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  •   BimmerPost reacted to this post about 10 months ago
    CAR #1965-Aston-Martin-DB5 / #1965 / #Aston-Martin-DB5 / #Aston-Martin

    OWNER Andrew English

    ‘I’m not In love, so don’t forget it,’ sang 10cc, in their eponymous 1975 number-one single; and I was beginning to feel the same way about Gobbo, my Aston Martin DB5.

    I’d almost decided to sell the old girl and had squared my conscience with the idea of parting with the ‘family heirloom’, as my wife puts it on the good days. But then I saw the new Bond No Time To Die trailer, which is book-ended by his Silver Birch DB5 roaring and sliding, battered but unbowed and firing its chain guns (yes, forget those Brownings). It’s the sort of film that makes you wonder whether you really want to relinquish one of the loveliest things you’ve ever owned.

    She’s been in my hands for many years now, though the Aston Martin Owners’ Club people still call her ‘Bob Fairburn’s Old Car’ or ‘Gobbo’. I bought her just as the tumbling masonry of the get-rich-quick ’80s was falling around our ears and DB5s were still rare, but available. I heard Gobbo before I bought her, twice. First, as Fairburn gunned her engine as he headed up to Glasgow after taking a class win at the AMOC Wiscombe hillclimb.

    Second, when a friend raced Gobbo past my house on open exhausts, the rev-counter yowling past 6000rpm. I lifted my head and entered the fantasy world that the impoverished Aston Martin owner must keep one foot in.

    In the meantime she’s been raced and hillclimbed but always as a standard car. She’s done countless high days and holidays and school proms, and had money poured into her slightly faster than you can pour it out of a two-gallon can. Two engine and complete drivetrain rebuilds, countless suspension and brake refurbs, and paint – oh, the paint that car has had in my tenure.

    Best event was undoubtedly the 1400m Mont Ventoux hillclimb in southern France, where we were gate-crashers on part-entry fees and were asked by the organisers to slow down as we were upsetting owners with potentially far faster cars. Another best day was when my daughter took the wheel.

    They’re all best days in an Aston but I have to admit that, while the costs have risen, my income hasn’t. Writing about cars never really did stretch to running a classic Aston, but these days it’s quite impossible; rates haven’t risen for over a decade. Gobbo really should go to someone with the wherewithal to keep her in the manner to which she’s become accustomed.

    Trouble is, as soon as you announce that such an unmolested prize – she’s never been totally apart – is for sale, you are descended on by an army of the most deluded Walter Mittys. ‘Just put a bloody advert in the paper: it’s simple,’ said Talacrest’s John Collins a few years ago, when I interviewed him about selling a Ferrari GTO. According to my friend Andrew Mitchell of body shop and restoration specialist Mitchell Motors in Wiltshire, however, now is not a good time to offer Gobbo up for sale. ‘If things pick up, try the Spring.’

    Good advice – but if you’re interested, get in touch anyway. To use that time-worn phrase: please, no time-wasters…
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  •   John Simister reacted to this post about 1 year ago
    CAR #1958 #Aston-Marti-DB-MkIII £260,000 / #Aston-Marti-DB2-MkIII / #Aston-Martin-DB-2/4-Mark-III / #Aston-Martin-DB / #Aston-Martin /

    This car’s survived six decades without anybody feeling the need to comprehensively restore it, says Richard Gunn.

    The high prices of DB-series Aston Martins means many have been expensively rebuilt. So it’s fantastic to see one that’s survived close to 60 years with only minor renovations in all that time.

    Registered in July 1958, this Pacific Blue DB MkIII has seen some club racing, hence the Le Mans-style fuel filler cap, competition clutch and uprated dampers.

    All this features in a comprehensive if disorganised history file. The paperwork dates from the earliest days of the car, and it seems like every bill and correspondence has been kept. The original logbook is there, as well as lots of early letters between the first owner and Aston Martin, plus invoices, service records and MoTs. There is a gap in the history between 1974 and 1984, when it is believed the car was stored. The current owner got it in 2005 and maintained it mechanically – the engine was rebuilt in 2010 – but he kept the exterior original. As such, he body shows some signs of age; it’s presentable on the whole but there are paint issues including bubbling and cracking around both front wheelarches.

    The nose is stonechipped and the finish is dull and flat on the nearside bonnet top, with a small network of cracks there too. Another crack is apparent in the roof above the driver’s door. The chrome is tarnished in places, but this is only apparent up close. The #Avon-Turbospeed 165/95 16 89H tyres have lots of tread left.

    The engine was rebuilt in 2010 and is still very tidy, with its bank of triple SU carburettors topped off by shiny modern K&N cone air filters. All fluids were at healthy levels, and the area under the brake fluid reservoir is free from corrosion. The interior appears completely original.

    It’s well patinated but in a warm and inviting way. Some recolouring of scuff marks on the driver’s side bolster might be in order, while the occasional rear seats have a split in them. The grey carpets have some marks and the headlining is discoloured and stained in spots. By the driver’s footwell, the card lining is a little frayed in its top corner. There were no starting issues from cold, although the DB MkIII gives its best once fully warmed up. The idle does seem a little low, though. When cruising, the oil pressure gauge reads a healthy 60 to 70psi.

    This MkIII pulls well but doesn’t pamper the driver, with heavy steering and clutch, but the gearbox is easy to use. Overdrive didn’t seem to be functioning, however. The brakes are excellent. The fuel gauge and rev counter show fluctuating readings, but the temperature gauge stayed in the normal zone throughout our test-drive. This Aston has some age-related issues but it’s a solid car that drives well.

    The interior isn’t perfect but the marks, scufs and minor creases all add to the aged charm Once warmed up properly the inline sixcylinder engine performs beautifully.


    The Aston-Martin-DB2 is launched in 1950 as the replacement for the previous 2-Litre Sports (retrospectively known as the DB1). Unlike its fourcylinder predecessor, the new car uses a Lagonda six-cylinder engine of 2580cc producing 105bhp, or 120bhp in Vantage spec.

    The DB2 is developed into the DB2/4 during 1953, the extra digit denoting it can accommodate four occupants with its 2+2 seating arrangement. Power is up to 125bhp, then 140bhp when the 2922cc engine is introduced. Windscreen is now a onepiece curved item and a hatchback with larger glass area is introduced on fixed-head coupés (drophead variants are also available). A MkII in 1955 sees minor changes such as higher roof, small tailfins and a modified bonnet.

    The DB2/4 MkIII – usually known as simply DB MkIII – appears in 1957. Power from revised and stronger engine is now 162bhp and front disc brakes are fitted. The trademark Aston Martin grille shape, still in use today, makes its first appearance. Production ends in 1959.

    TECHNICAL DATA SPECIFICATIONS #1958 Aston Martin DB MkIII / #Aston-Martin-DB2

    Price £260,000
    Contact Desmond J Smail, Olney, Buckinghamshire (, 01234 240636)
    Engine 2922cc, inline six-cylinder, #DOHC / #Lagonda
    Power [email protected]
    Torque 180lb [email protected]
    Top speed: 120mph;
    0-60mph: 9.3sec
    Fuel consumption: 18mpg
    Length: 4369mm
    Width: 1651mm
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  •   Peter Tomalin reacted to this post about 1 year ago
    Demand grows for #Aston-Martin-V8 projects #1973-Aston-Martin-V8 / #1973 / #Aston-Martin

    One of the surest conirmations of a classic’s growing popularity is when people start paying what looks like silly money for project cars. With Astons it very much prefaced the epic rise of early DB values some years ago. Now it appears to be happening with the V8s. Two results on successive days recently put the seal on it.

    First we saw a 1973 V8 offered at South West Vehicle Auctions that had been buried under storage boxes in a garage for 20 years. Said to be a runner – probably – it will obviously require plenty of attention even if the new owner is only aiming for preservation-class standards. Estimated (rather pessimistically) at £22,000-£26,000 it was deemed good enough to pay a ‘Good’ £48,224 for.

    Similar happened at ACA the next day with a #Aston-Martin-DBS #V8 that had been recently repatriated from Japan and was in need of a complete going-over. Offered at no reserve it topped out at just over £66,000.
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  •   Sanjay Seetanah reacted to this post about 1 year ago
    Going back to its spiritual home

    / #1998-Aston-Martin-DB7-Volante / #1998 / #Aston-Martin-DB7-Volante / #Aston-Martin-DB7 / #Aston-Martin


    Graham Darby, general manager of Aston Martin Works in Newport Pagnell, had been following our adventures in the DB7 and invited me to see the new showroom and all the facilities. I was keen to visit the car’s ancestral home and set off on a wet Monday morning with trepidation in the knowledge that I would surely get stuck on the M1. The car behaved itself, though I spotted an annoying leak in the passenger footwell when it was chucking it down.

    The new facilities and showroom are across the road from the original Sunnyside headquarters, and as you round the corner you’re greeted with what can only be described as a five-star hotel for Astons (pictured right). The car park brimmed with customers’ cars and the forecourt was clearly designed to tempt you into the inevitable upgrade. Inside the reception area, the huge glass partition allows customers to view the technicians working away in a meticulously clean environment. As a customer’s car arrives, it is met by a consultant who parks it in an inspection bay; from the spotless floor emerges the otherwise invisible ramp, raising the car for its examination.

    At this point I held my breath... This was the first opportunity I’d had to look underneath the DB7, which had covered almost 120,000 miles. And so I braced myself for bad news.

    But senior technician Paul Wild poked and prodded and, to my relief, said the car was in surprisingly good condition. The corroded rear suspension springs would benefit from replacement and, as they are becoming increasingly difficult to find, as soon as possible; the job would transform the feel and behaviour of the car instantly. He told us not to make the mistake of buying Jaguar XJS versions as they are a few centimetres longer and would make the car handle terribly.

    I mentioned the leak in the footwell and Paul took a look. Turns out the drain chutes were blocked; they need to be cleared regularly.

    Graham was pleased I'd brought the car along and remarked that if the cars are used regularly and serviced properly they run without any unreliability issues, and that’s probably why my DB7 is still in such great shape for its year.
    As the days get shorter, I know that the opportunity to enjoy the DB7 will become limited, but I am determined to use it as much as possible. Can’t wait for some of those crisp winter mornings - so long as they’re not so crisp that the roads are gritted.
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  •   Alastair Clements reacted to this post about 1 year ago
    Ben Barry updated the cover photo for Aston Martin V8
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