On the road

Test drive any Aston V8 with an ear tuned for untoward noises from the engine, transmission and suspension. Lacklustre performance may be carbs that need a rebuild (if set up correctly, they should not need re-tuning) or failing electronic ignition, but if it’s linked with engine wear you will need deep pockets for the rebuild. Timing chains rattle when stretched; a worn water pump can chatter, too. Seals fail due to block corrosion at the bottom of the rear wet liners, leading to the oil and water mixing; head gaskets fail from overheating or neglect of corrosion-inhibitors. Crank bungs drop out on early V8s (look for very low oil pressure). A well-maintained and frequently used Aston is a happy Aston – the engine can do 150,000 miles between rebuilds. Most failures are from lack of use and neglect.

Don’t expect the rare ZF five-speed gearbox to have a slick change – it never did, and the synchromesh could be beaten even when new. But beware of noisy layshaft bearings and synchros that crunch even with care, and check the clutch doesn’t slip if you floor it in top gear. Replacement is very labour-intensive.

The brakes, ventilated discs all round with big twin servos, should be superb and fade-free; infrequent use can wreak havoc with servos and bring a £2000 bill for two new ones every few years. The Adwest power steering was similar to that used by Jaguar, but much better weighted with good feel and precision; any wooliness in the steering or suspension means wear, hopefully in inexpensive joints, bushes and bearings.

A well-sorted V8 handles tidily, but you’re never in any doubt that it’s a big, heavy car with some serious performance