Aston’s inner sanctum
In the centre of the UK’S newport pagnell, you’ll find the heart of aston Martin. we spent the day at the hub of Its heritage division
IT looks like a standard, classy Aston Martin dealership but, when I pass through the plate-glass doors and round the first corner, the scope of this operation hits me. I spot racecars aplenty, plus limited-edition models such as the One-77 and numerous classics. In one small workshop, a few craftsmen and technicians are building the last few DB4 GT Continuation models. This is only the front of the building…
Paul Spires, president of Aston Martin Works, passionately explains the concept and history behind this department. “Apart from the new cars, heritage cars are being sold in Japan, the Middle East and South America. Previously, we were a European- and North America-centred company. We had to adapt the business. We call it our Global Heritage Support. We’ll fly a technician to a dealer or even to a client’s garage if they have the facility to accommodate a service. Any day of the week there will be between two and seven employees abroad on various assignments on classic Aston
Martins.” Whether you want to buy, sell, service or maintain a heritage car, or investigate a car’s provenance, Works is able to assist (the manufacturer has a partnership with respected auctioneers RM Sotheby’s for acquisitions and sales of classic cars).
“The department grew on the back of the increase in car values. We realised we needed to look at it in more detail. Everything must be commercially viable and make sound business sense,” Paul continues.
Aston Martin Works has a vast archive from which it can draw infor
restoring an aston costs a fixed price of £425 000
mation. Even today, material is regularly added to the archive. Interestingly, a restoration of an Aston Martin is offered at a fixed price of £425 000 plus taxes (±R7,5 million). “It doesn’t really depend on the condition of the car, as the process for each vehicle is the same,” Spires explains.
Aston Martins from across the world are sent here for maintenance and servicing. “Around 60 to 70% of the cars you see in our workshop are from abroad,” Spires continues while guiding me through a number of buildings.
The workers in the trimming department intricately upholster seats and other interior parts, while another historically significant building houses heritage cars for sale. This department performs between seven and eight full restorations a year.
My jaw drops as I spot a rare late1990s Vantage V8 Shooting Brake and
the DB5 which was the Barcelona Motor Show car in 1965. There is even a V600 Vantage with a 5,3-litre, twin supercharged V8. It is clear this is the one-stop-shop for all things Aston Martin: road and racecars new and old.
DB4 GT Continuation
“The GT Continuation [programme; pictured on this page] came about because of our full restorations. We have all the skills to build a ‘new’ car. Why shouldn’t we? It was a sad day in July 2007 when the last Vanquish S was built. We wanted to produce another Aston at the heart of where it all began: to bring a nostalgic dream to fruition.
“The DB4 GT was manufactured from 1959 to ‘63. This meant none of the original employees could be involved. However, we have a fantastic group which includes workers from the race division, the prototype build department and colleagues from the heritage side of the business. What was necessary was a sound business plan. A big-volume car was out of the question, so we looked at the DB4 GT, one of the original cars fully manufactured
here. Also, this was a racecar, which meant the Continuation models would not need to be homologated.
“We found 75 original GTS in the records, followed by Zagatos, project cars and prototypes, several of which were nothing like the DB4 GT. Together, they made up 100 units for homologation purposes. There was scepticism when we announced we would build 25 Continuation models. Customers thought sales would affect the value of their cars but it actually enhanced their value. We received substantial deposits for a car nobody had seen. There was simply a huge amount of confidence on what we planned to deliver.”
Guided by official documentation on the original model, including 500 technical drawings, manufacturing began at Aston Martin Works. The new chassis has less flex than the original version and is E- and powder-coated. It is fascinating to listen to Paul Spires talk about the amount of effort and detail that has gone into the modern engine. “We took an original DB4 GT engine and put it through a CT 3D scanner. The team and I thoroughly examined the scan and unearthed certain anomalies. For example, we discovered why cylinder number six always overheated. All these problems were rectified and the engine size was increased to 4,2 litres.
“We use a company which manu
“We’ve never seen an engine like this”
factures engines for Mercedes-benz F1, as well as our V12 turbo unit, to build these six-cylinder engines. The result is smoother and more powerful [than the original]. The people from the heritage department say they’ve never seen an engine like this and it was all done in 12 months.”
Bespoke options on the new DB4 GT include various interior and exterior colour schemes and trim right down to the type of leather and the pattern of the stitching. Aston Martin supplies additional wheels for racing and data-logging equipment. I run my hand over the racing lines and the surfaces are perfectly smooth thanks to its triple paint system.
As part of the testing programme for the DB4 GT, cars were taken to the Nardo proving ground in Italy where Le Mans class winner Darren Turner assisted with the development work.
“During the project, I even wrote to the late Sir David Brown’s widow to ask if we could put his name back on the emblem to honour Sir David’s memory,” Paul reveals. She said yes.
The cars – all sold out, by the way – retailed at £1,5 million each excluding taxes and options, and several cost £1,8 million with extras. One customer did 100 laps of Silverstone immediately after he took delivery. He and his wife shared the driving; out of the box, onto the track and it didn’t give any problems.
Outside, Paul points to various buildings across Tickford Street. Each has played a significant part in Aston Martin’s extensive history, some as far back as 1955. Aston Martin has already bought a few and will restore them to their former glory before incorporating them into the main facilities. And, if you were wondering whether there are any customers who own both an original and a Continuation DB4 GT, Paul smiles and answers “yes”.