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A Closer Look21 December 2024 by Andreas 902 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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Prince Skyline Sport Allemano

The end of World War II left Japan in a difficult position, having to transition its industries from military production to civilian use. This challenge was particularly tough since Japan, like Germany and Italy, was a defeated nation. However, Japan’s ability to adapt would set the stage for one of the most exciting collaborations in automotive history.

Among the companies responsible for this transformation were Tachikawa and Nakajima, two of Japan’s leading aviation companies. Tasked with shifting to civilian production, Tachikawa (later known as Tokyo Electric Cars) began building electric cars in 1947. Their first model, the Tama, was followed by a slightly larger Junior, and eventually, the Senior.

In the early 1950s, Japan’s evolving automotive landscape saw a shift from electric-powered cars to gasoline engines. By the end of 1951, the Tama Senior was fitted with a 1.5-liter petrol engine, a shift that led to the creation of the Prince Sedan in 1952. This was the beginning of Prince Motor Company, which was named in honor of the official investiture of Crown Prince Akihito.

In 1954, Fuji Precision Machinery (formerly Nakajima) acquired Prince Motor Company and embarked on producing automobiles under the Prince brand. This marked the beginning of a new chapter in Japan’s automotive history.

The Birth of the Skyline and the Search for European Inspiration

By the late 1950s, Prince Motor Company had gained recognition in Japan for its innovative vehicles, such as the Prince Sedan and the Skyline (introduced in 1957). However, the company sought to take their vehicles to a new level—focusing on luxury, performance, and innovation. To do so, they looked westward, to Europe, for inspiration.

Europe was home to some of the most prestigious automotive brands, and Fuji Precision Machinery executives wanted a vehicle that could rival the best of Europe. This aspiration led them to Italy, where they arranged a pivotal meeting at the Salone dell’Automobile (Turin Motor Show) with Carrozzeria Allemano, a respected coachbuilder with ties to Italian designer Giovanni Michelotti.

The collaboration between Japan and Italy led to the creation of the Prince Skyline Sport, a car that would redefine the trajectory of Japan’s automotive design. This groundbreaking partnership merged Japanese engineering with Italian artistry, setting a new standard for style and innovation. The success of this collaboration inspired other Japanese manufacturers to partner with Italy’s legendary design houses, creating some of the most iconic vehicles of the 1960s.

Mazda, for example, worked with Bertone, enlisting the renowned Giorgetto Giugiaro to design the Familia, a compact car that skillfully blended European elegance with Japanese practicality. In 1963, Daihatsu teamed up with Vignale to produce the Compagno, along with its sporty variants: the Sport Spider and Coupé; which reflected a uniquely Italian flair. The following year, Pininfarina collaborated with Datsun to craft a sleek new look for the Bluebird, a move that helped the car gain global recognition. By 1965, Isuzu joined forces with Ghia to design the Bellett II, a concept car that showcased bold and forward-thinking design elements.

These partnerships went beyond aesthetics; they helped establish a global identity for Japanese automakers. By working with Italy’s most respected design houses, Japanese manufacturers gained fresh perspectives on styling while enhancing their reputation for innovation and quality. These collaborations not only transformed the appearance of Japanese cars but also elevated their appeal to international markets, leaving a lasting impact on the industry.

A Handcrafted Masterpiece

Under the direction of Giovanni Michelotti, one of Italy’s most respected automotive designers, the Skyline Sport would be an example of high-end craftsmanship. Initially, the first series of prototypes were built by Carrozzeria Allemano, known for its hand-built bodies. Later, a second series of production would be completed by Carrozzeria Michelotti, adding the final touch to this luxury vehicle.

The Skyline Sport was designed as a two-door coupe with sleek, flowing lines and a sporty yet elegant appearance. Michelotti’s design incorporated canted headlights, angled downward at the inside corners—a feature seen in other high-end vehicles like the Lincoln Continental and Buick during the late 1950s and early 1960s.

At the heart of the Skyline Sport was a 1.9-liter GB-4 engine that generated 94 horsepower, giving it a top speed of 150 km/h. Despite weighing in at 1,350 kg, the car’s handling was remarkably smooth, thanks to a double-wishbone front suspension and a De Dion rear axle, technologies that were innovative for its time.

The Prince Skyline Sport: A Bold Statement

The Skyline Sport debuted at the 1960 Turin Motor Show, where it garnered international attention for its bold design and luxury features. Available in both a coupe and a convertible version, it was a striking example of Italian design combined with Japanese engineering. Its clean lines, striking front grille, and eye-catching details made it a standout at the show.

But its beauty was more than skin deep. The Skyline Sport was a car that delivered in terms of both aesthetics and performance. With its meticulously crafted body, luxurious interior, and advanced suspension, the car offered an exceptional driving experience that rivaled the finest European vehicles of the era.

The Prince Skyline Sport made its official appearance in Japan at the 1962 Tokyo Motor Show, where it was met with great enthusiasm due to its elegant lines and striking design. With its sleek coupe and convertible versions, the car showcased a perfect blend of Italian craftsmanship and Japanese engineering, captivating the crowd with its sophisticated aesthetic. However, the Skyline Sport came with a hefty price tag of 1.85 million yen, more than twice the cost of a standard sedan. This steep price limited its appeal in Japan’s domestic market, making it a rare and exclusive collector’s item. Despite its high price, the car gained significant exposure through its prominent feature in Toho films, strategically marketed to heighten its status as a luxury icon.

A Historic Collaboration and Legacy

The Prince Skyline Sport is historically significant as the first collaboration between an Italian designer and a Japanese automaker, setting a precedent for future cross-cultural partnerships in the automotive world. It was a testament to the universal appeal of Italian design and the skill of Michelotti and Carrozzeria Allemano. The Skyline Sport bridged cultural and geographical boundaries, bringing together the best of both worlds to create a truly exceptional car.

Though the Skyline Sport never achieved high sales numbers, with only 60 to 200 units produced, its impact on the automotive industry cannot be overstated. It paved the way for later models like the Skyline GT-R and helped establish the Prince Laurel, another model that would become iconic in Japan.

The Skyline Sport also marked the beginning of Prince Motor Company’s shift toward luxury vehicles. This emphasis on quality and refinement would continue after Nissan’s acquisition of Prince Motors in 1966, with the Skyline Sport serving as a precursor to future generations of luxury cars from Japan.

The Prince Skyline Sport was more than just a car—it was a statement of innovation, craftsmanship, and the power of international collaboration. The partnership between Giovanni Michelotti, Carrozzeria Allemano, and Prince Motor Company created a vehicle that showcased the best of both Italian design and Japanese engineering.

Though limited in production and availability, the Skyline Sport remains an important part of automotive history. It stands as a symbol of the potential for global partnerships to create groundbreaking designs, and its legacy continues to inspire the automotive world today.

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