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Aston Martin Ownership
- Thread starter curtis
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Part One.
Having spent my early driving days on competitive rallyes I was swayed towards Astons as the garage that looked after my Ford Escort MK I TwinCam was an Aston Martin service point. The owner suggested I might like to try his AMV8. I did but it didn't immediately appeal. Then he suggested a DB5 which was for sale locally and we went together to see it. That was much more to my liking and a deal was struck.
It was a 1964 model and bright red. Space had to made in the garage and my daily driver, a MK2 Sprite, was put outside. I soon joined the Aston Martin Owners Club and became well involved to the point that some years later the southern representative left to live in Barbados and I took over. No motorsport was involved with the DB5 although I did go to Goodwood for a trackday which a few of us organised. That was when you could do that without too many formalities ! Some touring in France and Switzerland and than the competition bug came back and that will lead us on to part 2.
The picture shows my DB5 on the way to the Wiscombe Park hillclimb with some visitors from France
Having spent my early driving days on competitive rallyes I was swayed towards Astons as the garage that looked after my Ford Escort MK I TwinCam was an Aston Martin service point. The owner suggested I might like to try his AMV8. I did but it didn't immediately appeal. Then he suggested a DB5 which was for sale locally and we went together to see it. That was much more to my liking and a deal was struck.
It was a 1964 model and bright red. Space had to made in the garage and my daily driver, a MK2 Sprite, was put outside. I soon joined the Aston Martin Owners Club and became well involved to the point that some years later the southern representative left to live in Barbados and I took over. No motorsport was involved with the DB5 although I did go to Goodwood for a trackday which a few of us organised. That was when you could do that without too many formalities ! Some touring in France and Switzerland and than the competition bug came back and that will lead us on to part 2.
The picture shows my DB5 on the way to the Wiscombe Park hillclimb with some visitors from France
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Part two.
Having got the competition bug again it was obvious that the DB5 was not what I wanted. So looking around I found a DB2/4 MK1. It belonged to two friends of mine, both already involved in racing.This was the beginning of many years of fun both in the UK and France. The MK1 was painted gray and once back in my garage I set about tidying it ready for the first hillclimb. I think all that was needed then (back in the 80s) was seatbelts and a catch tank for the oil breather and a timing strut on the front to break the beam when you went off the line. Racing was very much a friends and family affair then. Three or four of us would meet up and drive our Astons to the various meetings, mostly camping for the weekend. No trailers, motorhomes or hôtels for us. Of course the hope always was that you wouldn't have a problem that would immobilise the car.
I think I won a couple of handicap awards in the first year. The thought of circuit racing now came to the fore and after an entry at Silverstone and Brands Hatch (1983) it became obvious that the engine needed a rebuild.
Having got the competition bug again it was obvious that the DB5 was not what I wanted. So looking around I found a DB2/4 MK1. It belonged to two friends of mine, both already involved in racing.This was the beginning of many years of fun both in the UK and France. The MK1 was painted gray and once back in my garage I set about tidying it ready for the first hillclimb. I think all that was needed then (back in the 80s) was seatbelts and a catch tank for the oil breather and a timing strut on the front to break the beam when you went off the line. Racing was very much a friends and family affair then. Three or four of us would meet up and drive our Astons to the various meetings, mostly camping for the weekend. No trailers, motorhomes or hôtels for us. Of course the hope always was that you wouldn't have a problem that would immobilise the car.
I think I won a couple of handicap awards in the first year. The thought of circuit racing now came to the fore and after an entry at Silverstone and Brands Hatch (1983) it became obvious that the engine needed a rebuild.
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The car was OK in grey although it was not the original (Moonbeam grey) but more like "battleship" grey !
However, an unwelcome situation turned to my advantage. On the way back from The St John Horsfall race at Silverstone on an extremely hot day we passed through a town where the tar on the road had begun to melt. The council had decided to send a grit spreader out and in passing us they didn't bother to stop the spreading. The noise down the side of the car was horrendous. Nothing could be done at the time although I noted the name of the road.
On the Monday I was on the phone to the Town Hall to put in a claim for a repaint.
Eventually an assessor was sent to see the damage. In between times a customer/friend of mine who had his own bodywork business agreed to be there and help get the best deal.
We finally got a price agreed for which he would repaint the whole car if I prepared it first.
So that winter I stripped the car down to the bare aluminium. Not the most pleasant of jobs but I kept thinking of the free repaint. Of course I chose a British Racing Green.
However, an unwelcome situation turned to my advantage. On the way back from The St John Horsfall race at Silverstone on an extremely hot day we passed through a town where the tar on the road had begun to melt. The council had decided to send a grit spreader out and in passing us they didn't bother to stop the spreading. The noise down the side of the car was horrendous. Nothing could be done at the time although I noted the name of the road.
On the Monday I was on the phone to the Town Hall to put in a claim for a repaint.
Eventually an assessor was sent to see the damage. In between times a customer/friend of mine who had his own bodywork business agreed to be there and help get the best deal.
We finally got a price agreed for which he would repaint the whole car if I prepared it first.
So that winter I stripped the car down to the bare aluminium. Not the most pleasant of jobs but I kept thinking of the free repaint. Of course I chose a British Racing Green.
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At the time I started campaigning the Aston there were a number of other Feltham cars that were very well prepared. Over time thought had gone into how to improve what was described as a very agricultural car. I ran on pumped up Avon Turbospeed crossply tyres which had their limitations. The problem was that there were not many options at 16". Pirelli I believe were not brilliant in the wet and then there was the Firestone Cavalino which was not too bad but was suddenly unavailable. Of course the other choice was Dunlop Racing and they came at a price.
So chatting with my friend John Reed who had one of the front running Astons, a plan of action was formed.
A rebuild consisting of new pistons and liners. A reground crankshaft and solid "cheeses" to keep the crankshaft in place. The camshafts were reprofiled to DB3S spec.
The front brake drums were remade and it was John who had found a company that would do this. It was joked that when the drums were made just after the war a variety of steel had been used, from bedsteads to railings or anything that could be found ! Consequently, when they got hot they expanded un equally.
Another big step was the move to 15" wheels. At the time they were being made for Dunlop in India and in fact were good quality and not too expensive. It was said that if it looked like rust on the spokes we shouldn't worry as it was just curry powder!
With the smaller wheels the car needed to be lowered and the quickest and cheapest way to acheive this was to cut a coil off each spring. Chop chop...job done.
As you can see much was done on a budget.
So chatting with my friend John Reed who had one of the front running Astons, a plan of action was formed.
A rebuild consisting of new pistons and liners. A reground crankshaft and solid "cheeses" to keep the crankshaft in place. The camshafts were reprofiled to DB3S spec.
The front brake drums were remade and it was John who had found a company that would do this. It was joked that when the drums were made just after the war a variety of steel had been used, from bedsteads to railings or anything that could be found ! Consequently, when they got hot they expanded un equally.
Another big step was the move to 15" wheels. At the time they were being made for Dunlop in India and in fact were good quality and not too expensive. It was said that if it looked like rust on the spokes we shouldn't worry as it was just curry powder!
With the smaller wheels the car needed to be lowered and the quickest and cheapest way to acheive this was to cut a coil off each spring. Chop chop...job done.
As you can see much was done on a budget.
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At this point I decided to sell the DB5 as I was spending most time and money on the DB2/4 MK I.
I was now entering rallyes in France. Several in Eastern France "Les routes des Vosges".
Here we are, Dominique et moi, at the end of the event at La Bresse; Me on the right.
I was now entering rallyes in France. Several in Eastern France "Les routes des Vosges".
Here we are, Dominique et moi, at the end of the event at La Bresse; Me on the right.
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Looking around I decided on A DB MK III. It was built in 1959 towards the end of the run. Bonuses were, a 3 litre engine,overdrive and disc brakes on the front. The dashboard was more modern similar to the first DB4s.
My two chèries.
Rallye Routes des Vosges in eastern France;
Wiscombe Park Hillclimb.
In front of the famous hôtel at Chartres sur le Loir where the Aston Martin team used to stay during Le Mans
My two chèries.
Rallye Routes des Vosges in eastern France;
Wiscombe Park Hillclimb.
In front of the famous hôtel at Chartres sur le Loir where the Aston Martin team used to stay during Le Mans
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The MK III was used more for hillclimbs and Rallyes.
In the early 80s Aston Martin was the invited marque for the Coupe de L'Age d'Or held at the banked circuit at Montlhéry near Paris. The circuit was used for record setting and racing. Also if you have seen that fine film "Un homme et une femme" there is some great footage of Jean Louis Trintignent testing a GT40, a single seater and a Mustang which he was to drive in the Rallye Monte Carlo.
Well I couldn't miss that opportunity so with several friends who had also entered we set off for France. The main worry was what to do if the car broke down.
It was an unforgettable weekend and even driving halfway up the banking you felt you were going to fall out of the door.
Entry paid, hôtel paid, superlunch at the circuit and a Jereboam of champagne.
In the early 80s Aston Martin was the invited marque for the Coupe de L'Age d'Or held at the banked circuit at Montlhéry near Paris. The circuit was used for record setting and racing. Also if you have seen that fine film "Un homme et une femme" there is some great footage of Jean Louis Trintignent testing a GT40, a single seater and a Mustang which he was to drive in the Rallye Monte Carlo.
Well I couldn't miss that opportunity so with several friends who had also entered we set off for France. The main worry was what to do if the car broke down.
It was an unforgettable weekend and even driving halfway up the banking you felt you were going to fall out of the door.
Entry paid, hôtel paid, superlunch at the circuit and a Jereboam of champagne.
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Here is a clip from the film Un homme et une Femme. Yo can appreciate the banking.
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Well all good things come to and end, or an unexpected change, and a divorce arrived.
Some time later I met a french lady thanks to my friend Dominique and plans formed.
I had the opportunity to take early retirement from a job I had begun to dislike so that was great.
We decided that I would sell up and go to live in France.
I decided to sell the MK III, reluctantly, and my Vauxhall H10/4 leaving just the MK I and my Austin A30.
After a few years in France I decided to sell the MK I and that was the end of many years of great Aston fun.
I have just seen that car advertized for sale in Belgium for €149,000 !
The virus of motorsport stayed however and I got back into rallyes in a Healey 100 and a Triumph TR3.
For my 60th Birthday I bought one of the last Ford Escort TwinCams which I found in Spain. Now that is a rallye car !
Now I am just doing Hillclimbs in Fiat Abarth 850TC.
Long may it continue.
Some time later I met a french lady thanks to my friend Dominique and plans formed.
I had the opportunity to take early retirement from a job I had begun to dislike so that was great.
We decided that I would sell up and go to live in France.
I decided to sell the MK III, reluctantly, and my Vauxhall H10/4 leaving just the MK I and my Austin A30.
After a few years in France I decided to sell the MK I and that was the end of many years of great Aston fun.
I have just seen that car advertized for sale in Belgium for €149,000 !
The virus of motorsport stayed however and I got back into rallyes in a Healey 100 and a Triumph TR3.
For my 60th Birthday I bought one of the last Ford Escort TwinCams which I found in Spain. Now that is a rallye car !
Now I am just doing Hillclimbs in Fiat Abarth 850TC.
Long may it continue.