The curvaceous styling of the car was by the gifted Frank Feeley who had been at Lagonda from 1926 and was also responsible for the pre-war LG45 Rapide and many post-was Aston Martins. Described as both graceful and modern, it sadly dated rapidly as more modern full width coachwork became the fashion.

The 2.6 Lagonda sold reasonably well in austerity Britain although it was expensive at £3,420 inclusive of tax, heavy (1543 kg), thirsty and not overly fast, struggling to reach 90 mph. The 4 door saloon version was a little cheaper at £3110.

The car shown here is LAG/48/5, the first 2.6 litre drophead coupe, a factory demonstrator, 1948 London Motor Show car which became the personal transport for Mrs David Brown, the wife of the new company chairman.

• Ultramarine Black Paint
• 10-spoke Silver Diamond Turned Wheels
• Bespoke Solid Sterling Silver Lagonda
• Wings Badge with red transparent enamel
• Bespoke Volcano Red Side Strake Housing
• Black Bonnet & Side Strake Meshes
• Q wing badges
• Bespoke two-tone trim split
• Upper Environment- Aurora Blue
• Seats and Lower Environment – Q White Essence Semi-aniline
• Seat Inners – Snowflake Perforation
• Aurora Blue Colour-Keyed Steering Wheel
• Bespoke Red trans-enamel rotaries
• Bespoke Quilt Pattern
• Caspian Blue Carpet with Dark Blue Lambswool Overmats
• Final Edition Sill Plaque
• 3-piece Lagonda Luggage – Aurora Blue leather
• Lagonda Wings embroidery

Now the  final Taraf’s are completed and delivered, AML will probably never build another petrol engined Lagonda. All future Lagonda cars planned to be fully electric vehicles.

Specification for the DB9 Carbon Volante is as follows

• Two-door Volante body style with 2+2 seating, 2015MY
• Carbon Black II or Stratus White coachwork
• North American market cars were also built in Lightning Silver, Ceramic Grey, Morning Frost White,  Tungsten Silver,  Quantum Silver and Meteorite Silver, Volcano Red, Onyx Black and Jet Black
• Black window surrounds
• Carbon fibre side strakes, front splitter, rear diffuser, mirror cars and rear lamp infills
• Graphitic finish on the tail pipes
• Standard or optional sports exhaust
• Black meshes
• Painted or optional Carbon door handles
• Gloss black diamond turned wheels
• Brake callipers in a choice of black, grey, red or yellow
• Black roof with Black Rokona headlining
• Obsidian Black hide (other colours on North American market cars)
• Welt in a choice of black, silver, red or yellow with same or black stitching
• Carbon Fibre facia and door pulls
• Paddle tips in Carbon Fibre or optional red, yellow or silver
• Steering wheel in black leather or Alcantara
• Piano Black air vents
• Black anodised rotary switches
• Black tread plate and pedals
• Special Carbon White sill plaques

Although not believed to be a numbered special edition, only 66 DB9 Carbon Edition Volantes were built.

The specification of the cars reflects elements of the North Coast itself. The Q Bison Brown leather interior is inspired by the North Coast 500 logo and the exterior Q Seychelles Blue is a close match to the logo, and the same colour as Prince Charles’ DB6 Mark II Volante.

In addition, Dunbeath Tweed has been added to the sun visors, door cards, seat inserts and the central powered stowage area to provide an extra Scottish touch, and Dark Ash Open Pore has been chosen for the interior trim to deliver a much more striking look.

Each car is embroidered to the individual edition and comes with its own sill plate for authenticity – making each vehicle extra special. Moreover, as these cars were built by Q by Aston Martin, each car comes with ‘Q’ wing badging and a two-piece luggage set in the same leather and tweed as the car interior.

• 2017MY DB11 V12 coupe, right hand drive
• Seychelles Blue coachwork
• Saltire themed AM wings badges
• Bison Brown leather
• Sun visors, door cards, seat inserts and central storage area in Dunbeath Tweed
• Interior trim in Dark Ash Open Pore
• Numbered sill plates
• Luggage set in Bison Brown leather & Dunbeath Tweed

Aston Martin Lagonda were so impressed with the new coachwork, it was adopted for the upcoming 3.0 litre model. As the new Tickford body was so much heavier, the extra power from the 3.0 litre engine was key as otherwise the newer 3 litre would have been slower than the outgoing 2.6 litre model.

This Startech 510 was first displayed at the 2018 Geneva Motor Show as a showcase for their offering for the DB11. The base car for the 610 is actually the DB11 V8, the engine of which is supplied by AMG; the 610 is an indication that the V8 is boosted to 610 bhp, an increase of 100 bhp over the standard engine. Peak torque increases from 675 to 800 Nm, on tap constantly between 2,000 and 5,000 rpm. How is this achieved? Startech adapt a plug-and-play auxiliary control module, which provides the engine control unit with special mapping for injection and ignition and increases the boost pressure of the turbos as well. The PowerXtra SP610 “powered by BRABUS” performance upgrade allows sprints from rest to 100 km/h in just 3.8 seconds; The top speed increases to 192 mph.

Startech also offer a front spoiler with tall flaps on both sides in either gloss black or carbon, designed to attach to the lower section of the front bumper. Plus a similar choice of side wings, which repeat the styling element of the front flaps ahead of the rear wheels. 21 inch Monostar M wheels featuring five pairs of spokes combined with a hub cover that gives the wheel the appearance of a center lock rim.

In addition to the accessory range, the Geneva show car also had  a bespoke interior using the finest handcrafted leather, Alcantara, and carbon fibre.

Prices as of 2020

• Front add-on elements, high-gloss black – 2.300,00 € excl. VAT, carbon 3.400,00 € excl. VAT
• Side wings – high-gloss black 2.400,00 € excl. VAT, carbon 3.200,00 € excl. VAT
• Front wheels – 990,00 € excl. VAT., rear wheels – 1.180,00 € excl. VAT – plus extra for special colours and tyres
• PowerXtra SP610 – 6.500,00 € excl. VAT
• Bespoke interior – POA

If you like there Startech 610, then you will love the DB11 Cyrus by Mansory.

Under the new Automobile Club De L’Ouest (ACO) technical regulations for 2011, AMR thought it had the ideal opportunity to compete for top honors at the 24 Hour race despite tough competition. The new regulations were designed to properly balance the performance of petrol and diesel powered cars and thus AMR could break the stranglehold of the diesel powered Audi and Peugeot.

Confidence in the new regs was so great that AMR felt able to develop Aston Martin’s first purpose-built racing chassis and racing engine for more than 50 years. The engine was especially daring, a turbocharged straight 6 cylinder and unlike the previous racing V8 and V12’s, was not based on a production power unit. That said, success in the race track could well have lead to a production version being fitted to a future Aston Martin race car.

Work on the new chassis and engine began in early 2010 at the AMR headquarters in Banbury, UK and the first of a planned production run of six cars ran in early 2011. Unlike the leading Audi and Peugeot LMP1 cars, the radical AMR-One  had a fully open cockpit. The body was designed to have minimal downforce and various ducts allowed air to pass through the car rather than over it.

The first race for the AMR-One was the 6 hours of Castellet, also the first round of the Le Mans series in April 2011. The single car entry qualified 11th overall behind a number of what should have been slower LMP2 class cars. In the race itself, the car finished 29th but as it had not completed 70% of the race distance was sadly not classified.

AMR decided to pull out of the next round at Spa and continued testing prior to the 2011 Le Mans 24 hours race where two cars were entered. During the race itself, disaster struck. One AMR-One retired after just two laps, the other car officially retired after four hours although almost all of that time it spent in the pit lane after completing only 4 laps. The AMR-One never turned a wheel in anger ever again. By the Silverstone round of the Le Mans series, the previous V12 engined Lola-Aston Martin LMP1 was again pressed into front line service. It turned out that the older car was both faster and more reliable than the newer one.

By the end of 2011, AMR announced that they had decided to discontinue development on the AMR-One and refocus back onto the GT class with the V8 Vantage GTE. AMR sold off the unused chassis to the racing team, Pescarolo and also to the radical DeltaWing project. The first view of an AMR-One following the premature end of it’s short racing life was at the 2013 Aston Martin Centenary Celebration at Kensington Palace now in private ownership.