1965 Aston Martin DB5 Saloon Registration no. GBW 652C Chassis no. DB5/2225/R Engine no. 400/2232
Like all classic GT cars, it combines enormous speed with comfort and the more you put into your driving, the more the car returns for your entertainment. And the DB5 really is entertaining to anyone who can exploit its outstanding performance, handling and brakes. It will also carry four people (just) and a fair amount of luggage so the merits of family transport (if need be) have not been entirely sacrificed to speed and elegant looks. Motor. Introduced in July 1963, the Aston Martin DB5 represented a further evolution of the preceding DB4 series rather than the beginning of an entirely new model line. The DB4 had represented a giant step forward in Aston Martins post-war evolution on its arrival in 1958. Classically proportioned, the Touring-designed body established an instantly recognisable look that would stand the marque in good stead until 1970. The engine remained an all-alloy twin-overhead-camshaft six, but W O Bentleys old 3.0-litre unit had been superseded by a new design by Tadek Marek. Proven in racing before it entered production, the new 3,670cc engine developed its maximum output of 240bhp at 5,500rpm. The David Brown gearbox was a new four-speed all-synchromesh unit. Tourings Superleggera body construction, which employed a lightweight tubular structure to support the aluminium-alloy body panels, was deemed incompatible with the existing DB2/4-type multi-tubular spaceframe, so engineer Harold Beach drew up an immensely strong platform-type chassis. Independent front suspension was retained, the DB2/4s trailing links giving way to unequal-length wishbones, while at the rear the DB4s live axle was located by Watts linkage instead of its predecessors Panhard rod. Five series were built as the model gradually metamorphosed into the DB5. The latters distinctive cowled headlamps had first appeared on the DB4GT and the newcomer was the same size as the lengthened Series 5 DB4. The major change was the adoption of a 4.0-litre version of the six-cylinder engine, this enlarged unit having been seen first in the Lagonda Rapide of 1961. Equipped with three SU carburettors the 400 engine produced 282bhp at 5,500rpm and was mated to a four-speed/overdrive gearbox, a proper five-speed ZF unit being standardised later. Outwardly there was little to distinguish the DB5 from the final Series 5 DB4 apart from twin fuel filler caps, though these had already appeared on some cars. Beneath the skin however, there were numerous improvements including alternator electrics, Girling disc brakes instead of Dunlop, Sundym glass, electric windows and an oil pressure gauge as standard equipment. Chassis number 2225 has enjoyed only four registered owners from new, the first being the supplying dealer, J R Cross & Son, of Henley-on-Thames. The car was purchased in 1966 by one G V Rabjohns, passing in 1968 to Mr Michael Peacock, director of the famous Nurdin & Peacock cash & carry firm, who owned it until 1989. A full log of all work carried out during Mr Peacocks ownership comes with the car together with a photographic record of its restoration during the early 1980s. In 1991, GBW 652C passed to the previous owner who continued to maintain it to a high standard, there being bills on file from recognised marque specialists Newlands Motors and Pugsley & Lewis totalling in excess of £12,000. The car is described as totally original apart from the sensible upgrades of an R S Williams radiator, Harvey Bailey front anti-roll bar, and a tracking device. Finished in Silver Birch with original Oxblood leather interior, GBW 652C is presented in generally excellent condition and offered with workshop manual; instruction book (reprinted); assorted press cuttings; a quantity of old MoTs and tax discs; sundry invoices; old-style logbook; current MoT/road fund licence and Swansea V5.