Fullbore Issue 27 — Spring/Summer 2019

fullbore

S P R I N G / S U M M ER 2 0 1 9

Nicholas Mee & Co’s world of Aston Martin

•

ISS U E 2 7

Front cover image: The Vantage RS concept car shot at Circuit Paul Ricard in 2008 where it took part in a test day of all the current Aston Martin Racing cars. Only the LMP1 car was faster through the speed traps on the day! — Photo Š David Shepherd and Nick Dimbleby

Nicholas Mee & Co Ltd Essendonbury Farm Hatfield Park Estate Hatfield

Contacts

Hertfordshire

T: +44 (0)208 741 8822

AL9 6AF

info@nicholasmee.co.uk

United Kingdom

http://www.nicholasmee.co.uk

fullbore

04 06 24 32 46 54 58 62 70

MEE SPEAK Nick explains why classic cars are so appealing and why now might be the right time to buy your dream car.

MODEL REVIEW - V12 VANTAGE It all started with the one-off 585hp Vantage RS Concept prototype.

WHAT’S IN STOCK With prices from £39,950 to £3m, there’s surely something for you in our showroom.

THE GREATEST DAY Our multi-part celebration of Aston Martin’s Le Mans 24 hrs one-two 60 years ago.

ONE-77 The ultimate expression of everything that Aston Martin stood for.

THE APPRENTICE Neal Garrard on the crucial business of recruiting and nurturing young workshop talent.

ASTONSTORE Presenting stylish new eyewear and essential new reading matter.

FORTHCOMING EVENTS The AMOC’s DB7 celebration day, An Evening with Darren Turner at Essendonbury Farm and, yes, a Game Fair!

AWARDS Essendonbury Farm scoops the regional RICS award and so qualifies for the national awards.

© Nicholas Mee & Co Ltd. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means electronic, mechanical or otherwise without the prior permission in writing of the copyright owner.

Creative Director: Adrian Morley, www.theseen.biz

MEE S P EA K Welcome to the latest issue of FullBore, our take on the classic Aston Martin world.

After over 40 years of dealing in the brand, it’s fair to say I’ve been fortunate enough to see a few trends come and go.

From the socialist years of the 1970s, the ‘80s Big Bang and market economy, the global recession of the early ‘90s, the banking crisis of the late noughties, and now, the delayed Brexit. Throughout all that long period of time one thing holds true, and it’s this. Classic cars have proved to be one of, if not the very best long-term investments. The pleasure time behind the wheel, driving spiritedly without being a social nuisance or excessively exceeding speed limits, being able to admire a multi-dimensional art form, and not least, to smell, feel and hear a classic. These are just some of the attractions of classic car ownership, not to mention the tax advantages on disposal.

Well, here’s the good news. We’ve been experiencing significantly greater interest with instructions from buyers and sellers alike over the last 6 months – more than at any time since the uncertainty of Brexit kicked in. It would seem that many buyers and sellers, having been put off by the dreaded B word, have come to realise that life will go on afterward, and that for some, time is passing by too quickly...

Bringing those 40+ years of experience with Aston Martins to bear, I sense that now is a shrewd time to engage in your passion for cars while prices are at a low point and financing costs are at an historic low. You heard it here first!

4

Undoubtedly, one of the many reasons that classic cars remain so appealing is the abundance of opportunities to enjoy them.

From classic gatherings on the local village green and low-key ‘cars and coffee’ events, right up to professionally organised world-class spectaculars such as the Concours of Elegance and Goodwood Revival. On any weekend throughout the summer months, the opportunities to get out and drive are endless, and we’re pleased to add to your diary congestion with our own forthcoming events, covered in more detail, with options to RSVP on pages 32 to 35.

Apart from showcasing a superb selection of iconic and collectable cars all priced to reflect today’s market, in this issue we also have a profile of one of our favourite models, the V12 Vantage, plus a round-up of our recent activities, news of a new book offer and much more, all centered on the marque we enjoy so much!

Happy hunting,

fullbore

6

fullbore

THE ADVANTAGED » VANTAGE W o r ds

/

TOM STEWART

TO ANY RED-BLOODED ASTON FAN IT MADE PERFECT SENSE. TAKE THE SMALLEST MODEL – THE 4.7-LITRE V8 VANTAGE, AND SHOEHORN THE BIGGEST MOST POWERFUL ENGINE UNDER ITS BONNET – THE 5.9-LITRE V12.

A

nd thus the V12 Vantage was born. Or, to be more precise, the Vantage RS Concept, from which was spawned a number of V12 Vantage variants over the ensuing eleven years.

The Vantage RS’s first reveal was at the opening of Aston Martin’s new Gaydon design studio on 11th December 2007, and the response to the new car among the invited VIPs was highly positive to say the least. The one-off RS (RS standing for Road Sport) then showed its face in public for the first time at the 2008 Geneva show, and with the media present it was tracktested soon after at Circuit Paul Ricard.

The adaptability of Aston Martin’s VH platform architecture proved itself as a DB9 engine cradle could be attached to the Vantage chassis, thus allowing the V12 to squeeze into the V8-sized space. And thanks to aluminium and carbon body panels, carbon discs, a stripped-out interior with carbon-backed grey alcantara-trimmed Recaros and reduced soundproofing, the RS Concept weighed in at 1,600 kilos – 100kgs less than its V8 sibling, despite the V12 motor being 60kg heavier than the V8.

Although this substitution altered the front/rear

balance from 48/52 to 52/48, this resulted in more grip rather than more understeer during the track testing, which was perhaps an unforeseen benefit.

But the Vantage RS a had another trick up its sleeve.

Its motor was not the DB9’s 470bhp V12 or even the DBS’ 510bhp unit, but the 580bhp motor from an Aston Martin Racing DBRS9 GT3-class racer. With 500lb/ ft of torque available, this tuned V12 was mated to a rear-mounted Graziano 6-speed manual gearbox and limited-slip diff.

Unsurprisingly, performance was impressive; 0-60mph in 4.1 secs, 0-100 in 8.5 with a timed 175mph top speed, although Aston Martin reckoned that 200mph would’ve been on the cards given a longer straight.

Whatever, until the appearance of the One-77 a year or so later, the RS was the most focused and fastest road car Aston had ever built, and by some margin.

A fair amount of media speculation followed as to when a production RS would go on sale, how much power it might have and what it might cost. Estimates varied from around £150k to £180k, but as things turned out, Aston Martin only ever built the one V12 Vantage RS, the one NM&Co is now offering for sale.

»

8

fullbore

WHAT CAME NEXT V12 Vantage (2009-2013) A development of the V12 RS Concept, the production V12 Vantage came to market in early 2009 with a base price of £135k. The RS Concept had been deemed too hairy-chested for public consumption, so the 1,690kg production version put 510bhp with 420lb/ft through its 6-speed manual gearbox. However, a claimed 4.1sec 0-60 time, a 190mph max, carbon/ceramic brakes and 1.3g cornering capability all justified its billing as ‘Aston Martin’s most exhilarating sports car’. 1199 were built.

10

fullbore

V12 Vantage GT3 (from 2011) It was perhaps inevitable, but such was the V12 Vantage’s potential that November 2011 saw Aston Martin Racing wheel out its V12 Vantage GT3 racer.

Equipped with 600bhp, 516lb/ft and weighing just 1,250kg, the new GT3 car was faster and more nimble than the older DB9-based DBRS9. It took just three races for the V12 GT3 to gain the first of countless victories, and over seven seasons it became the most successful model in British GT history. In addition to the ‘X3’ development car, about 40 customer chassis were built.

»

11

V12 Vantage Roadster (2012-2013) Five years on from the first V12-powered Vantage and the company revealed its first convertible version with a base price of £150k, excluding any options or ‘Q by Aston Martin’ enhancements. Under the bonnet was the familiar 5.9-litre 510bhp V12 which delivered the same quoted performance as the V12 Vantage coupé’s.

Aside from the powered soft-top, two flying buttresses and a more pronounced boot lid spoiler, the Roadster also had modified rear suspension components, new forged alloys plus a number of minor aesthetic alterations. Production was limited to 101 cars.

12

fullbore

V12 Vantage S (2013-2018) Vantage owners wanting for more power had their wishes granted with the announcement in late May 2013 of the new £138k Vantage S. The V12’s capacity was still 5,935cc but power was now up to 565bhp with 457lb/ft. Gone was the conventional 6-speed manual, it being replaced on the S by a 25kg-lighter 7-speed Sportshift III with paddles. Quoted performance was now 0-60 in 3.7 secs with a 205mph max. The 1,675kg S also featured adaptive damping, quicker Servotronic steering, a new Bosch ECU and dual variable camshaft timing. An optional Performance Pack was available which boosted power by a further 30bhp. 1331 built of which 260 were manual.

»

13

V12 Vantage S Roadster (2014-2017) Unlike the five years it took Aston Martin to bring the first V12 Vantage Roadster to market, deliveries of the open-top V12 Vantage S commenced in the Autumn of 2014, just a year after the hardtop S had appeared.

Mechanically very similar to its S CoupĂŠ sibling but with certain modifications as applied to the 2012 Roadster, this was the fastest and most raucous Aston Martin convertible to date with a claimed 201mph top speed and a 3.9 sec 0-60 time. 375 built of which 97 were manual.

14

fullbore

Vantage GT12 (2015) Billed by the media as the last hurrah for the VH platform Vantage range (it wasn’t), a pre-production prototype dubbed ‘Vantage GT3’ was displayed at the Geneva show in March 2015. Based on the Vantage S and borrowing from the GT3 racer, this variant soon officially became known as the Vantage GT12.

figures were 0-60 in 3.5 secs and a 185mph max – 20mph down on the S due to a larger frontal area and increased downforce. Priced at £250k+, production was limited to 100 cars, all of which were very quickly spoken for.

Sharing few body parts other than the doors with the Vantage S, this was the most aggressive, track-focussed road car that AML had ever built. With 100kg less weight (1,565kg), more power (592bhp), more torque (461lb/ft), a wider track and revised suspension, the

»

15

V12 Vantage S Manual (2016) Following the V12 Vantage S with its 7-speed semi-auto paddleshift transmission came the ÂŁ138k S Manual with a fully manual version of the same gearbox. In a nod to the V8 Astons of yesteryear, it was decided to give it a dog-leg first gear, with second to seventh arranged in a double H pattern. The new transmission also featured AMSHIFT which automatically blipped the throttle during downshifts while also permitting upshifts without lifting off the throttle. Other than the transmission, mechanical spec and performance was identical to the Sportshift III-equipped Vantage S.

16

fullbore

V12 Vantage V600 (2018) Billed by the media as the final hurrah for the VH platform Vantage (which this time it was), the V600 shared its name with the 1998-2000 V8 Vantage V600 and it made its public début at the 2018 Le Mans 24h. Coincidentally, the 14 examples of this final V600 variant (seven Coupés plus seven Roadsters) were being made at Gaydon in tandem with the early ‘Second Century’ New Vantages.

and a heavily hole-punched bonnet. Nestled under the bonnet is the 592bhp V12 as found in the earlier Vantage GT12, and this was mated to the 7-speed manual transmission as found in the Vantage S Manual. With a quoted 0-62 in 3.5 secs and 205mph max, the V600 was the final and indeed the fastest iteration of the model.

Obvious differences from previous V12 Vantages included a significantly reshaped DBS Superleggerainfluenced front grille, a new front splitter design

»

17

V12 Zagato (2011) Based on the V12 Vantage, work on the Zagato-styled variant began in 2010, with it being first revealed at the Villa d’Este concours in late May 2011. The aluminium and carbon fibre-body features Zagato’s iconic doublebubble roof, the roof being fabricated from five separate sheets of aluminium. The Zagato body sits atop Aston Martin’s bonded aluminium chassis with power provided by the motor from the standard V12 Vantage. Priced at £330,000 (plus taxes) when new, no more than 65 were to be built (including two race cars and two pre-production cars) from mid 2012 onward.

18

fullbore

Just as the 6-cylinder and the later V12-powered DB7s proved to be Aston Martin’s saviour in the nineties and early noughties, it was the V8 and, to a lesser extent, the V12 Vantage models which have been largely responsible for maintaining optimism in the AML boardroom since then. That mantle has now been handed to the Mercedes-AMG-turbo-powered V8 New Vantage, although whether we’ll see a DB11powered V12 New Vantage is a question that remains unanswered. Build number data provided by AMHT

Check out the video above for Classic Clarkson on the V12 Vantage

Âť

19

fullbore

SPECIAL EDITIONS V12 Vantage Centenary Edition (2013) As part of Aston Martin’s 100th birthday celebrations the firm announced that it would create up to 100 Centenary Editions each of the Vantage, DB9, Rapide and Vanquish. Although it was announced that the Centenary Vantage would be available as a V8 Coupé or Roadster, or a V12 Coupé – all with unique twotone paint, special leather and contrast stitching with sterling silver badges and plaques – it’s thought that only a very few V12 Vantage Centenaries were quietly delivered in May 2013.

Other Special Editions: V12 Vantage Carbon Black (2010-2013, one car per dealer allocation + 40) V12 Vantage GT12 Gulf Edition (2015, five built) V12 Vantage S Spitfire 80 Edition (2016, eight built) V12 Vantage GT12 Roadster (2016, one-off) V12 Vantage S Coupé and Roadster Red Bull Editions (2017, very few) V12 Vantage AMR (2017-2018, production limited to 100)

21

What it is like to maintain a V12 Vantage

by Chris Green Service & Aftercare Manager We regularly perform all aspects of service and maintenance on these cars including various upgrades and enhancements and find that the work rarely extends to beyond the standard service and ‘wear and tear’ items. Our quoted servicing prices for the V12 Vantage model range from £750 up to £1,700 for the most comprehensive service within the schedule which includes the changing of spark plugs.

Some of the consumable items that one might need are replacement tyres (the V12 Vantage is supplied with Pirelli P Zero Corsas) which are about £350 per corner, and brake pads. Based on an average mileage of 4,000-6,000 miles per year, annual running costs of £2,000 can be expected. This being about 1.5 -2.5% of the cars’ average value, that’s pretty reasonable.

If you’re considering buying a V12 Vantage then the main items we’d recommend checking before purchase would be clutch wear (the average clutch should last

22

25,000-40,000 miles) and ensure that the carbon ceramic brake discs are in good condition. Carbon brake discs that have not been correctly maintained can have a ‘milky’ appearance.

A tip for owners; to protect the CCM brakes we strongly recommend avoiding corrosive wheel cleaning products and copious use of water when cleaning the wheels.

If you’d like some peace-of-mind before committing, we’d be happy to carry out a pre-purchase inspection for you.

Overall, based on current values the V12 Vantage offers a lot of bang for your buck, along with exhilarating performance, a great soundtrack, focused handling and timeless styling. What’s stopping you?!

fullbore

LESS IS MORE, SOMETIMES

by Ed Barton-Hilton Sales & Marketing Manager One thing I don’t think the V12 Vantage ever needed was ‘more’, and yet yet they kept adding more! More power, more gears, more carbon and more. The result?

On-paper improvements that are difficult to discover on public roads.

A little over a thousand six-speed manuals were built and for me these are the ones that will shine, on merit of purity. I believe there are four right hand cars in green, and three in blue, and one of those would do very nicely.

The first V12 Vantage with 510bhp and a six-speed ‘box on lukewarm P-Zeros was and still is more than enough to get pulses racing. An early V12 Vantage is also somewhat understated when compared to its younger brothers, but isn’t there an undeniable ‘cool’ factor to that?

To completely contradict myself, (as any good secondhand car salesman would), there’s also something undeniably cool about extracting every last grain of performance from a standard car, even if that is just a little bit bonkers. Take the GT12 for example. It’s excess in every way and great fun for it, and with only 100 built its rarity bodes well for the future.

23

What’s in stock In this section we showcase a selection of the best examples of Aston Martin motor cars from the 1950s to the present day, all available for sale at our new, purpose-built ‘destination’ premises on the historic Hatfield Park Estate in Hertfordshire.

Prior to delivery, all cars are supplied serviced according to schedule, with a pre-delivery Inspection Report, 12 months MOT and 12 months warranty.

Finance for any vehicle is available with our dealer partner, Classic & Sports Finance.

»

fullbore

25

1964 A ston M arti n DB5 £P OA

PLAY VIDEO

M OR E IN F O

F U L L B OR E E X C L U S I V E !

Call (0)20 8741 8822

Call (0)20 8741 8822

1978 Aston M arti n V8 Vantag e £225,000

1998 As t o n Ma r t in V 8 C o u pe £99,9 50

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

26

1 994 As t o n Ma r t in V a n t a g e V 6 00 £ 295,0 00

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

fullbore

2004 A ston M arti n DB 7 Z ag ato £325,000

PLAY VIDEO

M OR E IN F O

2 004 As t o n Ma r t in V a n q u is h SDP £ 94,9 50

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

Call (0)20 8741 8822

2007 Aston M arti n V antag e RS £345,000

2012 As t o n Ma r t in O n e - 77 £2,0 00,0 00

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

27

1978 Aston M arti n V8 – M anual £175,000

PLAY VIDEO

M OR E IN F O

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

Call (0)20 8741 8822

1961 Aston M arti n DB4GT £3,000,000

1997 As t o n Ma r t in V 8 V a n t a g e V 550 £220,0 00

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

28

2008 As t o n Ma r t in Vantage N24 £95,0 00

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

fullbore

1971 A ston M arti n DB S V8 £149,950

PLAY VIDEO

M OR E IN F O

2 007 As t o n Ma r t in V a n q u is h S £139,9 50

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

Call (0)20 8741 8822

1962 Aston M arti n DB4 FIA Race car £P OA

1993 As t o n Ma r t in V ir a g e V o la n t e £99,9 50

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

29

2017 Aston M arti n Van q ui sh Volante Z ag at o (L H D) £695,000

PLAY VIDEO

M OR E IN F O

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

Call (0)20 8741 8822

2006 Aston M arti n V8 Vantag e P rodri ve £39,950

2016 As t o n Ma r t in GT 12 £P O A

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

30

1988 As t o n Ma r t in V 8 V a n t a g e Z a g a t o (L H D ) £ 550,0 00

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

fullbore

2000 A ston M arti n Van tag e L e M ans £399,950

PLAY VIDEO

M OR E IN F O

2 010 As t o n Ma r t in DB S – C a r b o n B lack E d it io n £ 94,9 50

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

Call (0)20 8741 8822

2002 Aston M arti n D B7 Vantag e £39,950

2005 As t o n Ma r t in DB 9 £42,9 50

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

PLAY VIDEO

M OR E IN F O

Call (0)20 8741 8822

31

ASTON’S GREATEST DAY W o r ds

»

32

/

TOM STEWART

33

17

7

fullbore

34

fullbore

Sixty years ago, on the 20th June 1959, the factory-entered #4 Aston Martin DBR1 driven by Stirling Moss and Jack Fairman retired from the Le Mans 24hr after 70 laps and six hours with a broken engine.

T

his was obviously a disappointment, but Aston Martin’s Team Manager Reg Parnell had instructed the super-quick Moss to drive flat out, the plan being to goad the pair of works V12 Ferraris into either making an error or breaking in their efforts to keep up.

As things turned out, both the Ferraris led the race, with one breaking the lap record, and they both lasted longer than the #4 Aston, but they also both eventually retired with engine or cooling issues, one after 10 hours, the other after 20.

This allowed the #5 Aston Martin DBR1 driven by Roy Salvadori and Carroll Shelby to cross the Sarthe circuit’s finish line in first place overall after 24 hours and 323 gruelling laps. As icing on the cake, Maurice Trintignant and Paul Frère brought their #6 DBR1 home one lap behind in second overall, and these results along with Aston Martin’s other victories at the Nürburgring and Goodwood allowed David Brown’s team to win the 1959 World Sportscar Championship.

Moss and Fairman’s disappointment aside, after Le Mans the whole team would understandably have been ecstatic beyond measure, but the extent of their joy can really only be appreciated by looking back at

»

35

the few highs and the many the lows that had beset the team in previous years.

The first post-war Le Mans 24hr race was held ten years earlier in 1949. It was won by a privately-entered Ferrari 166, which was followed home by a privateer DB2 and a DB1 in 7th and 10th respectively.

Aston Martin Ltd. entered three DB2s the following year. One retired with engine trouble after just eight laps, but the other two finished a very respectable 5th and 6th.

There was cause for celebration after the 1951 race.

Lance Macklin and Eric Thompson took their works DB2 to 3rd overall, thus scoring Aston’s first Le Mans podium finish. Factory DB2s also finished 5th and 7th, while private DB2s took the flag in 10th and 13th. With no Aston DNFs this Le Mans lark was beginning to look almost easy. Surely the ultimate prize was just around the corner?

It wasn’t. In the 1952 race a private DB2 finished 7th while the three factory-entered DB3s all retired, one after just two hours (transmission), one after three hours (water pump) and the third after 22 hours (accident). Never mind, maybe Lady Luck would return to the team again next year.

She wasn’t present in 1953 either, at least not with Aston Martin. The factory entered three DB3S models, and all three retired due to an accident, a failed clutch and engine trouble.

If 1953 was bad, then 1954 was worse. Two privateer DB3s DNF’d, as did all four of the official Aston Martin Lagonda entries: the experimental V12 Lagonda DP115 – a car David Brown hoped would challenge the V12s from Maranello – crashed. Shelby and Frère’s DB3S front axle failed shorly before halfway while the Bira/ Collins and Parnell/Salvadori DB3Ss both crashed out soon after half way.

The 1955 race was of course marred by the disastrous accident which killed 84 and injured some 120 others. It was won by Mike Hawthorne and Ivor Bueb in a works

36

fullbore

Jaguar D-Type, but the Collins/Frère works DB3S came home in 2nd. Five laps down on the Jag it may have been, but this was Aston Martin Lagonda’s best result to date. The two other works DB3Ss DNF’d while the factory Lagonda DP166’s V12 engine proved thirstier than expected. It ran out of fuel out on the course at one third distance.

1956 saw Aston Martin finish second again. Moss and Collins’ DB3S completed 299 laps, one lap behind the winning Ecurie Ecosse Jag D-Type. The new DBR1 made its first appearance at the ’56 Le Mans but it retired in the final hour with a broken transmission having completed 246 laps. The third works entry, another DB3S, crashed out at two thirds distance.

By now Aston Martin had notched up a third in 1951 with two seconds in 1955 and 1956, but the top step of the podium remained elusive.

Jaguar had already won Le Mans four times, so with various D-Types finishing 1st, 2nd, 3rd, 4th and 6th in the 1957 race the mood can’t have been great in the Aston camp. The first Aston, a DB3S, came home in 11th while the gearbox broke on the 3.7-litre DBR2 and an oil pipe split on the third factory entry, a DBR1.

1958 was even worse for the three works DBR1 Astons entered. The Moss/Brabham car retired early on due to engine trouble, Salvadori and Lewis-Evans crashed out soon after, while Brooks and Trintignant suffered gearbox failure early on the Sunday morning. But all was not lost as the Whitehead brothers took their privately-entered DB3S to 2nd overall, finishing some 12 laps behind the winning Scuderia Ferrari of Olivier Genbendien and Phil Hill.

So, that made a third, three seconds and more DNFs than you could shake a stick at – nineteen to be precise for the works team alone. Moss and Fairman’s retirement in 1959 brought that total to 20, but on the plus side we can be sure that the Hotel de France in Chartres Sur Le Loir, not to mention the Kings Arms in Newport Pagnell, would have both have experienced unusually high takings in late June 60 years ago.

37

fac t s f ro m ‘ 59 The winning #5 DBR1 covered 2,701 miles at an average speed of 112.5mph, shattering all records for a 3.0-litre class car in 1959. It was also the first time that either driver had ever finished the race. (In 2018, the #95 Aston Martin Vantage GTE completed 2,870 miles.)

Moss and Fairman battled for the lead with the Jean Behra/Dan Gurney Ferrari for much of the first half of the race, but both cars would retire with technical issues. Salvadori was later quoted as saying: “Moss was very unlucky. He was very gentle on his car and did not push it unduly. They could easily have won”.

Salvadori and Shelby drove to Le Mans in an Aston Martin DB Mk. III. Fairman took a Lagonda Shooting Brake packed with spares for the race.

38

Parnell encouraged all three crews to run to a pre-set delta lap time, and not to pay attention to the faster opposition. Moss’s car was the fastest and Salvadori believed that the Briton’s pace was what broke the Ferrari challenge. “Moss put on quite a lot more pressure than they were prepared to accept, and he made them go much faster than they would like to have gone.” The Salvadori/ Shelby delta was 4m 20s per lap with a pit-stop strategy of 34 laps per stint.

The winning #5 DBR1 was in such good condition at the finish that it was reckoned it could have completed another 24 hours. “The oil pressure was 80 pounds at the start and never varied… The car was 100% for the entire race,” said Salvadori.

Salvadori estimated that Aston Martin team manager Reg Parnell collected a cheque from the organisers for approximately £10,000 in French francs for finishing first and second in the race, as well as third in The Index of Performance (a balancing measure scoring cars from all classes).

Such was the heat generated its aluminium bodyshell and clutch pedal above the exhau Salvadori and Trintignant suff feet. Shelby meanwhile endu that he carried for the last 18

Shelby and Salvadori engage of Gin Rummy card games th week. By the end of it Salvad team-mate (almost £650 tod known whether the American

In the build-up to the race th hot and all the team had take river adjacent to the Hotel de didn’t partake until the Wedn when disaster struck and he teeth diving in. His secretary out his spare set.

d in the DBR1 through the position of the ust pipes, that both ffered badly scolded ured a sickness bug 8 hours of the race.

ed in a heated contest hroughout the Le Mans dori was £28 up on his day), though it’s not n ever paid up.

he weather had been en to swimming in the e France. Moss nesday morning, lost his front had to fly

fullbore

le ma n s 2 0 19

F

ollowing GTE Pro class victories in two previous rounds of the 2018/19 World Endurance Championship, Aston Martin Racing’s hopes were high for the final race of the series at the classic French circuit.

On a dry track and with Marco Sørensen at the wheel, the #95 Vantage GTE claimed pole position with a best time of 3m48.00, edging out the competition by a mere 0.112s. The #97 Vantage also showed good pace in qualifying but attempts at a fast time were hampered by slow zones and yellow flags so it would start from 14th.

Unfortunately, hopes for both cars were dashed with an unexpected pre-race Balance of Performance adjustment meaning that they were forced to start the race with a compromised and largely untested set-up.

40

The #97 car suffered a crash at the Porsche Curves with Alex Lynn at the wheel but the car’s overall reliability was proved by the team battling on to finish in 13th. The #95 Vantage GTE was less fortunate with Sørensen involved in an incident at Indianapolis during the night. Despite a 40G sideimpact, the Dane was able to walk away.

The success and elation experienced in 1959 wasn’t repeated sixty years later, but inspired by the grit and determination the team demonstrated all throughout the 1950s, AMR will no doubt return stronger and hungrier next year.

fullbore

41

43

fullbore

LE MA NS to LE MA NS W ith a V 6 0 0 V antag e L e M ans it w o u l d ’ v e b e e n a c r im e n o t t o !

w o r ds : C a r l Ba r t o n ( with h e l p f r o m G e o r g e )

T

he excitement of a 4am start to our first ever trip to Le Mans was quickly extinguished by the torrential rain which accompanied our departure. Six hundred horsepower on the M1, which resembled a river, was quite a challenge for a novice and my 18 year old son, whose normal adrenaline rush is limited to the killing zone of PS4!

Arriving in Portsmouth for the non-traditional but fastest route to Normandy, the Le Mans was already getting plenty of attention, something that we quickly got used too.

Thursday lunchtime in Normandy, the weather had finally broken and we could shift the Le Mans into 5th gear. We headed east and set out to see the D-Day memorial as seen on the TV on 6th June. Sadly for us and several other Brits, it was being hastily dismantled (no idea why).

Some fantastic clear roads down to Chartre Sur Le Loir, a place recommended by Neal. The place was full of car nuts and the Le Mans made a pleasing addition to the many stunning cars on display outside the Hotel de France. We were stopping in a lovely second floor apartment directly opposite the Hotel. We were later to find out from Le Mans expert and photographer David, that the apartment was the actual building in which the Aston team celebrated their victory in 1959. The place is steeped In Le Mans history. Derek Bell was there too, enjoying the atmosphere and building excitement.

So for the big day we were up early (for a change) and to miss the traffic we left at 8.30am. Firing up the Le Mans set off several car alarms in the car park, much to George’s

amusement. Safely parked up we enjoyed watching British success in the Ferrari Challenge followed by a GT3 race which upped the noise levels in preparation for the big one.

The build up to the 24h race was amazing, with all sorts of flypasts and a complete nutter on a hover board. The time flew by and we were soon standing for the Marseillaise.

Not knowing too much about the different classes of car, we were really taken aback by the LMP1 cars which literally flew past the GTE cars. With an Aston leading the GTE class there was great excitement for the many wearing AMR regalia, but sadly that faded after three laps as the Corvette took the lead. The noise was deafening and I now appreciate why everyone else had ear plugs.

After an hour or so we decided to head off for the evening back to the Hotel de France. Having parked inside the circuit we now realised the true adulation for the Vantage Le Mans. It seemed like every few metres we were stopped for a photo and a compulsory foot-to-the-floor revving of the awesome engine. Smiling faces everywhere apart from me and George as we were mightily embarrassed!

Sunday came and went with a lot of groaning around Alonso winning for Toyota – those in the know claiming a fix. The Ferrari Owners Club on the next dining table were in good spirits and giving the Porsche guys some stick.

Château visiting was on our agenda for the rest of our trip.

Stunning roads and fantastic history. A truly magical break in the most awesome of British-built cars.

43

celeb r a t i o n ca r s

V8 Vantage Le Mans (1999-2000)

CC100 Concept (2013)

Powered by a twin-supercharged 5,340cc engine, the mid-90s V8 Vantage boasted a whopping 550bhp, while the later Works Service-created Vantage V600 made another 50bhp and had a top speed close to 200mph.

The V600 amalgamated the Vantage’s luxury interior with a catalogue of high-tech performance parts, but even more special were the 40 Le Mans versions built in 1999-2000 to commemorate the 40th anniversary of Aston Martin’s victory at Le Mans. With 550 or 600 horsepower these cars featured an even bigger front spoiler, a largely blanked-off upper front intake, bonnet cooling ducts, DBR1-style vents on each side, Le Mans badging and directions to the Sarthe circuit in the owners handbook.

Built to celebrate Aston Martin’s 100th birthd 2013, the CC100 Concept echoed the shape a of the late ‘50s DBR1 racer. In May 2013 Asto then CEO Dr. Ulrich Bez commented, “I have n it ‘DBR100’ because of its affinity to the great winning cars of 1959”. With a body and interi crafted from carbon-fibre, a 6-litre 565hp Van V12 powered the 1,370kg CC100. With an aut 6-speed sequential transmission, the firm qu 0-62mph in just over four seconds with top sp limited to 180mph. The car was pre-sold for a the region of £500,000, although it was confir a second and final CC100 would be built.

44

day in and style on Martin’s nicknamed raceior nquish tomated uoted peed a figure in rmed that

fullbore

DBS 59 (2019) Launched in 2018, the DBS Superleggera is powered by a twin-turbo 5.2-litre V12. With 715bhp with 663lb/ft of torque, it can sprint to 62mph in 3.4 secs, to 100 in 6.4 and carry on to a 211mph max. By any standards it’s a special car, but in April 2019 the Q by Aston Martin DBS 59 was announced. It has been created to celebrate the 60th anniversary of the firm’s 1-2 finish at Le Mans, and all 24 owners received their cars at Le Mans and participated in a recreation of the famous Le Mans start. The DBS 59 is finished in Aston Martin Racing Green with a gloss carbon fibre roof panel, a bespoke front grille and bronze-finish details, all a nod to the bronze switches and dials on the ’59 DBR1s.

Keep an eye on the website as we will being offering one for sale very soon.

45

46

fullbore

All photos © Will Broadhead

ONE-77

The ultimate expression of everything that Aston Martin stands for... » W o r ds

/

t o m st e wa r t

47

»

First came the teasing semiexposure of a non-running project car at the 2008 Paris Show.

Then followed a reveal of rolling chassis #1 at the following year’s Geneva show, which in turn came shortly before the first full reveal of a 100%-finished car at the Villa d’Este concours in April 2009. Showcasing the absolute ultimate in supercar technology and engineering, the ultra exotic One-77 had arrived.

A

ccording to Aston Martin’s then CEO Dr Ulrich Bez, the car was “the ultimate expression of everything that Aston Martin stands for”, while the firm’s Director of Design Marek Reichman commented that his aim for the One-77 was “to create a car closer to art than the automobile”.

Being manufactured in its own bespoke production facility at Gaydon, the strictly two-seater One-77 was truly a money-no-object motor. Whereas it took around 200 hours to build a series production Aston Martin, a One-77 required 2,500 hours of highly skilled labour, or 12.5 times as much time, before it was completed and ready for the theatrical delivery presentation.

The active aero body was made from handcrafted rolled aluminium panels by CCP Manufacturing in Coventry.

The front/mid-mounted 7.3-litre engine was developed

by Cosworth of Northampton, and producing some 750bhp with a pleasingly symmetrical 750Nm of torque, it was an ‘extreme evolution’ of Aston Martin’s 5.9-litre series production V12. It was also the most

»

48

fullbore

The One-77 is significant today because it has effectively become the last of an era being a naturally-aspirated, non-hybrid, analogue, loud, raw, pure, old-school driver’s car.

fullbore

52

51

fullbore

powerful naturally-aspirated production road car engine ever. The rear-mounted 6-speed gearbox was a further developed automated manual with Sportshift, as found in other Astons.

Engineering and motorsports specialist Multimatic developed the car’s immensely rigid carbon-fibre monocoque tub (later employed by the track-only 2015-16 Vulcan), and connected to that was a double wishbone suspension system with adjustable, horizontally-mounted spring/damper units which can be seen in all their glory with bonnet or boot lid raised.

The brakes are carbon/ceramic discs and wherever you look there are exquisite components such as the sculptural form of the dry-sump engine’s oil tank or the immaculate precision of the machined-from-billet suspension mounts.

Tipping the scales at around 1,600 kilos, the £1.2m + VAT One-77 could accelerate to 60mph in 3.5 seconds and carry on to a heady 220mph. Seventy-seven examples were built between 2009 and 2012.

The One-77 is significant today because it has effectively become the last of an era being a naturallyaspirated, non-hybrid, analogue, loud, raw, pure, old-school driver’s car. Furthermore, it still looks ultra contemporary and absolutely stunning from every angle, and it’s as recognisable as an Aston Martin as a DB5.

“There is no doubting the One-77’s position in pantheon of Aston Martins gaining momentum in the collector’s community, particularly as we head into the electric and hybridised era. The One-77 is the ultimate normally aspirated, front engine super car for the road, combining hand-built craft with new technologies in its structure, with visual echoes of every post war model Aston Martin abound and unsurpassed attention to detail in build.

Undoubtedly very special and certainly very rare, with visceral performance and mesmerising beauty to admire the One-77’s legacy is strong. We are delighted to offer this superbly well cared for example, which has had just one owner, whilst being maintained annually by its creators at Aston Martin.” Nick Mee

53

Ben Ashton

fullbore

TH E A P P R E NTI C E w o r ds / N e a l G a r r a r d , C o mm e r cia l D i r e ct o r

F

ollowing the company’s relocation of both its showroom and workshops during the summer of 2018, one of the initiatives we were most eager to explore was the creation of an apprenticeship program.

This was driven by a number of factors, but primarily that we face challenges on the workshop side of the business, in particular identifying qualified and experienced technical staff. Our observation is that in the previous generation (Generation X) the promotion of mechanical and technical careers was overlooked with the emphasis instead placed on IT and service roles.

With the motor trade now giving the ‘behind the scenes’ aspect equal importance to ‘front of house’, and the investment in workshop facilities increasing with presentation improving dramatically in recent years, this mainly driven by manufacturers, workshops have definitely become a more attractive place to work.

The problem is that we effectively missed out a generation so there’s now a shortage of available talent.

Also, to operate at the forefront of our sector requires a huge amount of experience. On average, our current technicians will have over 20 years experience and we believe it’s crucial that their skills and knowledge are transferred to the next generation.

Responding to this challenge, a working group was set up to conduct a thorough search to find our first apprentice. A training partner was identified in the Heritage Skills Academy at the Bicester Heritage site and

a suitable educational program structured.

Our new inductee would start a three-year apprenticeship working in our workshops under the guidance of our experienced team, while also undertaking 27 weeks of formal, classroom-based practical and theoretical training at the Heritage Skills Academy under the tutelage of experienced trainers.

The costs of this Heritage Skills Academy training is supported by a government funding scheme, designed to promote school leavers entering industry, and on completion the apprentice will graduate with a Level 3 NVQ. Having received over 30 applications, a shortlist of nine candidates was identified. The nine were then invited to our premises, along with their parents, to view our facilities and their potential place of work, and to learn more about the program. This also allowed our team to evaluate each of them, on an individual basis as well as in group exercises where qualities such as teamwork, initiative and problem solving were assessed. At the completion of the day, the shortlist was whittled down to five, and they were then invited to our workshops for a full day, thus allowing them to spend a day in the life of a technician and for us to see them in action.

Working closely with the Heritage Skills Academy, who had also hosted the candidates at their facilities and carried out their own assessments, one final candidate was identified and notified of his success in securing the role.

»

55

Ben Ashton

So it’s now my pleasure to introduce Ben Ashton – our first Apprentice Technician. Ben started his apprenticeship in September 2018 and has been working in our workshop since then, observing and assisting our team of technicians on a daily basis while spending every sixth week at the Bicester academy.

During the assessment period, Ben has displayed the all qualities we were seeking, not least a passion for his chosen career and his long-term goals.

Ben reports to Chris Green, our Service & Aftercare Manager, who said, “Having served as a technical apprentise myself, I know how important the right employer and the learning structure is to those early, formative years in the industry.

“Meeting the team at the Heritage Skills Academy was something of a revelation to us – how well organised and professional their approach was. That invaluable

formal training, along with the exposure we are able to afford Ben in our own workshops is going provide the best possible foundation for him to succeed in his role post qualification. We couldn’t be happier with Ben’s contribution so far. His eagerness to learn is refreshing, as is his boundless energy. We would highly recommend other business owners to consider such an investment as we believe that in the long term the benefits of attracting the right talent with the right work ethic will pay great dividends.”

Following the initial success of our new Apprentice program, we are now considering repeating the opportunity for 2019.

If you know a potential suitable candidate, please ask them to apply in writing with a short covering letter, to careers@nicholasmee.co.uk or by calling Andrea Davies on 0208 741 8822.

H ER I T A G E S K I LL S A C A D E M Y The academy brings together experts from across the restoration industry who are committed to teaching the skills required to preserve and restore our pre- and post-war engineering heritage. Heritage Engineering Apprenticeships are offered across a range of sectors including veteran, vintage and classic, agricultural engineering, aviation, bus and coach, commercial vehicle, marine, military vehicle, motorcycle, motor vehicle and steam.

All training is delivered from the Centre of Historic Motoring — Bicester Heritage

56

fullbore

Ben Ashton

58

58

fullbore

new in at the astonstore

J ab r o ck

E ye w ea r

Jabrock Eyewear is a new product range now available from our online store just in time for the summer! Not only do these shades look great, they also have a fascinating motorsport back story.

What is Jabroc® wood?

Jabroc® was initially fixed to the underside of Formula One cars in 1994 to minimize damage when the car bottomed out over bumps. Since then it’s protected the bellies of many high-downforce racing cars. Being strong, tough and light, we consider it the carbon-fibre of the wood world.

Jabrock premium sunglasses use premium frame materials and lenses. The designs are created in the United Kingdom and come with a one year warranty.

The frames are hand made with Jabroc wood and finished, piece by piece, so you can be sure your frames are one of a kind.

Polarised lenses Jabrock glasses feature high-quality CR39 polarised lenses with full UVA/UVB protection. Technically, this means they restrict the vibrations of transverse light waves wholly or partially to one direction. Put simply, they reduce glare, especially around water or reflective surfaces giving supreme definition in sunny environments. Additionally, AR Coatings are applied to the inner side of the lenses to stop light reflecting off the inside of the lenses and into your eye.

Now listed in our online store are two different styles (Bull Run and Smile), each in four different colourways.

All available to purchase online at £195 with free shipping worldwide!

We’ve done all this with engineering partners who work on supercars, so they’re not your ordinary specs.

A twenty-stage production process ensures that we provide a reliable, durable and perfected product.

VIEW ONLINE

59

new in at the astonstore

T h e E sse n ce — DB2 to DB6 A stunning new book was recently brought to our attention, The Essence – DB2 to DB6. It’s been authored by Etienne Dricot with a foreword by Kingsley Riding-Felce (former Managing Director of Aston Martin Works) and we reckon it should be on the bookshelf or coffee table of any committed classic Aston Martin nut.

Painstakingly compiled over a 10-year period, this beautiful tome comes in two volumes – DB2 to DB Mk.III and DB4 to DB6 – which feature 1,400 exclusive pictures of 135 different cars from what was a golden age of Aston Martin production. All versions of each model are covered, including left and right hand drive, standard, Vantage, Saloon, FHC, DHC, convertible, Volante and so on, along with technical details of each model, side by side presentations, pictures of brochures and handbooks and useful car comparisons.

Limited to just 2,000 copies and supplied with a certificate of authenticity, The Essence DB2 to DB6 is available to purchase now at our online store for £350 including shipping.

VIEW ONLINE

60

fullbore

61

62

fullbore

F ORTH C O M ING E V E NT S An evening with Darren Turner 16th July The Hatfield House Game Fair 26th—28th July DB7 25th Anniversary Celebration & Road Run 1st September

»

63

64

fullbore

A N E V E NING WITH D A RR E N TURN E R Aston Martin’s longest serving and most successful works driver From 6:30pm to 9:00pm on Tuesday 16th July 2019 we’ll be hosting a unique evening of entertainment at our Essendonbury Farm premises.

The evening is being run in conjunction with Motor Sport magazine with support from our partner Classic & Sports Finance, and those present will be given a rare opportunity to hear about Aston Martin’s racing success from AMR star driver Darren Turner in an informal and intimate setting. Guests will also be treated to a guided tour of our award-winning, state-of-the-art dealership, and treated to refreshments and a BBQ. The hosts for the evening will be Motor Sport’s Simon Arron with Goodwood’s Ed Foster. Darren will be interviewed by them with this being recorded exclusively for the Motor Sport podcast. This promises to be an exclusive summer event, not to be missed.

Tickets are £49.00.

For futher information and purchasing tickets please click here

Billed as ‘Europe’s best loved and largest countryside festival’ and ‘Glastonbury for the green welly brigade’, the Game Fair held at the glorious Hatfield House features a variety of entertainment, and activities including ‘country pursuits, shooting, loads of dogs and tons of shopping’.

And why is this event relevant to FullBore readers and Aston Martin enthusiasts, you may ask? Well, not only are country pursuits and field sports a popular pastime of many of our readers, but every two years this event is held just a stone’s throw from our front gates at Essendonbury Farm, our home since the summer of 2018.

As a result, it seemed entirely obvious to us that we should support and promote this fantastic event. It’s a great day out for all of the family and we are delighted to confirm that NM&Co will have a presence at the show in a specially created area where we’ll be exhibiting a number of our cars for sale and hopefully meeting with many new and existing clients.

The three day festival will taking place from Friday 26th to Sunday 28th July and, in addition to our Aston Martins, it promises rural business, gunmakers, amazing food and drink, hospitality, theatres, have-a-go and try-before you buy, falconry, fishing, gamekeeping, arena shows & demos, horse and hounds, show gardens, land, estates and conservation, weekend camping and glamping. So relax with friends or bring the whole family for a genuine countryside experience.

We have a number of complimentary tickets available so if you would like to attend, please do drop us a line and we’ll be pleased to oblige. And if you’d like to take the opportunity to visit our premises while in close proximity, we’ll be open on both the Friday and Saturday of the Game Fair weekend and would be delighted to welcome you.

Further information can be found here: www.thegamefair.org

67

fullbore

67

10

fullbore

DB7

2 5 t h A NNI V E R S A R Y C E L E B R A TION & RO A D RUN

On Sunday 1st September 2019, the Aston Martin Owners Club and Aston Martin Heritage Trust will be celebrating 25 years of the Aston Martin DB7 in grand style. The event will take place from 10:00am to 4:00pm at the spectacular Stowe House, a Grade 1-listed country pile close to Silverstone in Buckinghamshire.

The DB7 Road Run to Stowe On the morning of Sept 1st, we will be hosting a pre-run breakfast gathering at Essendonbury Farm, our new location in Hertfordshire. From 8:00am we’ll be serving complimentary, locally-roasted barista coffee, bacon and egg baps and pastries, before departing at 9:30am in convoy on a spirited 1.5hr drive across country (route map provided) to the stunning Stowe House.

If you would like to join us for the breakfast gathering and on the DB7 Road Run, please RSVP by the 31st July to marie@nicholasmee.co.uk or call us on 0208 741 8822.

The DB7 25th Anniversary Celebration Day The organisers will be gathering together a record number of DB7s from across the UK and Europe, but everyone is warmly invited so there’s no need to own a DB7. The programme will include a display of the most significant examples, an exhibition by the AMHT, including the original NPX prototype and in-period memorabilia. There will be a talk and Q&A session with Aston Martin engineers and staff involved in the design and build of the now classic model – a wonderful opportunity to meet some of the people responsible for the DB7’s existence and production.

Early Bird tickets are now available at just £15 per person, with under 16s free. This includes access to the event with parking close to the House, access to the beautiful grounds and a guided tour of Stowe House itself. Tickets can be purchased online here: Eventbrite Aston Martin DB7 Celebration Owners requiring a service, MoT, upgrades or any other preparation prior to the event should contact our Service & Aftercare team on 020 8741 8822 who will be delighted to assist.

69

fullbore

THE GRAND FINAL HERE WE COME! At a glittering awards ceremony held at The Apex in Bury St Edmunds on 15th May, Essendonbury Farm – NM&Co’s home since 2018 – was the winner of the Commercial category in the prestigious RICS (Royal Institute of Chartered Surveyors) East of England awards.

Up against stiff competition, the redevelopment of our new premises was selected as the winner of the category and the team behind the project were invited on stage to collect the award from the evening’s compère, Janine Minchin, the BBC presenter and journalist.

Everyone at NM&Co is proud of this recognition for what has been a challenging yet hugely rewarding project, and we would like to thank all those involved in the identification, design, development and construction of our new home.

Being a regional category winner, Essendonbury Farm will now compete against regional entries from across UK at the 2019 RICS Awards Grand Final at London’s Royal Lancaster in early October. Wish us luck!

All readers are welcome for a guided tour of our new premises. Get in touch a make a booking. Get in touch by clicking here

71

Photo © David Shepherd and Nick Dimbleby

72

fullbore

fullbore