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A Closer Look12 September 2024 by Andreas 873 Viewed

The Aston Martin DB4 GT

Aston Martin DB4 GT

The origin

Aston Martin DB4 GT: how did all started. On 24th May 1914 the driver Lionel Martin, with a Singer 4 cylinders (developed by Robert Bamford) won the British uphill race of Aston Clinton. After the World War, the two joined together in the production of racing cars, which they called “Aston” (in memory of the victorious “Martin” which was the name of the factory’s largest shareholder.

The period between the two wars gave a certain sporting fame to the small factory, which changed owners, but not the name; then a new conflict stopped production, which restarted with difficulty after World War II.

In 1948 “David Brown Gears” took over Aston Martin and, shortly after, also the Lagonda brand. David Brown, the new owner, to mark the new production set-up, used his initials “DB” for each new model.

Sir David Brown

The vocation for racing was not lost: the DB1 and DB2, were joined by the DB3S and DBR 1 which were “barchettas” for endurance races, but Brown admired the Italian coachbuilders and several DB 2 were bodied by Bertone (designed by Scaglione), by Vignale (designed by Michelotti), by Touring (designed by Formenti) and by Ghia with the Supersonic (designed by Savonuzzi).

The Aston Martin DB4 GT

At the end of the Fifties, Aston Martin was a racing and industrial reality: the new GT was unveiled in 1959 and on June it won the 24 Hours of Le Mans with the DBR 1 driven by Roy Salvadori and Carroll Shelby and also the second place with Paul Frère and Maurice Trintignant, There were five Astons in race, but very few noticed a sleek Gran Turismo  which remained in the race for only 21 laps. It was the new Aston Martin DB4 GT! This new model was officially built in 101 units but in reality there were only 97: 75 units (0101-0175) were bodied by Touring, another 19 by Zagato (0176-0200), only one by Bertone (the 0201, called Jet), two racing specimens were made in Great Britain by Feltham (0194-0195) and four chassis numbers were never assigned (0192, 0196, 0197, 0198). To all these is to be added a first prototype of Le Mans 1959 identified with the anomalous code “DP 199 – 1”: this body was built directly in Aston Martin itself (in 1953 the company had acquired the english coachbuilder Tickford)

The Aston Martin DB4 GT Touring Superleggera

The Aston Martin DB GT Touring

Mr. Harold Beach was sent to Milano to work with Carrozzeria Touring. Their ‘Superleggera’ body construction with alloy panels fixed over a tubular frame demanded a platform chassis, which Beach designed in just six weeks. Touring’s designer Federico Formenti penned a sleek body for the new chassis and two prototypes were built in Milan. Then the craftsmen at Newport Pagnell took over Superleggera body construction for the Aston Martin DB4 GT under license from Touring, who supplied body jigs.
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The Aston Martin DB4 GT Zagato

The Aston Martin DB GT Zagato

The Aston Martin DB4 GT bodied by Zagato and designed by Ercole Spada, were made between 1960 and 1962 and will be characterized by the suffixes “L-left ‘or’ R-right” to indicate the steering wheel position (left or right).

Eleven right-hand drive chassis were built (0176, 0177,0132 0183, 0184, 0185, 0186, 0189, 0191, 0193 0200) and only eight left-hand drive (0178, 0179 0180 0181, 0187, 0188, 0190, 0199)

Some car historians, referring to the DB4, write about three generations of the model. The DB4 bodied in-house (ex Tickford), the DB4 GT bodied by Touring and the DB4 GT by Zagato. Both Touring and Zagato GT’s were shorter and more compact than the DB4: the wheelbase was reduced by 13 centimeters and thus the length was reduced to 4.35 meters; the weight also dropped from 1310kg of the DB4, to 1270 kg of the GT Touring version and the 1250 kg of the Zagato version. The engine was a 3670cc straight sixm with power peaks of over 300 hp at 6000 rpm. It was equipped with a double ignition and an oil cooler had been added to improve lubrication. The GTs had three Weber 45 DCOE carburetors and Girling disc brakes as standard. The Touring and Zagatos had front headlights built into the bodywork (as it will become standard in the DB 5) and the maximum speeds reached 245 km/h for the Touring version and about 255 km/h for the road Zagato.

The nineteen hand built cars have some differences: in some speciments for example, the front grille is wider; the Z llogo in some is located above the side air intake, in others in front and the air intake. The air intake on the hood, in some cases, is bigger than in others.

In 1963 and 1964, Aston Martin also produced two evolutions of the DB4 GT Zagato: the prototypes DP 212 and DP 215. The two chassis were presented as evolved designs of the GT, similarly to what Ford with the Cobra did, which declared that the Cobra Daytona coupe was an evolution of the roadster.

Here are the racing histories of the most famous chassis

Chassis 0182/R

Bought by the English team “Essex Racing” of John Ogier, bright green paint job; it disputed the 24 hours at Le Mans in 1961, but retired, with Roy Salvadori ranking third at Aintree and Goodwood and second with Maggs at the 1000 Km of Monza but was soundly beaten at Monthlery with Clark and Ireland finishing sixth behind the Ferrari GTs.

Chassis 0193/R

From the Jean Kerguen team “Garage Mirabeau”  plate 2475 TTA 75, baby blue color, it is one with the large grille. It disputes Le Mans in 1962 and 1963, but retires in both cases, in 1964, with a rear spoiler and other minor modifications, it won the “Rally della Route du Nord” with Leguéz ec-Franc beating the Ferrari GTOs.

Chassis 0194/R

It is the GT (built by Feltham on a Zagato design) from which Aston Martin derived the DP 215 prototype. It disputes the 24 hours of 1963 with Schlesser-Kimberley, but retires; runs at Brands Hatch and at Goodwood with Ireland (sixth and seventh), at the 1000 Km of Monza with Salvadori (first) and at Monthler (1000 Km of Paris) with the French Leguézec (first). In 1964 it repeats, in bad luck, the Le Mans race with Salmon-Sutcliffe (retirement) and its racing career continues (incredibly) until 1974.

Although built in a few examples, the DB 4 GTs had reproductions in 1/43: Vitesse produced a limited series of 7500 pieces (certified and numbered) of the 0182 / R license plate “1 VEV”. Provence Moulage made the 0193 / R resin kit.

The Aston Martin DB4 GT Jet by Bertone

The Aston Martin DB4 GT “Jet” was unveiled by Bertone at the 1961 Geneva Motor Show. Designed by a young Giorgetto Giugiaro it was originally finished in light green and had a grey interior.

According to its most recent auction listing, it was first in Beirut before being sent to the US. It’s there that Victor Gauntlett, Aston Martin’s Chairman found the car in bad shape and sent it back to the UK for a complete restoration by GTC Engineering under Kingsley Riding-Felce’s supervision, it suffered an engine fire. The Aston Martin DB4 GT Jet was purchased by Hans-Peter Weidmann during its restoration which was completed in 1988. Later it was offered for auction at Bonhams’ “The Aston Martin Works Sale” in May 2013 and sold for £3,249,500 inc. premium. The car’s chassis no. is 0201L and engine no. is 370/0201/GT.

the author

Andreas

Italian classic car enthusiast with German roots. Renowned as a respected figure in the classic car community, he serves as a jury member at various international concours d'elegance, including the Classic Gala Schwetzingen and Mantova. As a content creator, Andreas passionately shares his profound knowledge and appreciation for vintage automobiles. His heart beats for cars designed by Giovanni Michelotti, showcasing his discerning taste and dedication to preserving the timeless elegance of automotive history.

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The BMW M1 holds a unique place in automotive history. As the first production car from BMW’s Motorsport division, the M1 was intended to showcase the company’s engineering prowess and racing pedigree. However, despite its striking looks, impressive performance, and significant impact on the BMW brand, the M1’s journey was fraught with challenges, including financial turmoil, production delays, and regulatory hurdles. Today, the M division has evolved into a symbol of high-performance street cars, but the M1’s legacy remains one of both triumph and failure.

The Birth of BMW Motorsport

In 1972, BMW established its Motorsport Division, known as “M,” with the goal of advancing the brand’s competitive edge in the world of motorsports. Prior to this, BMW’s racing efforts were fragmented, with various teams involved in different categories but lacking a unified structure. This all changed when Bob Lutz, BMW’s head of sales and marketing, spearheaded the formation of BMW Motorsport. The division’s primary mission was to build competitive race cars and elevate the brand’s reputation, particularly in touring car racing.

BMW’s first major success in the motorsport arena came in 1973 with the BMW 3.0 CSL, which dominated the European Touring Car Championship. This victory cemented BMW’s position in the racing world. However, as the division grew, it became apparent that creating race cars from existing production models was unsustainable in the long run. The company needed a purpose-built race car, one that would push the boundaries of performance. This vision led to the creation of the BMW M1, a car that would become a defining symbol for BMW Motorsport.

Michelotti and the BMW Turbo Concept

Alongside the creation of the M division, BMW was developing the BMW Turbo, a concept car that would become a landmark in automotive design and technology. Designed by Paul Bracq, the Turbo E25 introduced bold new features, such as a mid-mounted engine, gullwing doors, and retractable headlights, marking a radical departure from BMW’s previous designs. The car represented a vision of the future, combining performance with cutting-edge safety features, and was intended as a technology showcase for the brand.

Initially, BMW contracted Carrozzeria Michelotti, to assemble the Turbo prototype. Giovanni Michelotti, famous for his work with a variety of automotive brands, established a 10,000-square-meter workshop dedicated to the Turbo project. Michelotti built two BMW Turbo prototypes in total, with one being showcased at the 1972 Frankfurt Motor Show. This partnership underscored BMW’s ambition for the car and its desire to create something truly revolutionary.

However, the timing of the project was unfortunate. The 1973 oil crisis caused a global economic downturn, dramatically increasing fuel prices and severely affecting the automotive industry, particularly for performance cars like the BMW Turbo. The crisis placed enormous financial strain on car manufacturers, and BMW was forced to reconsider its plans, including the costly decision to move forward with the Turbo prototype.

The Fallout and the Shift to Italdesign

As the crisis deepened, BMW was unable to fulfill its contract with Michelotti, and the planned collaboration was put on hold. Financial constraints led the company to reevaluate its spending, and resources allocated to the Turbo project were reduced. Michelotti’s specially built workshop, which had been prepared to assemble the car, remained underutilized as BMW shifted its focus.

However, the end of the oil crisis opened up new possibilities. Italdesign, the renowned design and engineering firm led by Giorgetto Giugiaro, came to BMW’s aid. In the years following the crisis, Italdesign purchased Michelotti’s workshop, which would become the production base for the BMW M1. Giugiaro’s expertise in design and engineering played a pivotal role in transforming BMW’s ambitious race car project into a road-going reality.

Giugiaro’s task was to refine the BMW Turbo E25 concept into a production car that could both meet the demands of motorsport and appeal to the consumer market. His design for the M1 retained the sharp, angular lines and futuristic profile of the Turbo, but with refined proportions to suit both racing needs and road-going practicality. The M1’s mid-engine layout, wide stance, and low roofline emphasized its racing pedigree, while its aggressive, sleek design ensured it would stand out as a supercar.

A Race Car for the Road

The BMW M1 was originally conceived as a Group 5 race car, competing against purpose-built machines like the Porsche 935. The project aimed to blend motorsport engineering with production cars, creating a race-bred vehicle that could also be sold to the public. To achieve this, BMW enlisted Lamborghini, to help with the development of the M1. Despite Lamborghini’s expertise in high-performance road cars, it lacked experience in motorsport, which ultimately led to complications during the project.

In the early stages, Lamborghini was tasked with developing the chassis and body of the M1, while BMW would provide the engine. However, Lamborghini’s financial troubles soon became apparent. The company was experiencing significant cash flow issues, and it ultimately misappropriated funds intended for the M1 project. In a dramatic turn of events, BMW was forced to reclaim the project’s components and tooling from Lamborghini, a move that involved a late-night raid to retrieve the M1’s parts. This disruption delayed the project and ultimately led BMW to take full control of the M1’s development.

The Engineering Challenges

Despite the setbacks, the M1 took shape as a highly capable performance car. The vehicle was powered by the M88 engine, a 3.5-liter, straight-six unit that produced 277 horsepower in its road-going form. This engine, derived from the racing program, provided the M1 with impressive performance, allowing it to rival other supercars of the era, such as the Lamborghini Countach and Ferrari 512 BB.

The M1 featured a mid-engine layout, which contributed to its excellent handling characteristics. The car’s design was primarily focused on its racing capabilities, making it relatively raw and unrefined for a road car. It lacked amenities such as power steering, and the cockpit was cramped, with the steering wheel offset to the right to accommodate the center-mounted engine. Despite these compromises, the M1’s performance on the road was outstanding, with acceleration and handling that earned it widespread praise from automotive journalists.

The Racing Struggles and ProCar Series

One of the most significant challenges the M1 faced was its inability to compete in mainstream racing. To homologate the M1 for Group 5 racing, BMW needed to produce 400 road cars. However, production delays meant that only 200 units were built in the first two years, preventing the car from racing in most major events.

In response, BMW created the ProCar Series, a one-make racing championship exclusively for the M1. The ProCar Series was unique in that it featured Formula One drivers competing against privateer M1 owners, creating an exciting spectacle at Formula One race weekends. Although the series generated interest and the M1 proved competitive in this setting, it was not enough to elevate the car into mainstream motorsport. Furthermore, the M1’s performance in ProCar did little to resolve its commercial issues.

Commercial Challenges and Production Woes

The M1 was also a commercial disappointment. Originally, BMW had intended to sell the M1 for around 100,000 Deutsche Marks, placing it in direct competition with supercars like the Lamborghini Countach. However, due to the disruptions caused by Lamborghini’s financial troubles and the increased cost of production, the M1’s price climbed to 113,000 Deutsche Marks. Even with this increase, the car was difficult to sell. BMW was only able to produce 399 M1s, well below the original goal of 1,000 units, making it a rare and expensive model.

Despite its high performance and exotic status, the M1 was a hard sell. Its design was too closely aligned with its racing origins, and its lack of creature comforts and high price point made it less appealing to the typical supercar buyer. Additionally, the car’s raw nature, with its lack of power steering and awkward driving position, alienated many potential customers. In the end, the M1’s commercial failure contributed to its relatively low production numbers and limited legacy as a production car.

Legacy and the Evolution of the M Division

Although the M1 was a commercial and racing disappointment, it laid the foundation for the success of BMW’s Motorsport division. The lessons learned from the M1 project helped shape future BMW M cars, starting with the iconic E30 M3. The E30 M3, developed as a more practical and accessible performance car, became a massive success in both motorsport and sales, marking the beginning of a new era for BMW M.

The M1 also solidified the link between BMW’s racing heritage and its high-performance street cars. Today, the M badge is synonymous with powerful, driver-focused vehicles, but it all traces back to the M1. The M1’s legacy is less about its financial success and more about its role in shaping the identity of BMW M as a division dedicated to performance engineering and motorsport excellence.

Conclusion

The BMW M1’s story is one of ambition, innovation, and hard lessons learned. It was a car ahead of its time, a race car designed for the road, and a symbol of BMW’s commitment to motorsport. While it never reached the commercial success BMW had hoped for, it played a crucial role in the development of the M division and set the stage for future performance cars. The M1 may not have been the financial success BMW wanted, but its influence on the brand and its impact on the automotive world cannot be overstated. Today, the M1 remains a revered classic, a testament to BMW’s racing heritage and the trials and triumphs of the M division.

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