One year after the DB4's debut, Aston Martin launched the DB4 GT competition version. Designed to break Ferrari's GT-racing stronghold, the DB4 GT was built for both the works teams and privateers. Outwardly, subtle changes distinguished the the GT from the standard DB4. Under the Touring styled body various modifications were carried through that really turned the DB4 into a racer.
Weight reduction was one of the objectives in the GT's design. Most weight was saved by the wheelbase reduction of just over 12 cm. For the body construction the 'Superleggera' principle of body panels fixed on a tubular frame was used. The alloy panels of the DB4 were replaced by 18 gauge magnesium aluminium alloy panels on the GT. Most distinguishable features of the GT were the large air scoops and the cowled front lights.
The DB4 was the first road going Aston Martin to be equipped with the all-alloy 3670 cc straight six engine, designed by Tadek Marek. In stock form the engine produced a decent 240 bhp, sufficient for road use but not enough to face the competition on the track. Power was increased to a factory claimed 302 bhp by fitting a twin-plug head, 3 Weber Carburetors instead of the two SUs and twin distributors.
As mentioned before, the DB4 GT made its public debut at the London Motorshow of 1959, but earlier in the year the prototype made an impressive competition debut in the hands of Stirling Moss in the International Trophy meeting at Silverstone. Moss took the victory in its class from a mediocre field. In the remainder of the season the DB4 GT proved fast and on pace with the less powerful long wheel base (LWB) Ferrari 250 GTs. Ferrari, however, were already working on a more powerful and short wheel base (SWB) version of the 250 GT.
Production started in all earnest in 1960 and at the end of the year many DB4 GTs were raced by privateers in Great Britain with considerable success. Although it was intended as a competition car, quite a few of the 74 DB4 GTs constructed were used as road cars. Unfortunately, it soon became evident that the much lighter 250 GT SWB had the run on the new Aston Martin. To gain competitiveness, a 'Lightweight' version was created, which featured additional alloy components and several holes drilled in non-vital chassis components.
More drastic measures were nevertheless needed to bring the DB4 GT up to 250 GT pace. Aston Martin commissioned Italian coachbuilder Zagato to design and construct an even lighter body. Zagato had earned quite a reputation with their lightweight bodies, mostly fitted on competition Abarths and Alfa Romeos. Lighter and more powerful than ever, the DB4 GT Zagato was still not able to beat the Ferraris. The final DB4 GT constructed was fitted with a Bertone styled body and was shown at the 1961 Geneva and Turin Motorshows. The passing of the DB4 GT in 1963 meant the end of the factory competition effort.
Although the DB4 GT was not the success Aston Martin hoped for, it holds a special place in Aston Martin history. The rare Zagato bodied version is considered by many as one of the best looking cars ever constructed. Many of the 74 DB4 GTs are still regularly used in a wide variety of events and have in recent gradually gained in value with the best examples now commanding seven-figure prices in most currencies.
This right-hand-drive DB4 GT was ordered new by an amateur British racer. He regularly campaigned the car in minor events throughout the country, including the 1966 Brighton Speed Trials. In recent years, the car has been meticulously restored and prepared for historic racing by Aston Engineering. It has since been campaigned in many of the major events with considerable success. Chassis 0110/R is seen here during the 2012 Goodwood Revival where it was driven by Joe Twyman and Romain Dumas in the RAC TT Celebration race.
|Configuration||twin-spark Straight 6|
|Location||Front, longitudinally mounted|
|Construction||alloy block and head|
|Displacement||3.67 liter / 224 cu in|
|Bore / Stroke||92.0 mm (3.6 in) / 92.0 mm (3.6 in)|
|Valvetrain||2 valves / cylinder, DOHC|
|Fuel feed||3 Weber 45 DCOE4 Carburettors|
|Power||302 bhp / 225 KW @ 6000 rpm|
|Torque||366 Nm / 270 ft lbs @ 5000 rpm|
|BHP/Liter||82 bhp / liter|
|Body||magnesium alloy panels supported by steel tubular frame|
|Chassis||steel platform chassis|
|Front suspension||unequal length wishbones, coil springs, telescopic dampers, anti-roll bar|
|Rear suspension||live axle, coil springs, parallel trailing links, Watt linkage, double acting lever-arm shock absorbers|
|Brakes||Girling discs, all-round|
|Gearbox||David Brown 4 speed Manual|
|Drive||Rear wheel drive|
|Weight||1265 kilo / 2788.8 lbs|
|Length / Width / Height||4362 mm (171.7 in) / 1676 mm (66 in) / 1321 mm (52 in)|
|Wheelbase / Track (fr/r)||2362 mm (93 in) / 1372 mm (54 in) / 1372 mm (54 in)|
|Power to weight||0.24 bhp / kg|
|Top Speed||245 km/h (152 mph)|
|0-60 mph||6.4 s|
An Aston Martin that has been left to rot in a wood for 40 years is worth a fortune
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1960 Aston Martin DB4GT Zagato
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Spend hundreds of thousands of pounds on a slice of classic automotive exotica and you can be sure of many things: rarity, raw simplicity and individuality. Unfortunately for many, lying on the hard shoulder of the M25, spanner in driving-glove-clad hand, is another unavoidable ingredient.
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