GT).
The one-off DP199 first ran during March 1959 and then made its public debut at the Le Mans Test in late April. Aston Martin planned to give the car its competition debut at the 24 Hour race in June which was the first time a Grand Touring class had been organised at Le Mans.
Chassis
The starting point for the DP199 was an early prototype DB4 pressed steel monocoque from which 127mm (five-inches) was cut behind the front seat area. The join was then reinforced with a fishplate splice bar.
Up front, double wishbone suspension was retained along with coil sprung dampers and an anti-roll bar. It was a similar story out back where a live rear axle with parallel trailing links, coil springs and a Watt’s linkage was carried over. DP199 specific tweaks included firmer spring rates and polished forgings for the front suspension.
Large diameter Girling disc brakes were fitted and the servo-assistance was ditched to save weight.
Another special feature was the DP199’s lightweight centre-lock Borrani wire wheels complete with triple-eared rather than double-eared spinners.
Instead of a 19 gallon fuel tank mounted under the trunk floor, the DP199 came with a long range 30-gallon unit (136.4-litres) complete with twin fuel fillers. A spare wheel was mounted on the fuel tank which reduced trunk space to zero.
Engine / Gearbox
The DB4 ran a comprehensively uprated version of Aston Martin’s existing dual overhead camshaft straight six reworked by Aston Martin’s Polish engineer, Tadek Marek.
Most notably, the revised power unit was based around an aluminium alloy instead of cast-iron block and displacement was stretched to 3670cc (an extra 748cc). This substantial gain was achieved by expanding the cylinder bores from 83mm to 92mm and lengthening the stroke from 90mm to 92mm.
Wet-sump lubrication was retained along with single plug ignition.
Fuel feed was through a pair of SU HD8 sidedraught carburettors.
The compression ratio was set at 8.25:1.
In this configuration, Aston Martin quoted a peak output of 240bhp at 5000rpm and 240lb-ft at 4200rpm.
Details of the experimental engine originally fitted to the DP199 are a little thin on the ground. However, we do know it retained single plug ignition and the same 3670cc displacement as the regular DB4.
With a rumoured output of around 280bhp, it seems likely that Aston Martin fitted a set of high-lift camshafts, increased the compression ratio and installed a bank of three Weber carburettors (most likely the 45 DCOE type).
Transmission was through a close-ratio four-speed David Brown gearbox, uprated twin-plate clutch and Salisbury Powr-Lok differential.
Bodywork
From a cosmetic perspective, the DP199’s most striking new feature was its modified front end that now incorporated more pronounced pontoon-style enders and a pair of faired-in headlights mounted behind contoured Pleiglass covers.
It also used much shorter doors as a result of the reduced wheelbase.
To save weight, the new body was fashioned from the thinnest possible aluminium and Plexiglas was used for the side and rear windows. With this in mind, the full width front and rear bumpers were also left off.
Faired-in atop the rear fenders were a pair of quick fuel filler caps to feed the massive trunk-mounted gas tank.
Aside from its new nose, the rest of the DP199 was largely true to the regular DB4 which had been designed by Touring of Milan and was manufactured under licence at the Aston Martin factory.
As the DB4 used a steel monocoque-type construction, Touring’s famed Superleggera construction technique was only required for the bonnet surround, windscreen, roof, rear wings and tail.
Interior
Instead of the standard four-gauge dash layout used by the DB4, the DP199 used a seven gauge layout directly behind the wood-rimmed three-spoke steering wheel.
A large 7000rpm rev counter and 300kmh speedometer were split by a smaller read out for battery amps. Outboard of the main dials were gauges for water temperature, oil pressure, oil temperature and fuel. A clock mounted in the centre of the dash was retained and the glovebox lid was removed to save weight.
Other weight-saving measures included drilled aluminium pedals, simplified door panels, thin rubber and vinyl matting instead of carpet, fabric bucket seats instead of the usual well-padded leather-trimmed type and removal of the rear seats altogether.
Weight / Performance
Compared to a standard DB4 which weighed in at 1308kg, the DP199 most likely tipped the scales at circa 1240kg.
Depending on gear ratios, top speed would have been in the region of 155mph while the quickest 0-62mph time would have been a little under six seconds.
1959 Le Mans Test
The DP199 made its public debut at Le Mans for the newly organised Test day on April 26th 1959 where it joined a pair of DBR1s that would be driven by Jack Fairman and Carroll Shelby.
Chassis DP199/1 was allocated to Aston Martin’s Swiss distributor, Hubert Patthey, whose Neuchatel-based operation (Garage Hubert Patthey) also acted as the importer for AC, Alvis and HRG.
Although not a massively experienced driver, Patthey had finished the 1958 Le Mans 24 Hours in ninth overall and third in class driving a works AC Ace with Georges Berger.
DP199/1 appeared at la Sarthe under an Ecurie Trois Chevrons entry. Although it ran in the three-litre Grand Touring class, the car was actually still fitted with its original 3.7-litre engine.
A best lap time of 4 minutes 38.2 seconds was good enough for Patthey to claim seventh fastest time of the 19 cars in attendance. He went third quickest in the three-litre Grand Touring class behind the privateer Ferrari 250 GT Berlinettas of Jean Blaton (fourth overall) and Leon Dernier (sixth overall).
1959 Silverstone International Trophy
Less than a week after the DP199’s successful run out at Le Mans, the green prototype made a surprise appearance in the twelve lap Silverstone International Trophy race for Production GT cars.
Having seen DP199/1 up close at the factory, Stirling Moss (who was racing for BRM in the 50 lap Formula 1 main event) convinced David Brown to file an entry as he thought the car would be a shoe-in for victory.
To get the entry rubber stamped, team boss John Wyer had to sign an agreement with the organisers that the as-yet unreleased model would soon be going into production.
As expected, Moss qualified on pole. His time of 1 minute 55.4 was exactly five seconds quicker than Roy Salvadori who lined up second in a John Coombs-entered Jaguar Mk1. Completing the front row were the Lotus Elites of Colin Chapman and John Whitmore.
Moss took an immediate lead when the flag dropped. By the end of the first lap he had pulled out a considerable gap to Salvadori who was in turn pursued by Jack Sears (Austin-Healey 100-6) and Graham Warner (Lotus Elite). Chapman and Whitmore were close behind having initially lost a couple of places off the line.
On lap three, Moss set a new GT class record and he continued to pull away from Salvadori with each successive lap.
Although Moss eventually relaxed his pace to ensure the DP199 finished, he ultimately crossed the line nearly 19 seconds ahead of Salvadori. Meanwhile, Chapman eventually went passed Sears to bag the final podium spot and win the 1.3-litre class.
1959 Le Mans 24 Hours
The 1959 Le Mans 24 Hours, which took place over the weekend of June 20th and 21st, was the penultimate round of that year’s five race World Sportscar Championship.
As per the other events on the calendar, a three-litre engine limit was imposed on both Sports and Grand Touring cars. Significantly, 1959 would be the first time that a stand-alone GT class had been organised at Le Mans.
The three World Championship races to have been held thus had been won by Ferrari (Sebring 12 Hours), Porsche (Targa Florio) and Aston Martin (Nurburgring 1000km). Aston Martin had originally only planned to field a works team at Le Mans, but Stirling Moss was desperate to win at the Nurbrugring so David Brown agreed to send a solitary DBR1 over to Germany which Moss and Jack Fairman drove to a famous win.
After their successful trip to the Nurburgring, Moss and Fairman were paired together in a DBR1 for Le Mans. Another pair of works DBR1s were entered for Roy Salvadori / Carroll Shelby and Maurice Trintignant / Paul Frere.
Graham Whitehead drove his privately entered DBR1 with Brian Naylor.
Meanwhile, the DP199 was allocated to Hubert Patthey / Renaud Calderari and once again appeared under an Ecurie Tre Chevrons entry. It had now been emblazoned with red and white stripes in recognition of its Swiss entry. Other modifications carried out since its appearance at Silverstone included a cockpit cooling scoop mounted on the right front fender, enlarged brake cooling ducts, removal of the main intake grille, a Perspex bug deflector, installation of two front spot lights and a set of ID lights for the roundels to help identification at night.
To comply with the three-litre engine limit, Aston Martin are believed to have fitted DP199/1 with a DBR3 motor of the type used during that model’s one-off outing at Silverstone back in May 1958.
To come in under the engine ceiling, this early version of the enlarged Tadek Marek motor as used by the DB4 was de-stroked from 92mm to 75mm which gave an overall displacement of 2990cc. It also featured a twin plug head and dry-sump lubrication with a separate oil tank located in the trunk.
Peak output was said to be 238bhp at 6500rpm.
Competition in the top GT class would come from a group of three Ferrari 250 GT Berlinettas and a solitary Spyder California.
Unfortunately, Renaud Calderari never got a chance to drive DP199/1 as, during the third hour, its engine ran a bearing having completed 21 laps. By contrast, the aforementioned Ferraris went on to finish third, fourth, fifth and sixth.
However, the DP199/1’s failure to go the distance was soon forgotten as the DBR1s of Salvadori / Shelby and Trintignant / Frere swept to a famous one-two finish to claim Aston Martin’s first outright victory at Le Mans.
Subsequent History
With his firm now in with a shot of winning the 1959 World Sportscar Championship, David Brown sent a three-car team of DBR1s to the season-ending Goodwood Tourist Trophy. Shelby, Fairman and Moss secured the victory and Aston Martin were crowned 1959 World Sportscar Champions with 24 points compared to 18 apiece for Ferrari and Porsche.
As for DP199/1, it returned to the factory and served as a development mule for the forthcoming DB4 GT. To this end it was converted to road trim and, once freshened up, went on to appear at the London Motor Show in October 1959 where the DB4 GT was announced.
Subsequently road registered 845 XMV, DP199/1 was then used for press duty.
In June 1961 it was sold to Aston Martin VIP customer (and cousin of Queen Elizabeth II), Gerald Lascelles.
Text copyright: Supercar Nostalgia
Photo copyright: Aston Martin - https://www.astonmartin.com & RM Sotheby’s - https://rmsothebys.com/
