Guide: Aston Martin V8 V540 (Bosch Fuel-Injection)
Background
When Aston Martin’s dual overhead camshaft straight six engine arrived in 1949, it was the envy of practically every motor manufacturer.
Ten years later, it was reworked by Tadek Marek for use in the DB4, DB5 and DB6.
In the mid 1960s, work began on an all new V8 to power the firm’s next generation of models.
The V8 made its debut at the Le Mans 24 Hours in 1967 where two prototype five-litre units were shoehorned into a brace of works Lola T70 Mk3 GTs. Neither car lasted beyond the four hour mark and it would be another two-and-a-half years before the new engine was available to customers in an Aston Martin production model: the DBS V8.
The DBS was created specifically for the V8 powerplant but delays with the engine meant it was initially launched with the same straight six used by the DB6.
When the DBS V8 finally arrived, in January 1970, Aston Martin were in possession of the fastest four seater in the world.
Despite its good looks, a cosmetically updated version of the DBS V8 was soon in the works.
The early 1970s was a tumultuous time for luxury auto makers; a global economic downturn and labour reforms meant firms in all kinds of industries were struggling.
The David Brown group of companies was a prime example and, as Aston Martin had not been profitable for several years, Brown put it up for sale in late 1971.
Although the timing was not ideal (Aston had recently been frozen out of the US market for reasons of safety and emissions), a buyer was found in Company Developments which had a diverse portfolio of investments but no prior experience of car manufacturing.
The deal was completed in January 1972 and a new era for Aston Martin began.
In April 1972, the facelifted Aston Martin V8 was launched.
It was one of two new models that were visually almost identical to one another: the Aston Martin V8 was mechanically similar to the outgoing DBS V8 while the Aston Martin Vantage used the same revamped body but with the old six cylinder engine. Both cars dropped David Brown’s initials from their type designation although DB wing badges remained on early examples.
Chassis
The steel platform chassis was still supplied by the David Brown Corporation factory in Huddersfield.
It had a 2610mm wheelbase and used independent double wishbone suspension at the front together with a De Dion rear axle located by parallel trailing arms and a Watts linkage. Coil sprung Armstrong shocks were fitted all round along with a front anti-roll bar.
Dual circuit servo-assisted Girling ventilated discs brakes were retained. They measured 10.75-inches at the front while the inboard rears were 10.38-inches.
The DBS V8 had ushered in alloy wheels for the first time on an Aston Martin because traditional wire wheels could not handle the torque on offer. The 15 x 7-inch GKN rims were designed specially for the job and channelled cool air to the brakes. White wheel centres were standard.
Avon tyres were now fitted instead of Pirellis and track was 1499mm at either end.
Speed-sensitive power-assisted steering was standard.
Unlike the DBS V8 (where the spare wheel was stowed vertically), the new model positioned the spare horizontally in the boot floor which considerably improved the amount of luggage space on offer.
As before fuel tanks with an overall capacity of 95.4 litres were located above the rear axle.
Engine & Gearbox
Aside from a new airbox and transistorised ignition, the Type V540 engine was unchanged.
It was an all-alloy 90° V8 with dual overhead camshafts and displaced 5340cc thanks to a bore and stroke of 100mm and 85mm respectively.
A 9.0:1 compression ratio was employed together with Bosch mechanical fuel-injection and Lucus OPUS electronic ignition.
Peak output was 320bhp at 5800rpm and 360lb-ft at 4500rpm.
Two gearbox options were offered: a ZF five-speed manual or Chrysler Torqueflite three-speed automatic.
Bodywork
The most obvious difference between the outgoing model and this latest variant was a redesigned front end.
Instead of the old squared off grille inset with four headlights, the new car featured two seven-inch headlights housed in individual cowls. A separate matt black grille mimicked the traditional Aston Martin shape.
The matt black front apron was also redesigned and proved a more elegant solution than the boxy DBS V8 affair.
Otherwise, little was changed.
The V8 retained the same slim power bulge, full width overrider-less bumpers, engine vents with Aston Martin V8-branded chrome trim on each front fender and Hillman Hunter tail lights.
Body panels were aluminium.
Interior
Inside nothing much was different either.
The new car used the same leather covered three spoke wheel introduced on later DBS V8s. Directly behind it were large engine and road speed instruments with a small oil temperature gauge in between. Off to either side were more small read outs for oil pressure, water temperature, fuel and battery condition.
A clock was housed in a central cowl between the electric window switches. Underneath were the ventilation controls, radio (if specified) and a row of rocker switches.
Dash fascias and the centre console were either upholstered in black leather to match the rest of the dash or fitted with burr walnut inserts.
Air-conditioning was standard along with full leather upholstery.
One new feature was better engine bulkhead sound and heat insulation.
Options
Optional extras included fog lights mounted underneath the bumper, Draylon fabric upholstery and a Bosch audio system with AM/FM self-seeking radio.
Japanese Version
Although the V8 was not legal for sale in the US, Aston Martin continued to offer an Emissions Equipped engine (EE) for the Japanese market. It came with a lower 8.3:1 compression ratio and ignition advance / retard system. It produced 250bhp.
Weight / Performance
The standard model weighed 1727kg and had a top speed of 162mph.
In manual trim, 0-62mph took 5.9 seconds which dropped to seven seconds for the automatic variant.
Production
Production of the restyled V8 in its first guise took place from April 1972 until August 1973. 288 were built of which 32 were left-hand drive. 19 were Emissions Equipped. The first 34 cars used DBS V8 badges.
The next iteration (covered separately) came with a host of cosmetic and interior upgrades. Perhaps most significantly though, Weber carburettors replaced the Bosch fuel-injection system which had proven incapable of satisfactorily meeting tightening emissions legislation.
Text copyright: Supercar Nostalgia
Photo copyright: Aston Martin - https://www.astonmartin.com & Hexagon Classics - https://www.hexagonclassics.com/
