Aston Martin 1950 

Two-litre Sports – ost rok. Powstało 14 sztuk.
DB 2 – nowy model
 


DB1 Sports & Lagonda

 

Nowy Aston Martin DB 2 ma 2,6 litrowy, 6 cylindrowy silnik Lagondy skonstruowany przez W.O. Bentleya.


Aston Martin DB2 Saloon, first officially shown to the public at the New York Motor Show in April 1950, although a prototype version was entered-successfully-in competitions the previous year. The 2.6-litre twin-OHC engine, which produce 105 bhp at 5000 rpm, is fitted in an all-new light-alloy body; the bonnet and wing structure is hinged at the front so that with the bonnet raised the entire front end of the chassis could be exposed.
From 1950, optional "Vantage" engine with 120 bhp, increases top speed to 117 mph.


 


DB 2

wb: 8 ft. 3 in. R6 2ohc
2580 cc
105 bhp
DB 2 Coupé

 

 


The Motor YEAR BOOK, 1953     ASTON MARTIN DB II

  The new 2½-litre six-cylinder Aston Martin D.B. Mark II is no untried model, but, on the contrary, embodies the lessons of many thousands of miles of high-speed motoring.
  The power unit is nearly identical with the Lagonda engines which are currently produced in the Meltham works of the Group. The water off-take from the centre of the head is slightly modified, and there are other detail changes, but it should be emphasised that at this stage in the project no effort has been made to supertune the engine with a view to getting the maximum output of which it might be capable; performance has been sought by other means and the engine is relatively moderately rated with an output of 105 b.h.p. at 5,000 r.p.m., equivalent to 2.36 h.p. per sq. in. of piston area and a b.m.e.p. figure of 106 lb. per sq. in. at this crankshaft speed.
  It will be remembered that special features of the engine contributing to long life and smooth running include a barrel-type crankcase construction with the counterbalanced four-bearing crankshaft and its bearing housings inserted end-wise, detachable cylinder liners in direct contact with the water, and a twin-camshaft cylinder head in which the exhaust-valve guides also make direct contact with the cooling water. The power is transmitted through a normal single-plate clutch to the D.B. four-speed gearbox, a feature of which is the choice of gear ratios which in standard form provide 87 m.p.h., 59.5 m.p.h. and 40 m.p.h. at 5,500 r.p.m. For competition work it is possible to have slightly-raised second- and third-gear ratios giving 92 and 61.5 m.p.h. respectively. The rear axle is fitted with a hypoid bevel gear, and in conjunction with the 16-in. rims of the knock-off detachable wire wheels, a road speed of 21 m.p.h. at 1,000 r.p.m. is provided, the speed at the peak of the horse-power curve thus being 105 m.p.h. At 5,500 r.p.m. the car will be travelling at a little over 115 m.p.h. and all the fore-going figures may be raised by 9 per cent by fitting wheels with 18-in. diameter rims for which adequate clearance is provided.
  The front and rear suspension units are practically identical with previous Aston Martin cars, and it will be seen from the drawings that at the front end there are two parallel links and coil spring which give a vertical movement to the front wheel which is permitted to rise 3 in. from the static loaded position to full bump with a 2-in rebound giving a total travel of 5 in.
  At the back end of the car the rear axle is permitted to rise 4 in. to full bump with 3 in. rebound-a total movement of 7 in., and, whereas the roll centre of the car is at ground level front, the Panhard rod is so positioned as to bring the rear roll centre ½ in. below hub level. The frame design follows the lines developed on the earlier Aston Martin four-cylinder 2-litre car, but has been sensibly improved in detail. The side members in the centre section are placed 5 in. wider apart than heretofore and on each side there are two tubes, one placed 5 in. above the other, thus affording satisfactory beam stiffness where the triangulated arrangement at the front end is joined to the rear frame members, the latter in turn being considerably stiffened by the unique constructional methods employed in the bodywork which will now be outlined, leaving the matter of appearance for later comment.
  The decision to use a full width body of envelope form must immediately raise certain issues in respect of accessibility of the engine and front suspension assemblies; issues from which most manufacturers have hitherto turned their eyes. In the Aston Martin a bold decision was made to fabricate the whole fore part of the "bonnet" ahead of the windscreen in one piece and to mount it on swivel points at the nose with locking catches at the scuttle end. As a reward for this bold concept the entire front end of the chassis is exposed when the bonnet is raised, and so far from sacrificing accessibility as a result of using a modern shape this very important feature is immensely improved. Moreover, provision is made for quickly removing the pivot pins at the front end so that should any serious inspection or maintenance work be required the chassis is wholly exposed forward of the bulkhead. The latter has a double wall with glass wool filling to act as an acoustic and thermal barrier, and the body is a largely stressed skin assembly with an ingenious system of reinforcement, the whole being mounted on the frame through four Silent-bloc bushes.
  Two steel arches over the rear wheels may be considered key points in the structure in that the edges of the monocoque tail section are wrapped round the arches in a manner which provides a very close bond and an extremely rigid mounting. The contours of the body are outlined by a Z-section of steel to which small diameter tubes are welded to provide additional stiffness. The panels are then turned around the lip of the channel section, thereby providing a naturally stiff structure whichh is light in weight and simple to fabricate. The two wide doors are constructed in the same fashion and the structure as a whole is further stiffened by a transverse bulkhead running between the wheel arches.
  All the panelling is, of course, in light alloy and the fact that the car scales only 22 cwt. dry is positive proof of the success of this method of construction which, it should be mentioned, has also stood up remarkably well to the hammering imposed by high speeds on rough European roads.
  It will be agreed that the car is one of the most handsome to be produced by a British Company since the end of the war, and it is worth remarking that the extraordinary pleasing lines have not been bought by the sacrifice of comfort or convenience. On the contrary, a great deal of thought has been devoted to these aspects of the car, and the details include many fittings specially designed and made by Aston Martin to replace the proprietary products normally employed. In the case of the heater element, however, this is a standard Smiths circulatory and screen demisting element placed behind the handsome walnut facia panel which, in addition to the 5-in. clock and speedometer, has a rev-counter, oil capacity gauge, fuel gauge, oil pressure gauge, water thermometer, and ammeter. These are centrally mounted, and there are glove lockers of reasonable capacity at each side of the panel together with recesses in the doors for maps, guides, and similar articles. The front seat has a wide centre armrest, but if this is raised there is sufficient width between the doors to carry three persons although the possibility of doing so is largely dependent upon the buyer choosing the steering column gear lever which is an alternative to the centrally positioned remote control which many enthusiastic drivers may fancy.
  The dual fuel tank filler caps are also concealed within the body and the flaps which open to give access to them are controlled from within the body so that, when the latter is locked, theft of fuel is impossible.
  There is a lock for the spare wheel housing and the wheel itself is mounted horizontally with an easily operated, but notably positive, retaining ring. The seat squabs fold forwards so that luggage may be stowed in the rear part of the car, and in keeping with the makers' intention to provide a real road express a very large quantity of luggage can be carried, all of it, of course, under lock and key. The finest quality leather is used for the upholstery, and this applies also to the woodwork and trimmings.

 

 

 

 

Victories:


 

Entries:

  Targa Florio 02-03.04.1950 Results:
#453 DB2 Macklin / Gordon acc.
#459 DB2 Stapleton ret.

  Mille Miglia 23-24.04.1950 Results:
gen group
#653 Speed Model Stapleton / Calabria dnf -

  24h Le Mans 24.06.1950 Entrant: Results:
gen. class perf. ind.
#19 DB2 Abecassis / Macklin Aston Martin Ltd. 5th 1st - 2001-3000 1st
#20 DB2 Thompson / Gordon Aston Martin Ltd. ret. - -
#21 DB2 Brackenbury / Parnell Aston Martin Ltd. 6th 2nd - 2001-3000 3rd

  Tourist Trophy 16.09.1950 Result:
 (not complete list)
#21 DB2 Abecassis 5th
#21 DB2 Macklin 8th
#23 DB2 Parnell 4th

  6h Sebring 30-31.12.1950 Result:
#9 DB2 Rand / Marshall 16th
#18 DB2 Cunningham 17th
#29 DB2 Wheaton / Dillnutt 23rd

 


George Abecassis and Lance Macklin with the DB2 at Le Mans