ASTON MARTIN
Except otherwise stated, all results below include the premium.
See also : Cars 1950s Cars 1956-57 Cars 1960-61 Cars 1962-63 Cars in movies
Chronology : 1956 2024
See also : Cars 1950s Cars 1956-57 Cars 1960-61 Cars 1962-63 Cars in movies
Chronology : 1956 2024
1955 DB3S
2014 SOLD for $ 5.5M by Gooding
In 1947 the British automobile industry restructures. Aston Martin and Lagonda are bought by David Brown, a company created in 1860 specializing in tractors.
It is then directed by the founder's grandson, also named David Brown, who will leave his initials to the new series of Aston Martin cars, numbered from DB1 to DB6.
The Aston Martin DB3S is a legendary sports racing car from the mid-1950s, representing a pivotal chapter in Aston Martin's motorsport history.
Development and History
The DB3S was developed as a direct evolution and replacement for the earlier Aston Martin DB3 (1951–1953), which had been heavy, underpowered, and relatively unsuccessful despite some wins like the 1952 Goodwood 9 Hours.
In late 1952–early 1953, engineer Willie Watson (assisted by the competitions department under John Wyer) redesigned the car with key improvements:
Legacy
The DB3S is widely regarded as one of the most beautiful sports racing cars of its era, praised for its graceful lines, competitive success (e.g., numerous wins, podiums, and strong championship placings), and role in bridging Aston Martin's pre- and post-war racing efforts toward later triumphs (including multiple Le Mans wins in the late 1950s). Surviving examples are highly coveted for historic racing, Mille Miglia, Goodwood Revival, and concours events. Its rarity (only 31 built), period competition pedigree, and timeless design cement its status as a blue-chip classic.
Desirable Features and Specifications
Key appealing aspects include:
Auction History and Details for Chassis DB3S/111
This specific car is one of the 20 customer examples, built late 1955 (August–October) at the factory race shop. It debuted at the 1955 Earls Court British Motor Show in almond green with silver grille, praised as one of the show's most beautifully finished cars. It served as a press/test car for magazines like Autosport and The Autocar, with limited period racing (e.g., 1959 British Empire Trophy at Oulton Park, Snetterton events).
It has impressive provenance:
Overall, the DB3S — and /111 in particular — embodies Aston Martin's golden era of sports car racing, combining beauty, performance, and historical significance in a highly collectible package.
The 1955 customer DB3S/102 was sold for £ 3M by Gooding on September 5, 2020. Please watch the video shared by the auction house. Its first owner was an Australian racing team. It has an early competition history in Europe and set a new Australian land speed record in class in 1957 at 143 mph. It is accompanied by its original engine.
From the same series, DB3S/118 was sold for $ 3.7M by RM Auctions on August 18, 2012, lot 214.
It is then directed by the founder's grandson, also named David Brown, who will leave his initials to the new series of Aston Martin cars, numbered from DB1 to DB6.
The Aston Martin DB3S is a legendary sports racing car from the mid-1950s, representing a pivotal chapter in Aston Martin's motorsport history.
Development and History
The DB3S was developed as a direct evolution and replacement for the earlier Aston Martin DB3 (1951–1953), which had been heavy, underpowered, and relatively unsuccessful despite some wins like the 1952 Goodwood 9 Hours.
In late 1952–early 1953, engineer Willie Watson (assisted by the competitions department under John Wyer) redesigned the car with key improvements:
- A lighter chassis (reduced weight by about 75 kg).
- Shorter wheelbase.
- More powerful version of the Lagonda-derived 2.9-liter (2,922 cc) DOHC inline-6 engine, starting at around 182 bhp in works cars and evolving to up to 240 bhp in later tuned/supercharged variants.
- Revised rear suspension geometry and a switch to a David Brown spiral-bevel final drive (addressing failures in the DB3).
- Iconic aluminum bodywork designed by Frank Feeley, featuring the elegant "gothic arch" grille (early works cars) or updated egg-crate grille (customer cars, later influencing the DB Mark III road car).
- 11 works/factory team cars (chassis DB3S/1 to /11).
- 20 customer cars sold to privateers.
Legacy
The DB3S is widely regarded as one of the most beautiful sports racing cars of its era, praised for its graceful lines, competitive success (e.g., numerous wins, podiums, and strong championship placings), and role in bridging Aston Martin's pre- and post-war racing efforts toward later triumphs (including multiple Le Mans wins in the late 1950s). Surviving examples are highly coveted for historic racing, Mille Miglia, Goodwood Revival, and concours events. Its rarity (only 31 built), period competition pedigree, and timeless design cement its status as a blue-chip classic.
Desirable Features and Specifications
Key appealing aspects include:
- Engine: 2,992 cc DOHC inline-6 with three Weber 40 DCO3 carburetors (customer spec typically ~207–210 hp at 5,500 rpm; works versions higher).
- Transmission: 4-speed David Brown manual.
- Brakes: 4-wheel Girling drums (some later cars with front discs).
- Suspension: Independent front with torsion bars/trailing arms; De Dion rear axle with torsion bars.
- Body/Chassis: Lightweight aluminum open two-seater body on twin-tubular frame; elegant, aerodynamic styling often called "the most beautiful race car of its era."
- Desirability boosters: Matching-numbers engine, original/authentic configuration, documented racing history, long-term single ownership, eligibility for historic events (e.g., Mille Miglia, Goodwood), and concours condition.
Auction History and Details for Chassis DB3S/111
This specific car is one of the 20 customer examples, built late 1955 (August–October) at the factory race shop. It debuted at the 1955 Earls Court British Motor Show in almond green with silver grille, praised as one of the show's most beautifully finished cars. It served as a press/test car for magazines like Autosport and The Autocar, with limited period racing (e.g., 1959 British Empire Trophy at Oulton Park, Snetterton events).
It has impressive provenance:
- Early owners included Mr. Mackie (1956 via Brooklands of Bond Street).
- Acquired by Roger Forshaw in 1974; remained in the Forshaw family collection for over 40 years.
- Retains matching-numbers engine and high authenticity.
- Sold for $5,500,000 at Gooding & Company, Pebble Beach 2014 (estimate $5M–$7M), lot 32, highlighting its status as one of the most correct/authentic surviving examples.
Overall, the DB3S — and /111 in particular — embodies Aston Martin's golden era of sports car racing, combining beauty, performance, and historical significance in a highly collectible package.
The 1955 customer DB3S/102 was sold for £ 3M by Gooding on September 5, 2020. Please watch the video shared by the auction house. Its first owner was an Australian racing team. It has an early competition history in Europe and set a new Australian land speed record in class in 1957 at 143 mph. It is accompanied by its original engine.
From the same series, DB3S/118 was sold for $ 3.7M by RM Auctions on August 18, 2012, lot 214.
Special Report
Wyer
John Wyer (1909–1989) was one of the most successful and influential team managers/principals in endurance sports-car racing history. He is widely regarded as among the greatest of his generation for his meticulous preparation, strategic discipline, and ability to extract maximum reliability and performance from cars and drivers.
Born in Kidderminster, England, Wyer apprenticed at Sunbeam, worked with Solex carburetors, and gained early competition experience preparing cars (including for HRG) at Monaco Motors after World War II. His management style emphasized military-like precision: exhaustive checking of every system, constant practice, high standards for staff and drivers, and treating the team like a special-forces unit—well-equipped, rigorously trained, and focused on execution under pressure.
Role at Aston Martin (1950–1963)David Brown hired Wyer in 1950 as works team manager (later rising to general manager of Aston Martin Lagonda Ltd.). This was his first major sports-car racing appointment. Aston Martin had previously been a mid-pack contender; under Wyer the team rapidly became competitive on the world stage.
Key contributions and results:
Wyer’s teams won the 24 Hours of Le Mans four times under his direction (1959 Aston Martin; 1968 & 1969 Ford GT40; 1975 Mirage). He also secured multiple World Sportscar Championship titles and numerous other major wins (Spa, Nürburgring, etc.). His base at the Hotel de France near Le Mans became legendary for race preparation.
Overall, Wyer’s management role transformed underdog or developing programs into championship-winning operations through rigorous engineering oversight, strategic race management, driver selection, and an uncompromising culture of preparation and reliability. He remains a benchmark figure in endurance racing team leadership.
John Wyer’s management style was explicitly modeled on military principles, particularly those of elite special-forces units. He viewed a top racing team as requiring the same combination of superior equipment, rigorous training, relentless practice, and disciplined execution under extreme pressure that defines effective military special operations.
Core Elements of the Style
Wyer articulated this philosophy during his formative years as Aston Martin works team manager (1950 onward). According to accounts of his approach, the ideal team should function “the same as a special forces military unit: handsomely equipped, superbly trained, and given to constant practice at the functions when they weren’t actually fighting.”
Key characteristics included:
He valued unified command (he disliked the divided leadership he encountered early in the Ford GT40 program) and preferred lean, focused organizations over sprawling bureaucracies—again echoing elite military units that prioritize agility and cohesion over size.
Strengths, Critiques, and Legacy
Strengths: The method produced exceptional reliability and strategic execution in the most demanding form of motorsport. It allowed smaller or underdog efforts (Aston Martin in the 1950s; independent JWA later) to defeat larger works teams. Contemporaries compared his pit-lane generalship to figures such as Alfred Neubauer (Mercedes) or later Roger Penske.
Potential downsides: The stern, exacting personality could be intimidating. Some accounts describe him as “Mr. Grumpy” who instilled rigid discipline and did not tolerate mediocrity. In environments with divided authority (early Ford), friction arose. The style favored control and preparation over improvisation, which suited endurance racing but might have felt restrictive to more free-spirited personalities.
Overall, Wyer’s military-inspired approach—emphasizing elite equipment, intensive training, constant verification, hierarchical discipline, and mission-focused execution—became a benchmark for professional team management in sports-car racing. It directly contributed to four Le Mans victories under his direction and multiple world titles, leaving a lasting template for how high-stakes endurance teams should operate.
Born in Kidderminster, England, Wyer apprenticed at Sunbeam, worked with Solex carburetors, and gained early competition experience preparing cars (including for HRG) at Monaco Motors after World War II. His management style emphasized military-like precision: exhaustive checking of every system, constant practice, high standards for staff and drivers, and treating the team like a special-forces unit—well-equipped, rigorously trained, and focused on execution under pressure.
Role at Aston Martin (1950–1963)David Brown hired Wyer in 1950 as works team manager (later rising to general manager of Aston Martin Lagonda Ltd.). This was his first major sports-car racing appointment. Aston Martin had previously been a mid-pack contender; under Wyer the team rapidly became competitive on the world stage.
Key contributions and results:
- Oversaw development and campaigning of cars including the DB3S and, crucially, the DBR1 (designed by Ted Cutting).
- Built a professional organization capable of challenging Ferrari, Jaguar, Maserati, and others.
- Secured multiple major victories, including three consecutive Nürburgring 1000 km wins and the 1958 Goodwood Tourist Trophy.
- Culmination in 1959: Managed the team (with Reg Parnell as sporting director) to Aston Martin’s only outright 24 Hours of Le Mans victory—a famous 1-2 finish with the DBR1 (Roy Salvadori/Carroll Shelby winning; Maurice Trintignant/Paul Frère second). The same year the team clinched the World Sportscar Championship.
en.wikipedia.org
Wyer’s teams won the 24 Hours of Le Mans four times under his direction (1959 Aston Martin; 1968 & 1969 Ford GT40; 1975 Mirage). He also secured multiple World Sportscar Championship titles and numerous other major wins (Spa, Nürburgring, etc.). His base at the Hotel de France near Le Mans became legendary for race preparation.
Overall, Wyer’s management role transformed underdog or developing programs into championship-winning operations through rigorous engineering oversight, strategic race management, driver selection, and an uncompromising culture of preparation and reliability. He remains a benchmark figure in endurance racing team leadership.
John Wyer’s management style was explicitly modeled on military principles, particularly those of elite special-forces units. He viewed a top racing team as requiring the same combination of superior equipment, rigorous training, relentless practice, and disciplined execution under extreme pressure that defines effective military special operations.
Core Elements of the Style
Wyer articulated this philosophy during his formative years as Aston Martin works team manager (1950 onward). According to accounts of his approach, the ideal team should function “the same as a special forces military unit: handsomely equipped, superbly trained, and given to constant practice at the functions when they weren’t actually fighting.”
Key characteristics included:
- Obsessive preparation and verification — Wyer was renowned for unrelenting sternness. He repeatedly insisted that staff “check, check, check” every aspect of the cars’ systems and their own work. This mirrored military pre-mission inspections and redundancy protocols designed to eliminate failures caused by oversight. Reliability was paramount in 24-hour endurance racing, where mechanical DNFs were as common as accidents; Wyer’s teams minimized such avoidable retirements through exhaustive scrutiny.
- Continuous training and drills — Practice was not limited to race weekends. Mechanics, engineers, and drivers rehearsed procedures (pit stops, repairs, strategy execution) in a manner analogous to military unit drills conducted between operations. This built muscle memory and reduced errors under the fatigue and stress of a long race.
- Clear hierarchy, high standards, and discipline — Wyer ran operations with a command structure that demanded accountability. He did not suffer fools and maintained rigid standards for everyone from drivers to mechanics. Team members such as long-time collaborator John Horsman (chief engineer) and later David Yorke (a WWII fighter pilot who became racing manager) fit into this professional, no-nonsense culture. The approach produced a “military-grade operation” capable of punching above its weight against better-resourced manufacturer teams.
- Focus on logistics and resources — Like a special-forces unit that prioritizes the right tools and support, Wyer insisted on high-quality equipment and thorough logistical planning (e.g., the long-term use of the Hotel de France near Le Mans as a secure base for preparation and recovery).
He valued unified command (he disliked the divided leadership he encountered early in the Ford GT40 program) and preferred lean, focused organizations over sprawling bureaucracies—again echoing elite military units that prioritize agility and cohesion over size.
Strengths, Critiques, and Legacy
Strengths: The method produced exceptional reliability and strategic execution in the most demanding form of motorsport. It allowed smaller or underdog efforts (Aston Martin in the 1950s; independent JWA later) to defeat larger works teams. Contemporaries compared his pit-lane generalship to figures such as Alfred Neubauer (Mercedes) or later Roger Penske.
Potential downsides: The stern, exacting personality could be intimidating. Some accounts describe him as “Mr. Grumpy” who instilled rigid discipline and did not tolerate mediocrity. In environments with divided authority (early Ford), friction arose. The style favored control and preparation over improvisation, which suited endurance racing but might have felt restrictive to more free-spirited personalities.
Overall, Wyer’s military-inspired approach—emphasizing elite equipment, intensive training, constant verification, hierarchical discipline, and mission-focused execution—became a benchmark for professional team management in sports-car racing. It directly contributed to four Le Mans victories under his direction and multiple world titles, leaving a lasting template for how high-stakes endurance teams should operate.
1956 DBR1
2017 SOLD for $ 22.6M by RM Sotheby's
When David Brown buys Aston Martin and Lagonda in 1947, his ambition is to lead Aston Martin to win at the 24 hours of Le Mans by relying on the innovative achievements of both brands. Twelve years of stubborn efforts will follow.
The valiant DB3S manages to sneak into the podiums of the endurance competitions but is not powerful enough against Ferrari, Jaguar and Maserati. The changes in Le Mans regulation for limiting the volume in the prototype category are favorable to Ferrari and Aston Martin. The two brands launch ambitious developments : the 250 TR in 1957 for Ferrari and the DBR1 (David Brown Racing 1) in 1956 for Aston Martin.
The first DBR1 car (DBR1/1) is assembled in 1956 with a 3-liter engine sometimes replaced until 1958 by a 2.5-liter engine to comply with the new regulations of some competitions. In 1957 a second DBR1 is made, along with two DBR2 equipped with a larger engine that will be upgraded in two phases to 4.2 liters. Three additional DBR1 will follow.
This model is perfect for the 1000 Km Nürburgring won in 1957 by DBR1/2, in 1958 by DBR1/3, and in 1959 by DBR1/1 with Stirling Moss and Jack Fairman. Taking advantage of Ferrari's misfortune, DBR1/2 realizes at last its boss's dream by winning the 24 Hours of Le Mans in 1959. After a final DBR1/2 victory at Goodwood, Aston Martin stops the competition probably due to financial difficulties and the cars continue their careers with private teams.
Painstakingly maintained as close as possible to its 1959 configuration with the cooperation of the former chief designer of the DBR project, DBR1/1 was sold for $ 22.6M by RM Sotheby's on August 18, 2017, lot 148. It is equipped with a replica engine of the correct configuration and accompanied by its 3-liter engine of 1959.
Wikimedia shares an image of DBR1/1 driven by Carroll Shelby at Sebring in 1958. Attribution : By C5813 (Own work) [CC BY-SA 4.0 (http://creativecommons.org/licenses/by-sa/4.0)], via Wikimedia Commons
The Aston Martin DBR1/1 (chassis number DBR1/1), the very first of only five DBR1 racing cars built, was sold by RM Sotheby's at their Monterey auction on August 18, 2017, as lot 148 for $22,550,000 USD. This set a world record price for any British automobile ever sold at auction (a record that stood for several years) and remains one of the highest prices achieved for an Aston Martin.
This specific car holds immense significance in Aston Martin's history as the prototype and foundational example of the DBR1 model, which represented the culmination of David Brown's long-standing ambition (since acquiring the company in 1947) to win the 24 Hours of Le Mans and dominate sports car racing.The DBR1 series as a whole is widely regarded as the most important and successful racing Aston Martin of the classic era:
The 2017 sale highlighted its rarity (one of the few factory DBR1s to enter private hands publicly) and historical prestige, often compared to icons like the Ferrari 250 GTO or Mercedes-Benz 300 SLR in terms of significance to its marque. It underscored Aston Martin's racing heritage at a time when the brand was re-emphasizing its performance roots.
The valiant DB3S manages to sneak into the podiums of the endurance competitions but is not powerful enough against Ferrari, Jaguar and Maserati. The changes in Le Mans regulation for limiting the volume in the prototype category are favorable to Ferrari and Aston Martin. The two brands launch ambitious developments : the 250 TR in 1957 for Ferrari and the DBR1 (David Brown Racing 1) in 1956 for Aston Martin.
The first DBR1 car (DBR1/1) is assembled in 1956 with a 3-liter engine sometimes replaced until 1958 by a 2.5-liter engine to comply with the new regulations of some competitions. In 1957 a second DBR1 is made, along with two DBR2 equipped with a larger engine that will be upgraded in two phases to 4.2 liters. Three additional DBR1 will follow.
This model is perfect for the 1000 Km Nürburgring won in 1957 by DBR1/2, in 1958 by DBR1/3, and in 1959 by DBR1/1 with Stirling Moss and Jack Fairman. Taking advantage of Ferrari's misfortune, DBR1/2 realizes at last its boss's dream by winning the 24 Hours of Le Mans in 1959. After a final DBR1/2 victory at Goodwood, Aston Martin stops the competition probably due to financial difficulties and the cars continue their careers with private teams.
Painstakingly maintained as close as possible to its 1959 configuration with the cooperation of the former chief designer of the DBR project, DBR1/1 was sold for $ 22.6M by RM Sotheby's on August 18, 2017, lot 148. It is equipped with a replica engine of the correct configuration and accompanied by its 3-liter engine of 1959.
Wikimedia shares an image of DBR1/1 driven by Carroll Shelby at Sebring in 1958. Attribution : By C5813 (Own work) [CC BY-SA 4.0 (http://creativecommons.org/licenses/by-sa/4.0)], via Wikimedia Commons
The Aston Martin DBR1/1 (chassis number DBR1/1), the very first of only five DBR1 racing cars built, was sold by RM Sotheby's at their Monterey auction on August 18, 2017, as lot 148 for $22,550,000 USD. This set a world record price for any British automobile ever sold at auction (a record that stood for several years) and remains one of the highest prices achieved for an Aston Martin.
This specific car holds immense significance in Aston Martin's history as the prototype and foundational example of the DBR1 model, which represented the culmination of David Brown's long-standing ambition (since acquiring the company in 1947) to win the 24 Hours of Le Mans and dominate sports car racing.The DBR1 series as a whole is widely regarded as the most important and successful racing Aston Martin of the classic era:
- It was designed by Ted Cutting as a lightweight, multi-tubular space-frame sports racer with a potent 3.0-liter (later up to ~3.7-liter) straight-six engine.
- The model delivered Aston Martin's only outright victory at the 24 Hours of Le Mans in 1959 (achieved by sister car DBR1/2, driven by Carroll Shelby and Roy Salvadori), ending years of near-misses against dominant Ferrari and other rivals.
- In 1959, Aston Martin won the World Sports Car Championship—the first (and only) time a British manufacturer claimed this title—with the DBR1 securing multiple victories, including a hat-trick at the Nürburgring 1000 km (DBR1/1 itself won there in 1959).
- Legendary drivers like Stirling Moss, Roy Salvadori, Tony Brooks, Carroll Shelby, Jack Brabham, and others piloted various DBR1 chassis to success.
The 2017 sale highlighted its rarity (one of the few factory DBR1s to enter private hands publicly) and historical prestige, often compared to icons like the Ferrari 250 GTO or Mercedes-Benz 300 SLR in terms of significance to its marque. It underscored Aston Martin's racing heritage at a time when the brand was re-emphasizing its performance roots.
The Aston Martin DBR1 stands as the marque’s most successful and iconic pure racing car, best known for delivering Aston Martin’s only outright victory at the 24 Hours of Le Mans (1959) and the 1959 World Sportscar Championship.
Designed by Ted Cutting as a clean-sheet sports-racer (no longer constrained by production-based rules that applied to earlier models like the DB3S), it featured a lightweight multi-tubular spaceframe chassis, torsion-bar suspension (trailing arms front; de Dion rear with longitudinal torsion bars and Watt linkage), a David Brown five-speed transaxle, and a front-mounted straight-six engine. Early cars used a 2.5-litre version; most competition success came with the 3.0-litre (2,992 cc) all-alloy unit producing around 250 hp. Dry weight was approximately 801 kg (1,765 lb). Only five examples were built (DBR1/1 through DBR1/5, 1956–1959).
Key Racing Achievements
The DBR1 competed primarily in the World Sportscar Championship and major non-championship events from 1956 to the early 1960s (works team through 1959; privateers afterward). It recorded numerous wins and strong results against Ferrari, Maserati, Jaguar, and Porsche opposition, driven by stars including Stirling Moss, Tony Brooks, Roy Salvadori, Carroll Shelby, Jack Brabham, Jack Fairman, Maurice Trintignant, Paul Frère, and later Jim Clark.
Major works successes include:
Chassis highlights:
After the 1959 triumphs, David Brown withdrew the works team from sports-car racing to focus on Formula 1 (with the less successful DBR4/DBR5). The cars were sold to privateers (e.g., Border Reivers, Essex Racing Stable). Notable later results included a 3rd at the 1960 Le Mans (Clark/Salvadori in DBR1/3) and further national wins into 1961. By the early 1960s they had largely retired from front-line competition.
The DBR1’s legacy is profound: it fulfilled David Brown’s long-standing ambition for Le Mans glory and a world title, elevating Aston Martin’s international reputation during a Ferrari-dominated era. It remains one of the most valuable and revered British racing cars — DBR1/1 sold for a then-record ~$22.55 million in 2017. Surviving examples appear regularly in historic events (Goodwood, Le Mans Classic, etc.) and museums. Design cues have influenced later Aston Martins, and the car symbolizes the peak of the brand’s 1950s works racing effort under John Wyer.
In short, the DBR1 transformed Aston Martin from a respected contender into a world-beater, leaving an enduring mark as the car that delivered the marque’s greatest racing achievements.
Designed by Ted Cutting as a clean-sheet sports-racer (no longer constrained by production-based rules that applied to earlier models like the DB3S), it featured a lightweight multi-tubular spaceframe chassis, torsion-bar suspension (trailing arms front; de Dion rear with longitudinal torsion bars and Watt linkage), a David Brown five-speed transaxle, and a front-mounted straight-six engine. Early cars used a 2.5-litre version; most competition success came with the 3.0-litre (2,992 cc) all-alloy unit producing around 250 hp. Dry weight was approximately 801 kg (1,765 lb). Only five examples were built (DBR1/1 through DBR1/5, 1956–1959).
Key Racing Achievements
The DBR1 competed primarily in the World Sportscar Championship and major non-championship events from 1956 to the early 1960s (works team through 1959; privateers afterward). It recorded numerous wins and strong results against Ferrari, Maserati, Jaguar, and Porsche opposition, driven by stars including Stirling Moss, Tony Brooks, Roy Salvadori, Carroll Shelby, Jack Brabham, Jack Fairman, Maurice Trintignant, Paul Frère, and later Jim Clark.
Major works successes include:
- 1957: First World Championship win at the Nürburgring 1000 km (Brooks/Cunningham-Reid in DBR1/2). Additional victories at Spa (Brooks).
- 1958: Nürburgring 1000 km win (Moss/Brabham in DBR1/3). Dominant 1-2-3 at the Goodwood Tourist Trophy (Moss/Brooks winning in DBR1/2). Second in the Constructors’ Championship.
- 1959 (pinnacle year):
- Nürburgring 1000 km win (Moss/Fairman in DBR1/1) — third consecutive victory there for the model.
- 24 Hours of Le Mans: Overall win for DBR1/2 (Shelby/Salvadori), with DBR1/4 (Trintignant/Frère) second — a famous 1-2 finish, 25 laps ahead of the next car. This remains Aston Martin’s sole overall Le Mans victory.
- Goodwood Tourist Trophy win (Shelby/Fairman/Moss in DBR1/2), clinching the World Sportscar Championship for Aston Martin (its only title). The three consecutive major wins (Nürburgring–Le Mans–TT) matched a contemporary Ferrari record.
Chassis highlights:
- DBR1/2: The most successful — Spa, Nürburgring (1957), Goodwood TT (1958 & 1959), and the 1959 Le Mans winner (plus a 1960 privateer win at Rouen).
- DBR1/1: 1959 Nürburgring winner (critical to the championship points).
- DBR1/3: 1958 Nürburgring winner; later privateer success including a 1961 Charterhall win.
- DBR1/4: Converted from the short-lived DBR3; finished second at 1959 Le Mans.
- DBR1/5: The sole privateer example sold new (to Graham Whitehead).
After the 1959 triumphs, David Brown withdrew the works team from sports-car racing to focus on Formula 1 (with the less successful DBR4/DBR5). The cars were sold to privateers (e.g., Border Reivers, Essex Racing Stable). Notable later results included a 3rd at the 1960 Le Mans (Clark/Salvadori in DBR1/3) and further national wins into 1961. By the early 1960s they had largely retired from front-line competition.
The DBR1’s legacy is profound: it fulfilled David Brown’s long-standing ambition for Le Mans glory and a world title, elevating Aston Martin’s international reputation during a Ferrari-dominated era. It remains one of the most valuable and revered British racing cars — DBR1/1 sold for a then-record ~$22.55 million in 2017. Surviving examples appear regularly in historic events (Goodwood, Le Mans Classic, etc.) and museums. Design cues have influenced later Aston Martins, and the car symbolizes the peak of the brand’s 1950s works racing effort under John Wyer.
In short, the DBR1 transformed Aston Martin from a respected contender into a world-beater, leaving an enduring mark as the car that delivered the marque’s greatest racing achievements.
1959 DP199
2017 SOLD for $ 6.8M by RM Sotheby's
Everything goes very well for Aston Martin. Unveiled in September 1958 the new grand tourer DB4 will be a success. By winning for the first time at Le Mans in 1959 with the DBR1 the British brand also takes the FIA title of world sports-car champion.
The team manager John Wyer and the chief engineer Ted Cutting are brainstorming. They will cut five inches in a DB4 to produce a cheap and cheerful GT. This shortening to gain some weight is concomitant with the shortening by Ferrari of the chassis 250 GT for improving the handling. The project is accepted by Aston Martin under the acronym DP-199 (DP stands for Design Project).
The prototype DP199/1 is tested at Le Mans in April 1959. Stirling Moss, always keen to drive a new machine, convinces Aston Martin to engage the car on May 2 at Silverstone in a 12-lap race in the GT class. Moss wins the pole position, the race and the lap record without even pushing the engine beyond 5,500 rpm.
The demonstration is impeccable. The prototype remains unique but its technical solutions pave the way for the entire Aston Martin GT line starting with the DB4 GT and the highly efficient DB4 GT Zagato.
In a first phase DP199/1 was fitted alternately with a 3.7-liter engine and a 3-liter engine to meet the regulations of various competitions. It has been restored in a configuration prior to 1961 when it left the factory team to be sold to a private owner. It retains its 3.7-liter engine of that period and has not suffered clumsy enhancements. It never had an accident and its body is remarkably original.
Cutting had met Wyer's expectation. Despite an intensive use DP199/1 is still today light, lively and easy to drive fast, inspiring confidence. It was sold for $ 6.8M by RM Sotheby's on August 18, 2017, lot 147.
The team manager John Wyer and the chief engineer Ted Cutting are brainstorming. They will cut five inches in a DB4 to produce a cheap and cheerful GT. This shortening to gain some weight is concomitant with the shortening by Ferrari of the chassis 250 GT for improving the handling. The project is accepted by Aston Martin under the acronym DP-199 (DP stands for Design Project).
The prototype DP199/1 is tested at Le Mans in April 1959. Stirling Moss, always keen to drive a new machine, convinces Aston Martin to engage the car on May 2 at Silverstone in a 12-lap race in the GT class. Moss wins the pole position, the race and the lap record without even pushing the engine beyond 5,500 rpm.
The demonstration is impeccable. The prototype remains unique but its technical solutions pave the way for the entire Aston Martin GT line starting with the DB4 GT and the highly efficient DB4 GT Zagato.
In a first phase DP199/1 was fitted alternately with a 3.7-liter engine and a 3-liter engine to meet the regulations of various competitions. It has been restored in a configuration prior to 1961 when it left the factory team to be sold to a private owner. It retains its 3.7-liter engine of that period and has not suffered clumsy enhancements. It never had an accident and its body is remarkably original.
Cutting had met Wyer's expectation. Despite an intensive use DP199/1 is still today light, lively and easy to drive fast, inspiring confidence. It was sold for $ 6.8M by RM Sotheby's on August 18, 2017, lot 147.
1960 DB4 GT Bertone
2013 SOLD for £ 3.25M by Bonhams
Italy dominates the market of Gran Turismo cars, and brands from the rest of Europe subcontract to the best Italian specialists. Aston Martin is one of the most ambitious.
The DB4 already has a strong Italian inspiration, but it is not enough to conquer the market. In 1960, the British brand is looking for new alliances, and has some DB4 GT coachworked by Zagato and Bertone.
The Zagato will have some success and 20 cars will be made. However the first DB4 GT Bertone coupe will not have a follow. It is believed that the failure of the Bertone project is not due to a competition from Ferrari but to the success of a new British chassis, the E-type by Jaguar.
The unique DB4 GT Bertone passed into private hands, but has been restored and maintained regularly by the workshops of Aston Martin. It was sold for £ 3.25M by Bonhams on May 18, 2013, lot 239. Please watch the video shared by the auction house.
This auction had been taking place in the Aston Martin facilities in Newport Pagnell and only offered cars made by Aston Martin and Lagonda.
The DB4 already has a strong Italian inspiration, but it is not enough to conquer the market. In 1960, the British brand is looking for new alliances, and has some DB4 GT coachworked by Zagato and Bertone.
The Zagato will have some success and 20 cars will be made. However the first DB4 GT Bertone coupe will not have a follow. It is believed that the failure of the Bertone project is not due to a competition from Ferrari but to the success of a new British chassis, the E-type by Jaguar.
The unique DB4 GT Bertone passed into private hands, but has been restored and maintained regularly by the workshops of Aston Martin. It was sold for £ 3.25M by Bonhams on May 18, 2013, lot 239. Please watch the video shared by the auction house.
This auction had been taking place in the Aston Martin facilities in Newport Pagnell and only offered cars made by Aston Martin and Lagonda.
DB4 GT Zagato
After the great successes of 1959 Aston Martin terminates its works teams in Grand Touring and then in Formula 1. The development efforts concerning the DB4GT include however competition versions. The domination of Ferrari calls for weight reduction for which Aston Martin cooperates with Carrozzeria Zagato. The DB4 GT Zagato coupe was unveiled at the 1960 London Motor Show.
The DB4 GT Zagato is a lightweight car in which most of the elements previously in steel have been replaced by aluminum. With its rounded forms specially designed for aerodynamics, it looks like an Italian car without being close to a Ferrari.
Designed for the road with a willingness of compatibility with the competition, it is stripped of all unnecessary equipment and can be directly compared with the 250 GT SWB Berlinetta Competizione developed by Ferrari in 1959.
The racing success did not meet the expectations of Aston Martin and the release of the Ferrari 250 GTO diverted from the English brand the customers of high-end Italian cars. The production of the DB4 GT Zagato is stopped after the 19th unit. Due to the popularity of cars from this prestigious period, the six remaining Zagato bodies are assembled from 1988 on old DB4 chassis upgraded to DB4 GT specification.
The Aston Martin DB4 GT Zagato (often called GTZ) had a brief but notable period racing career primarily in 1961–1963, as a lightweight evolution of the DB4 GT intended to challenge Ferrari’s 250 GT SWB Berlinettas (and later GTOs) in GT racing.
Only 19 original cars were built (1960–1963). Aston Martin had withdrawn from works endurance racing after 1960, so competition support went mainly to privateers, especially John Ogier’s Essex Racing Stable (with strong factory backing). Four chassis (notably 0182/R “1 VEV,” 0183/R “2 VEV,” 0191, and 0193) were prepared to lighter DP207/DP209 specifications for racing, featuring reduced weight (down to ~1,030–1,100 kg in super-lightweight form), optimized suspension, higher-tolerance engines, and (on DP209 cars) a lower roofline, broader rear wings, reshaped tail, and longer/flatter nose.
Background and Development
The standard DB4 GT (shorter wheelbase, triple Webers, twin-plug ignition, ~302 hp) was competitive in British events but struggled against Ferraris internationally. Zagato’s lighter aluminum body (saving ~50+ kg), more aerodynamic shape by Ercole Spada, and uprated ~314 hp engine (higher 9.7:1 compression) aimed to close the gap. Top speed was around 153–160 mph, with 0–60 mph in ~6 seconds.
Key Period Racing Highlights1961 debut and early success
Many cars later enjoyed successful second careers in historic racing and concours (e.g., Goodwood Revival appearances). Detailed results databases (such as Racing Sports Cars) document dozens of starts across 1961–1964, predominantly in British national events plus select European endurance races.
The model’s competition story is inextricably linked to its dual identity: a road-legal grand tourer that could (and did) race at the highest levels of its day against the era’s most iconic rivals.
The DB4 GT Zagato is a lightweight car in which most of the elements previously in steel have been replaced by aluminum. With its rounded forms specially designed for aerodynamics, it looks like an Italian car without being close to a Ferrari.
Designed for the road with a willingness of compatibility with the competition, it is stripped of all unnecessary equipment and can be directly compared with the 250 GT SWB Berlinetta Competizione developed by Ferrari in 1959.
The racing success did not meet the expectations of Aston Martin and the release of the Ferrari 250 GTO diverted from the English brand the customers of high-end Italian cars. The production of the DB4 GT Zagato is stopped after the 19th unit. Due to the popularity of cars from this prestigious period, the six remaining Zagato bodies are assembled from 1988 on old DB4 chassis upgraded to DB4 GT specification.
The Aston Martin DB4 GT Zagato (often called GTZ) had a brief but notable period racing career primarily in 1961–1963, as a lightweight evolution of the DB4 GT intended to challenge Ferrari’s 250 GT SWB Berlinettas (and later GTOs) in GT racing.
Only 19 original cars were built (1960–1963). Aston Martin had withdrawn from works endurance racing after 1960, so competition support went mainly to privateers, especially John Ogier’s Essex Racing Stable (with strong factory backing). Four chassis (notably 0182/R “1 VEV,” 0183/R “2 VEV,” 0191, and 0193) were prepared to lighter DP207/DP209 specifications for racing, featuring reduced weight (down to ~1,030–1,100 kg in super-lightweight form), optimized suspension, higher-tolerance engines, and (on DP209 cars) a lower roofline, broader rear wings, reshaped tail, and longer/flatter nose.
Background and Development
The standard DB4 GT (shorter wheelbase, triple Webers, twin-plug ignition, ~302 hp) was competitive in British events but struggled against Ferraris internationally. Zagato’s lighter aluminum body (saving ~50+ kg), more aerodynamic shape by Ercole Spada, and uprated ~314 hp engine (higher 9.7:1 compression) aimed to close the gap. Top speed was around 153–160 mph, with 0–60 mph in ~6 seconds.
Key Period Racing Highlights1961 debut and early success
- First major outing: Easter Monday Goodwood Fordwater Trophy (chassis 0200/R, the 1960 Earls Court show car), driven by Stirling Moss for Rob Walker. Finished 3rd behind an Aston Martin DB4 GT and a Ferrari 250 GT SWB.
- Le Mans 24 Hours: Three entries (Essex’s 1 VEV and 2 VEV, plus Jean Kerguen’s car). All retired (primarily engine issues such as head gaskets).
- First victory: July British Grand Prix support race at Aintree (2 VEV / Lex Davison), taking the lead on the last lap from a Jaguar E-Type.
- Goodwood Tourist Trophy (FIA GT Cup): Roy Salvadori (1 VEV) 3rd; Jim Clark (2 VEV) 4th.
- Other strong results included 2nd for Tony Maggs (1 VEV) at Monza Coppa Inter-Europa and 6th for Clark/Innes Ireland (1 VEV) in the Paris 1000 km.
- Continued British and European appearances. Chassis 0200/R (Mike Salmon) scored class/overall placings at Silverstone and elsewhere.
- Le Mans: Two entries (including 0200/R for Salmon/Baillie and a Kerguen car); both retired (e.g., blown piston after ~9.5 hours for 0200/R).
- Spa: 2 VEV crashed heavily and was later rebuilt to DP209 specification (a replacement chassis effectively continued under the same registration).
- Goodwood Tourist Trophy: Multiple DNFs, including Clark in the rebuilt 2 VEV.
- Privateer successes continued in national events.
- Activity tapered as Ferrari 250 GTOs dominated. Remaining results included class wins and podium finishes in British club/national races (e.g., for owners like David Skailes and Brian Hetreed with chassis such as 0191/R and 0200/R).
- One notable privateer campaign was chassis DB4GT/0186/R (the car discussed previously), the only example delivered new to Australia. In the 1962 Australian season it scored multiple overall and class wins (Calder, Longford/South Pacific GT Championship, Silverdale Hillclimb, Katoomba, etc.) with drivers Doug Whiteford, Laurie O’Neill, and Ian Geoghegan before rule changes favoring purpose-built cars ended its campaign.
Many cars later enjoyed successful second careers in historic racing and concours (e.g., Goodwood Revival appearances). Detailed results databases (such as Racing Sports Cars) document dozens of starts across 1961–1964, predominantly in British national events plus select European endurance races.
The model’s competition story is inextricably linked to its dual identity: a road-legal grand tourer that could (and did) race at the highest levels of its day against the era’s most iconic rivals.
1961 14/19 (titled 1962)
2015 SOLD for $ 14.3M by RM Sotheby's
Chassis DB4GT/0186/R (engine 370/0186/GT), a 1962 Aston Martin DB4 GT Zagato (14th of 19 built by date / 11th by sequential numbering), passed as Lot 338 at RM Sotheby’s Monterey Auction on 15 August 2026, estimated at $12–15 million USD.
It previously sold at RM Sotheby’s New York – Driven By Disruption sale on 10 December 2015 as lot 215 for $14.3 million USD.
This car had been completed in December 1961 to prepare for the 1962 season in which it had a significant racing history in Australia. It was restored in 2002 with the collaboration of the Carrozzeria Zagato.
Key Features
Completed December 1961 (factory records/British Motor Industry Heritage Trust) and delivered new to Australian owner Laurie O’Neill (the only DB4 GT Zagato originally sold to Australia) via Tozer Kemsley & Millbourne.
It competed successfully in the 1962 Australian sports car season (primarily GT class):
It previously sold at RM Sotheby’s New York – Driven By Disruption sale on 10 December 2015 as lot 215 for $14.3 million USD.
This car had been completed in December 1961 to prepare for the 1962 season in which it had a significant racing history in Australia. It was restored in 2002 with the collaboration of the Carrozzeria Zagato.
Key Features
- Lightweight aluminum Zagato coachwork (designed by Gianni Zagato/Celestino Zoppi / Ercole Spada influence) on the shortened DB4 GT chassis (95-inch wheelbase). Only 19 examples were produced (1960–1963), making them rarer than contemporary Ferrari 250 GT SWB Berlinettas or California Spiders.
- 3,670 cc DOHC twin-plug alloy inline-six (Tadek Marek design) with higher compression, triple Weber 45 DCOE carburetors, producing ~314 hp.
- Close-ratio gearbox, Powr-Lok limited-slip differential, Girling disc brakes, and other competition-oriented components. Original factory specification included Avon T.S. tires and a Lucas dynamo.
- Originally finished in Desert White over red leather; currently finished in Aston Martin Sanction II Works Green after the most recent restoration.
Completed December 1961 (factory records/British Motor Industry Heritage Trust) and delivered new to Australian owner Laurie O’Neill (the only DB4 GT Zagato originally sold to Australia) via Tozer Kemsley & Millbourne.
It competed successfully in the 1962 Australian sports car season (primarily GT class):
- Multiple overall/class wins and strong finishes with drivers Doug Whiteford, Laurie O’Neill, and Ian Geoghegan at venues including Calder, Longford (South Pacific GT Championship), Silverdale Hillclimb, Warwick Farm, and Katoomba. It was clocked at high speeds (e.g., ~141–145 mph) and featured on the cover of the August 1962 Sports Car World. Racing ended after rule changes favored purpose-built open cars.
- 1963: Colin Hyams (shown at 1968 Melbourne Motor Show after a red refinish).
- Later: Alex Copland (returned to white; long-term storage ~20 years).
- By 1988: Nicholas Springer (Switzerland).
- 1993: G.K. Speirs (Scotland); restored/prepared for vintage racing by John Goldsmith and campaigned in the UK (Snetterton, Silverstone, Goodwood) plus Australian events.
- Circa 2000: Peter Read (USA); full restoration by Richard Williams (UK) and Carrozzeria Zagato (Italy, body/chassis work using original bucks where needed). Concour victories included Best of Show at the 2002 Louis Vuitton Concours d’Elegance, Best in Class at 2007 Concorso d’Eleganza Villa d’Este and Pebble Beach, and other awards; also shown at The Quail (2013).
- December 2015: Sold at RM Sotheby’s New York to the current owner.
- Matching-numbers engine retained.
- Predominantly original Zagato bodywork (notable given period racing); nose corrected and other details refined during later work. Survived competition relatively intact (engine and body preserved).
- Comprehensive restorations: Goldsmith (1990s, vintage racing focus); Williams + Zagato (early 2000s, full concours-level); Kevin Kay Restorations (Redding, CA) with consultation from researcher Stephen Archer—initial work 2016, then intensive bare-metal refinish and detailing (correct hardware, trim, window handles, etc.) 2018–2019 for maximum historical accuracy. Finished in Sanction II Works Green.
- Post-restoration results: 3rd in Postwar Sports Racing at 2016 Pebble Beach; class win (Zagato Centennial Postwar), The Vitesse — Elegance Trophy, and one of four Best of Show finalists at 2019 Pebble Beach. Earlier exhibition successes noted above.
- Described as pristine, exquisitely restored, and fastidiously maintained. Offered with restored original owner’s manual, factory build records, period racing documentation/photos, restoration invoices/photos, BMIHT production certificate, and extensive supporting materials. US Title.
1961 ex Essex
2018 SOLD for £ 10M by Bonhams
John Ogier, owner of the Essex Racing Stable private team, desired to maintain a full British participation in international competitions. He bought two DB4GT Lightweight in 1960 and two DB4GT Zagato in 1961 and obtained for his team the support of the factory. At the same time the American sportsman Briggs Cunningham was trying a comparable approach to Jaguar.
In 1962 Aston Martin feels that it will not be enough for winning. Under the project reference MP209, Zagato goes even further in lightening including major changes in body shape.
One of the two 1961 Zagato of Team Essex is heavily damaged in May 1962 at Spa. Major repairs are needed and Aston Martin turns this car into the DP209 configuration. It is again crashed in August 1962 in Gooodwood, this time by the future world champion Jim Clark.
In the high end the victories generate sales. The Aston Martin berlinetta has a lot of issues in competition, including with handling and with tire wear. The collaboration between Aston Martin and Zagato is ended after the 19th car while 25 had been originally planned. Only three cars had received the DP209 configuration. They can be considered as prototypes for the P214 chassis released by Aston Martin in 1963.
The ex-Ogier Zagato DP209 was restored to its 1962 configuration after a road accident in the 1990s. It was sold for £ 10M as lot 335 by Bonhams on July 13, 2018. Please watch the video prepared by the auction house. The rear view is shared by Hipwell on Wikimedia.
In 1962 Aston Martin feels that it will not be enough for winning. Under the project reference MP209, Zagato goes even further in lightening including major changes in body shape.
One of the two 1961 Zagato of Team Essex is heavily damaged in May 1962 at Spa. Major repairs are needed and Aston Martin turns this car into the DP209 configuration. It is again crashed in August 1962 in Gooodwood, this time by the future world champion Jim Clark.
In the high end the victories generate sales. The Aston Martin berlinetta has a lot of issues in competition, including with handling and with tire wear. The collaboration between Aston Martin and Zagato is ended after the 19th car while 25 had been originally planned. Only three cars had received the DP209 configuration. They can be considered as prototypes for the P214 chassis released by Aston Martin in 1963.
The ex-Ogier Zagato DP209 was restored to its 1962 configuration after a road accident in the 1990s. It was sold for £ 10M as lot 335 by Bonhams on July 13, 2018. Please watch the video prepared by the auction house. The rear view is shared by Hipwell on Wikimedia.
3
1962
2021 SOLD for $ 9.5M by RM Sotheby's
The penultimate DB4 GT Zagato had been ordered to Aston Martin by a demanding customer with some unique features such as a slightly heavier aluminum gauge for adding robustness, much chrome for protecting the brass components, and special anti-dust brake covers.
In May 1962, before its completion was declared by the factory, the car was entrusted to Roy Salvadori for testing it in a real competition, the BRSCC race at Brands Hatch.
Salvadori, who was a Formula One driver, had a long experience with Aston Martin in endurance racing, entering each year from 1953 to 1961 the 24 hours of Le Mans with a car of that brand. In association with Carroll Shelby, he had been the winner of the 1959 event in a DBR1. That feat accelerated the availability of the shorter wheelbase for both the DB4 GT and the Ferrari berlinetta.
The Brands Hatch test was highly satisfactory. The Zagato finished second overall behind a 250 GTO and first in class.
Fitted with its original engine and keeping most of the original bespoke goodies, it was sold for $ 9.5M by RM Sotheby's on August 12, 2021, lot 120.
In May 1962, before its completion was declared by the factory, the car was entrusted to Roy Salvadori for testing it in a real competition, the BRSCC race at Brands Hatch.
Salvadori, who was a Formula One driver, had a long experience with Aston Martin in endurance racing, entering each year from 1953 to 1961 the 24 hours of Le Mans with a car of that brand. In association with Carroll Shelby, he had been the winner of the 1959 event in a DBR1. That feat accelerated the availability of the shorter wheelbase for both the DB4 GT and the Ferrari berlinetta.
The Brands Hatch test was highly satisfactory. The Zagato finished second overall behind a 250 GTO and first in class.
Fitted with its original engine and keeping most of the original bespoke goodies, it was sold for $ 9.5M by RM Sotheby's on August 12, 2021, lot 120.
1963 DP215
2018 SOLD for $ 21.5M by RM Sotheby's
Aston Martin was brilliant in competition in 1959 but failed in 1960. The owner, David Brown, does not take the risk of losing money. He terminates his competition team while maintaining his development abilities around manager John Wyer, chief engineer Ted Cutting and engine mechanic Tadek Marek.
Competition rules change frequently. The 1962 edition of the 24 Hours of Le Mans is favorable to prototypes. Aston Martin is interested. The Design Project 212 is an evolution of the DB4 GT with a unique car incorporating a 4-liter 6-cylinder in-line engine and a lightened bodywork validated in the wind tunnel.
For 1963 Aston Martin prepares the DP214 for the GT class with two cars. This project, similar to the DP212, incorporates bodywork modifications to mitigate the risk of rear lifting.
John Wyer appreciates the motivation and skill of his teams. Under the reference DP215 he requests an additional car for the same competition, with other characteristics for the prototype class. Engineers have two months left to accomplish this feat, with an extremely limited budget.
DP215 has an engine of the same model as DP212 and the five-speed gearbox from the DBR1. The chassis is new, to receive a possible V8 engine. The engine position is lowered.
At the Le Mans practice, the DP215 driven by Phil Hill and Lucien Bianchi is the first car timed at more than 300 Km/h at Mulsanne. Both DP214 achieve a similar performance. None of the three cars finish the 24 hours : at the beginning of the third hour, the transmission of the DP215 is broken.
During its next race at Reims it becomes obvious that the gearbox is undersized for the engine power. After a demonstration run in the same year at Brands Hatch, DP215 abandons the competition. In November 1963 the Aston Martin Racing Department is closed. John Wyer had already left the company.
Its current owner commissioned a gearbox copying that of the DP212 and recovered its original engine that had been installed in the only DP214 survivor. The DP215 was restarted into a working condition close to the original configuration including the spare DP214/215 bodywork built in period by Aston Martin. It was sold for $ 21.5M by RM Sotheby's on August 23, 2018, lot 141.
Please watch the video prepared by the auction house. The image is shared by Wikimedia with attribution By Redsimon [CC BY 3.0 (https://creativecommons.org/licenses/by/3.0)], from Wikimedia Commons
Competition rules change frequently. The 1962 edition of the 24 Hours of Le Mans is favorable to prototypes. Aston Martin is interested. The Design Project 212 is an evolution of the DB4 GT with a unique car incorporating a 4-liter 6-cylinder in-line engine and a lightened bodywork validated in the wind tunnel.
For 1963 Aston Martin prepares the DP214 for the GT class with two cars. This project, similar to the DP212, incorporates bodywork modifications to mitigate the risk of rear lifting.
John Wyer appreciates the motivation and skill of his teams. Under the reference DP215 he requests an additional car for the same competition, with other characteristics for the prototype class. Engineers have two months left to accomplish this feat, with an extremely limited budget.
DP215 has an engine of the same model as DP212 and the five-speed gearbox from the DBR1. The chassis is new, to receive a possible V8 engine. The engine position is lowered.
At the Le Mans practice, the DP215 driven by Phil Hill and Lucien Bianchi is the first car timed at more than 300 Km/h at Mulsanne. Both DP214 achieve a similar performance. None of the three cars finish the 24 hours : at the beginning of the third hour, the transmission of the DP215 is broken.
During its next race at Reims it becomes obvious that the gearbox is undersized for the engine power. After a demonstration run in the same year at Brands Hatch, DP215 abandons the competition. In November 1963 the Aston Martin Racing Department is closed. John Wyer had already left the company.
Its current owner commissioned a gearbox copying that of the DP212 and recovered its original engine that had been installed in the only DP214 survivor. The DP215 was restarted into a working condition close to the original configuration including the spare DP214/215 bodywork built in period by Aston Martin. It was sold for $ 21.5M by RM Sotheby's on August 23, 2018, lot 141.
Please watch the video prepared by the auction house. The image is shared by Wikimedia with attribution By Redsimon [CC BY 3.0 (https://creativecommons.org/licenses/by/3.0)], from Wikimedia Commons
1965 James Bond DB5
2019 SOLD for $ 6.4M by RM Sotheby's
The third James Bond film was based on Goldfinger, a novel published by Ian Fleming in 1959. In the book, 007 was driving an Aston Martin DB3. A delegation from the production team decides that the most recent model, the DB5 coupe, will suit the new movie. With its bodywork designed by Touring, this English car has an Italian elegance.
In the previous film, From Russia with Love, the special effects were concentrated in a faked briefcase. The Goldfinger DB5 will accommodate the gadgets for the perfect spy, for example the emission of a smoke screen, the ejector seat, the retractable roof. Everyone added his idea. The rotating license plate operated from the dashboard comes from a participant's dream of leaving a parking lot without paying.
The team in charge of the scenario retains thirteen gadgets powered by a board located in the armrest. The nail ejector is abandoned to avoid giving bad ideas to car users. Two DB5 are purchased. One of them incorporates all the gadgets. The other, intended for scenes of fast driving, will be equipped later.
Released in 1964, Goldfinger is an immediate success. Both cars are collectively referred to as The Most Famous Car in the World. The sales of the DB5 exceed all expectations and its model by Corgi Toys is a huge success.
Thunderball, released in 1965, is using the same cars. The first Bond car mysteriously disappeared in 1997. The other, preserved by a collector in its original condition, was sold for £ 2.9M by RM Auctions on October 27, 2010.
To promote Thunderball by touring the United States, the production team buys two additional cars. This time the gadgets are built by Aston Martin, the repetition of the demonstrations requiring a robustness that was not necessary for the shooting. They are identified as DB5 James Bond Works Replica in the Aston Martin archives.
One of them is in a Dutch museum. The other was sold for $ 2.1M by RM on January 20, 2006. After a meticulous restoration including the full operation of the thirteen gadgets, it was sold for $ 6.4M by RM Sotheby's on August 15, 2019, lot 111. Please watch the video shared by the auction house, with a journalist named Florence in the role of 007.
In the previous film, From Russia with Love, the special effects were concentrated in a faked briefcase. The Goldfinger DB5 will accommodate the gadgets for the perfect spy, for example the emission of a smoke screen, the ejector seat, the retractable roof. Everyone added his idea. The rotating license plate operated from the dashboard comes from a participant's dream of leaving a parking lot without paying.
The team in charge of the scenario retains thirteen gadgets powered by a board located in the armrest. The nail ejector is abandoned to avoid giving bad ideas to car users. Two DB5 are purchased. One of them incorporates all the gadgets. The other, intended for scenes of fast driving, will be equipped later.
Released in 1964, Goldfinger is an immediate success. Both cars are collectively referred to as The Most Famous Car in the World. The sales of the DB5 exceed all expectations and its model by Corgi Toys is a huge success.
Thunderball, released in 1965, is using the same cars. The first Bond car mysteriously disappeared in 1997. The other, preserved by a collector in its original condition, was sold for £ 2.9M by RM Auctions on October 27, 2010.
To promote Thunderball by touring the United States, the production team buys two additional cars. This time the gadgets are built by Aston Martin, the repetition of the demonstrations requiring a robustness that was not necessary for the shooting. They are identified as DB5 James Bond Works Replica in the Aston Martin archives.
One of them is in a Dutch museum. The other was sold for $ 2.1M by RM on January 20, 2006. After a meticulous restoration including the full operation of the thirteen gadgets, it was sold for $ 6.4M by RM Sotheby's on August 15, 2019, lot 111. Please watch the video shared by the auction house, with a journalist named Florence in the role of 007.
2024 Valkyrie Spider
2026 SOLD for $ 4.7M by RM Sotheby's
The Aston Martin Valkyrie is an ultra-exclusive hybrid hypercar, co-developed with Red Bull Advanced Technologies and F1 legend Adrian Newey. It features a naturally aspirated 6.5-liter Cosworth V12 engine (producing around 1,000–1,014 hp) combined with a hybrid system (adding ~160 hp from an electric motor and battery), for a total output of 1,160–1,176 hp and approximately 680–900 Nm of torque (depending on exact figures from sources). It's paired with a 7-speed single-clutch automated manual transmission, rear-wheel drive, and a lightweight carbon-fiber structure.
Key specs include:
2024 Aston Martin Valkyrie Spider (Chassis SCF4KRC47RGS80049), RM Sotheby’s Monterey Auction 2026, Lot 220 (offered Friday, 14 August 2026). Estimate: $3,750,000–$4,250,000 USD. From The Driver’s Philosophy Collection.
Realized price $4,735,000 USD | Sold
Specific vehicle highlights
Key specs include:
- Dry weight: ~1,270–1,385 kg (very low for its power).Top speed: ~220 mph (electronically limited).
- Production: Limited to 150 road-legal coupés (plus Spiders and track variants like AMR Pro).
- Performance: 0–60 mph in about 2.5 seconds; top speed exceeding 215 mph (Spider figures are typically slightly lower with the roof off). A Valkyrie set a Silverstone GP circuit production-car lap record of 1:56.42 in November 2024.
- Construction and aerodynamics: Ultra-lightweight all-carbon-fiber structure (no steel; dry weight just shy of 2,800 lb / ~1,270 kg); active aerodynamics and open Venturi tunnels generating up to ~2,425 lb of downforce; obsessive weight-saving (e.g., aluminum badge, world’s smallest brake light).
- Spider-specific: Removable carbon-fiber roof panel; dihedral (butterfly) doors hinged at the A-pillar (vs. the coupe’s gullwing doors). Cabin is highly driver-focused with near-central seating, low hip-to-heel position, and F1-style controls.
2024 Aston Martin Valkyrie Spider (Chassis SCF4KRC47RGS80049), RM Sotheby’s Monterey Auction 2026, Lot 220 (offered Friday, 14 August 2026). Estimate: $3,750,000–$4,250,000 USD. From The Driver’s Philosophy Collection.
Realized price $4,735,000 USD | Sold
Specific vehicle highlights
- Number 49 of only 85 Valkyrie Spiders produced.
- Single ownership; just 85 miles at cataloguing.
- Delivered with £255,000 worth of factory options.
- Exterior: Alumite Silver with Speed Red graphics (Aston Martin Q); full Inconel exhaust with black tailpipes; gloss black magnesium wheels; gloss exposed carbon fiber exterior elements (including roof, engine cover, and lower body); red brake calipers; “clam vanes”; paint protection film; Aston Martin wings badge in black stainless steel.
- Interior: Exposed twill carbon fiber (and peel-ply), Onyx Black leather seat pads with Spicy Red stitching; large passenger back cushion; black leather steering wheel.
- US Title; currently in the U.S. under a “show or display” NHTSA exemption (limited to 2,500 miles/year; transfer requires NHTSA approval and cannot go to a dealership; inspection requirements apply until the vehicle is at least 25 years old). Invoiced September 2024 and delivered June 2025.
