1950 Aston Martin DB2

The history of Aston Martin dates back to 1913 when it was founded by Lionel Martin and Robert Bamford. The next three decades were met with competition success, low production numbers, and financial difficulties, with approximately 700 vehicles produced during this time.

Following World War II, Aston Martin was rescued by David Brown Limited, manufacturer of Huddersfield gear and machine tools, and put it under the control of its Tractor Group. A few months later, they added the Lagonda Company to its portfolio, which provided a modern 2,580 cc twin-overhead cam six-cylinder engine, the work of W.O. Bentley. This engine was used in a shortened Aston Martin '2-litre Sport' tubular-steel chassis and clothed in Frank Freely's distinctive sports-tourer bodywork. In various forms, this engine design would continue to power Aston Martin's DB2, DB2/4, and DB Mark III road cars through 1959, as well as the DB3 and DB3S sports racers.

Prior to making its road-going debut, the fully-fledged DB2 competition cars made their introduction on the Le Mans track in 1949. Under the guidance of team manager John Wyer and newly-hired drivers, including Jack Fairman, Lance Macklin, George Abecassis, and Reg Parnell, motorsport competition began in earnest with the prototype DB2 models of 1949. A Le Mans class podium finish was earned by LML/49/3 in 1949, followed by the entry of a trio of DB2s in 1950 (LML/50/7, 50/8, and 50/9), earning two class awards. Next came the DB3 and 3S competition cars, which continued to carry the racing pedigree forward from 1952 through 1956. The culmination of the Works team's efforts was in 1959, when the DBR1, driven by Roy Salvadori and Carroll Shelby, won Le Mans outright. With additional help from drivers such as Stirling Moss, Jack Fairman, and Tony Brooks, Aston Martin captured the World Sports Car Championship that year.

During the 1959 to 1969 era, the very successful DB4, DB5, and DB6 Grand Tourers were powered by a new alloy twin-cam six. In 1969, a new V-8 engine made its debut, and versions of this alloy engine would power post-David Brown era Astons for the next two decades. Knighted in 1968, Sir David Brown's 25-year stewardship had begun with the DB1 (a four-cylinder pushrod 2.0-liter model), and the landmark DB2 which remained in series production from May 1950 until April of 1953.

Beginning with the prior two-liter sports model chassis, newly hired engineer Ted Cutting shortened the wheelbase, added cruciform frame members, triangulation, and an extra upper side-rail, essentially creating a stiff tubular space-frame platform. The suspension was comprised of an advanced four-wheel coil spring setup that was not duplicated on other marques, such as Jaguar or Ferrari, for at least a decade. The front suspension was independent while the rear used a Salisbury hypoid live axle located by trailing arms and a Panhard rod. 12-inch hydraulic drum brakes provided the stopping power, with many examples fitted with the optional Alfin aluminum drums for competition use.

The 2.6-liter twin-cam engine, designed by W.O. Bentley in 1943, ranged from 105- to 145- horsepower at 5,000 RPM (depending on configuration), and delivered a zero-to-sixty mph time of about twelve seconds and a top speed of 110 to 135 miles per hour. It was more powerful than the pushrod 2.0-liter straight-4 unit found in the prior 2-Liter Sports, and in original form, the Lagonda straight-6 had a 78 mm bore and 90 mm stroke and came with dual SU carburetors. The four-speed gearbox was sourced in-house from the David Brown Gear Division.

The DB2 was introduced in April of 1950 at the New York Auto Show and remained in production until April of 1953, by which time 411 examples had been produced.

Early examples received a three-par grille and a substantial slatted vent behind each front wheel, earning it the nickname 'Washboard.' The design was simplified after an initial run of 49 cars, and thereafter the side vent was removed and the three-piece grille replaced by a single unit.

The single-piece front bonnet was hinged at the front, while the rear of the fixed-head coupe (FHC) used a small top-hinged lid to allow access to the spare wheel. Luggage space was located behind the front seat, accessible only from inside the car. The FHC was joined in late-in-1950 by a Drophead Coupe (DHC) and at least 102 examples of this body style were built.

The first Vantage upgrade became available in April of 1950, complete with larger carburetors, higher compression ratio pistons (8.16:1), and inlet camshafts the same as the exhaust. The higher compression ratio was initially unsuitable for the British market as it restricted vehicles to 72 octane 'Pool petrol.' The first 125 horsepower DB2 Vantage (LML 50/21) was delivered to Briggs Cunningham in the United States.

by Dan Vaughan

DropHead Coupe by Tickford
Chassis number: LML/50/217
Engine number: VR6B/50/1082

Aston Martin, founded in 1913, fell upon hard times after World War II. In 1947 David Brown (DB) purchased Aston Martin. He produced his first car, the DB1, a prototype in 1948. Fifteen examples of this four-cylinder, 4 seat model were created. They were powered by a four-cylinder pushrod engine of 2 liters.

From 1950 to 1953 Aston Martin produced only 411 automobiles. Based on a car that ran at the 24 Hours of LeMans in 1949, the production DB2 debuted at the New York Auto Show in 1950.

The second, third and fourth models produced were taken to LeMans in 1950, where two placed first and second in class. All three continued to race through the year, nicely securing the company's image.

In 1950 Aston Martin introduced its first real production sports car, the DB2. It was a two-seater with an all-aluminum body, a multi-tube chassis, independent front suspension and most importantly, a 2.6-liter, 6-cylinder, twin cam, twin carburetor, 105 horsepower Lagonda engine with a four-speed transmission. A total of 409 DB2's were produced, of which 360 were fixed head coupes and only 49 were the rare dropheads.

A saloon tested by the British magazine 'The Motor' in 1950 had a top speed of 116.4 mph and could accelerate from 0-60 mph in 11.2 seconds. A fuel consumption of 20 miles per imperial gallon (17 mpg) was recorded.

This particular drophead has undergone a complete body-off frame, nut and bolt restoration by its current owner to exact factory specifications.

There were 114 DB2's manufactured from 1950-1952; 37 were Drophead (convertibles) and 77 were coupes. This Drophead was the subject of a complete body-off restoration by its current owner. The vehicle is powered by a 2.6-liter dual overhead cam engine developing 125 horsepower.

Control of Aston Martin, after the company experienced financial problems, was taken over by David Brown, a tractor manufacturer, in 1947. The DB2 was David Brown's first production sports car.

The car is made of all hand-formed aluminum panels. The current owner completed a restoration in February 2008.

Fixed Head Coupe
Chassis number: LML/50/16

The initial run of fifty Aston Martin DB2s with the distinctive three-piece grille were called 'First Sanction' cars and are distinguished by their side extractor grilles, twin fuel fillers and flush-mounted windows. In 1950, Aston Martin DB2s finished in 5th and 6th place at Le Mans which prompted a great many orders for similar cars from all over the world.

This example was shipped to Australia in 1950 for its first owner, Tony Luxton of Victoria. With competition in mind, the car was fitted with 'Alfin' brake drums by the factory as well as a close-ratio floor-mounted gear change. Luxton used the car in several combinations, notably at Albert Park in the Argus Cup and the Rob-Roy hill climb. The car is finished in its original Aston Martin California Sage.

DropHead Coupe by Tickford
Chassis number: LML/50/26

This Aston Martin is from the first series of 46 DB2s with the characteristic 'washboard' side extractor grilles and 3 piece radiator. It is the 2nd of 8 drop heads that were first shown at the London Motor Show in 1950. The Vantage engined car was bought by the racing enthusiast, Prince Bertil of Sweden and was then used by Aston Martin as a test car in practice for the Le Mans 24 Hours. In 1951 the car was converted at the factory from column shift to floor-mounted gear change. The car was imported to the United States in 1962 and it lived for a number of years in California undergoing several body modifications. The car was last displayed at Pebble Beach in 1989 and has now been returned to its original style when first owned by Prince Bertil.

Fixed Head Coupe

The Aston Martin DB2 was introduced to the world at the 1950 New York Auto Show. One of only 410 made, this neglected classic was rescued in the summer of 1989 from an old garage in Vicksburg, Mississippi and brought home on a flatbed - Chevy engine and all!

By fall, the car would be completely disassembled. The chassis was the first reconstruction task to provide the proper foundation for the rest of the car. In 1990, an authentic 3-liter engine was found in the States and sent to a shop in California for rebuilding. At the same time, a proper transmission was located and reconditioned to working order.

The body, while mostly complete, required considerable attention and several panels were replaced. The remaining small parts, of which the list seemed endless, came directly from England.

Work progressed on this car intermittingly over the next thirteen years. In 2013, the car was ready for interior work and paint and was sent to a shop in Chicago for completion. In 2015, the engine was installed, and this car was road ready for the Colorado Grand events.

Features include the 3-liter inline twin-cam six-cylinder engine that produces approximately 120 horsepower backed by a 4 speed David Brown synchromesh transmission, along with aluminum body coachwork by Aston Martin.

The Aston Martin DB2 was introduced to the public at the New York Motor Show. This was not the vehicle's first appearance as it had been raced at the grueling 24 Hours of LeMans where one of the drivers, Pierre Marechal, had been involved in a fatal accident. The DB2 was designed by Frank Freeley and configured as a two-seater touring vehicle. It was Aston Martin's first real production vehicle. The name was derived from the initials of the company's founder, David Brown. The production designs were very similar to the vehicles raced at LeMans, offering LeMans performance and touring comfort. Power was supplied by a twin-cam, W.O. Bentley-designed Lagonda six-cylinder engine capable of producing 115 horsepower. With the 'Vantage' option that became available in 1951, the output increased to 125 horsepower, thanks in part to SU HV6 carburetors and high-compression pistons.

During the DB2's lifespan lasting from 1950 through 1953, 411 examples were produced.

In 1953 Aston Martin introduced the DB2/4 MK1. This version was available in 2+2 Saloon Coupe configuration or as a Drophead Coupe. The Saloon version featured a hatchback rear window, an uncommon design at the time. There were only 73 Dropheads created.

The DB2/4 had been modified both mechanically and aesthetically from its predecessor. The front received updates that gave it a 'cleaner' design. The 2.6 Liter Vantage engine was placed under the hood and provided power for the rear wheels. Due to the extra weight of the DB2/4 MK1, a more powerful 3.0-liter engine capable of producing 140 horsepower was used in 1954.

During the DB2/4 MK1 lifespan lasting from 1953 through 1955, 565 examples were produced.

In 1955 Aston Martin introduced the successor to the MK1, the MK2. There was little to distinguish the MK2. It had the same mechanics as its predecessor and only minor exterior modifications. The main differences were a square rear wing and the addition of the notchback-hardtop that was added to the body-style configurations. There were only thirty of these created. Nearing the end of the MK2, the power was increased to 165 horsepower from the six-cylinder engine.

During the DB2/4 MK2 lifespan lasting from 1955 through 1957, 199 examples were created.

In 1957 Aston Martin introduced the MK III. It was available as a coupe or convertible, both were two-door and capable of seating four individuals. This was the final installment of the DB2 family. It received several mechanical updates including Girling disc brakes, hydraulic clutch, automatic, and overdrive transmission options. This marked the first time that Aston Martin offered disc brakes as standard equipment on a vehicle. Al-Fin drum brakes were used in the rear. Aesthetically, it was similar to its predecessors but had received modifications to the front, including the DB3S grille. The modifications were enough to make the MKIII the most beautiful of all the DB2 models.

The zero-to-sixty time was now rated at 9.3 seconds with the top speed at 120 miles per hour. In standard form with the optional dual exhausts, horsepower was raised to 178 horsepower. By adding Webers, high-compression pistons, and an oil cooler, the horsepower rating skyrocketed to an astonishing 220. These improvements were courtesy of the knowledge Aston Martin had ascertained on the racing track.

During the DB MK III lifespan lasting from 1957 through 1959, 551 examples were produced.

by Dan Vaughan

The first Aston Martin was built in 1913 by London Singer dealers Robert Bamford and Lionel Martin. It was comprised of a Coventry Simplex engine and an Isotta Fraschini chassis. They were later joined by Count Louis Zborowski, who provided finical backing and was an avid racer. Under the patronage of Augustus Bertelli, the legacy of Aston Martin continued to grow in motorsports throughout the years. Motorsports were expensive, and by 1925 the company had entered into receivership, a trend common to the company throughout its lifetime.

In 1926 the Aston Martin Motors Ltd. was incorporated with A.C. (Bert) Bertelli as one of the new directors. With the help of Bertelli, the company weathered the run years and the various financial backers. To many, Bertelli is the father of Aston Martin and some of the greatest pre-War era cars were created under his guidance. Their Ulster and 1.5-liter cars enjoyed much success including at the 24 Hours of LeMans.

A.C. Bertelli left Aston Martin in 1937, soon after the arrival of the new 2-liter car. This car was a shift in the way the company did business, as it was less sporty and marketed more towards civilized driving. In 1939 the company introduced a prototype designed by Claude Hill dubbed the Atom. It was comprised of a steel spaceframe chassis and given a four-door sedan body. When gearbox manufacturer David Brown was given the opportunity to drive the Atom in 1947, he decided to buy the company.

The Atom was a slightly odd-looking vehicle but possessed many modern features which would become the starting point for many new models in the years to come. Aston Martins's push-rod engines, however, were deemed inadequate by Mr. Brown. Rather than creating a new engine design he simply purchased Lagonda and the rights to produce the W.O. Bentley-designed twin-cam six-cylinder engine. This engine would become the basis for Aston Martin engines in the years to come and would give the company many podium finishes.

While negotiations were still in process with Lagonda, a small number of two-liter Aston Martins were created based on the Atom design. At the time, they were called 2-Liter Sports; in modern times they are commonly referred to as the DB1.

A six-cylinder Aston Martin racer made its racing debut at the first 24 Hours of LeMans in the post-War era. The production version was shown in April of 1950 at the New York Auto Show. It was called the DB2 and powered by a 2.6-liter Lagonda six clothed in a two-door coupe body designed by Frank Freely. The design was well received by the public and it appeared as though financial stability would soon become part of the company's lineage. The small factory struggled to keep pace with the demand for the new coupe as more interest was created by the Works DB2s as they scored several important victories including first and second in class at LeMans in 1950.

The first fifty cars created had large grilles that were later removed. In 1951, the Vantage model was introduced which was an upgraded version of the DB2. The DB3 became the company's racing entrant while the DB2 was their road-going model.

The two-seater DB2's first major update came in 1953 when it was given two rear seats and a name change to DB2/4. This, as was the DB2, was available in either fixed or drop-head configuration. Several chassis were delivered to custom coachbuilders to be fitted with unique creations orchestrated by customer's desires and demands. Among them were the 'Wacky' Arnolt commissioned Bertone Spiders which were very attractive and equally as popular.

Though meant for the road, the DB2/4 models were used by privateers in many various sporting events with much success. This inspired the Works to prepare three examples for the Rallye Monte Carlo in 1955. Their efforts were rewarded with a first in class and a Team Prize.

Another major revision occurred in 1956 with the introduction of the DB2/4 MKII featuring a three-liter version of the six-cylinder engine producing 140 horsepower. An even more powerful version was available, featuring a high-lift camshaft, larger valves, and 165 horsepower. Coachbuilders were still given the opportunity to create their versions of the car. The most memorable was a Touring created Spyder shown at the 1956 Earls Court show in London. Three additional orders were placed but never materialized. Nevertheless, this would be the start of a relationship between the British-based Aston Martin Company and the Touring Coachbuilding firm, resulting in spectacular creations throughout the years.

The fourth and final update to the DB2/4 was the MKIII, also known as the DB MK III, introduced in 1957. The basic design of the prior DB cars was retained, as it had proven to be very popular and versatile. The most noticeable change was to the front which received a revised frontal region. The big changes occurred elsewhere, with the vehicle's mechanical components, including the standard 162 horsepower engine and front disc brakes. Both of these changes greatly improved the vehicle's performance and handling capabilities.

In 1958 the DB2 Series was replaced by the DB4 which was powered by a 3.7-liter version of the six-cylinder engine.

by Dan Vaughan