But, AML had also decided upon a new 170mph 2 seater sportscar to be unveiled at the 1967 London Motor Show, and again, Touring was invited to style the new vehicle, codenamed MP226. Two chassis were built, based on the DB6 chassis, but with de Dion rear suspension and capable of taking the forthcoming V8 engine. Unfortunately by mid 1966, the economy had taken something of a downward turn and demand for the DB6 had dipped considerably. So it was decided that one way to stimulate sales was to bring the new car to the Paris and London Motor Shows in September and October 1966 – one whole year earlier than initially planned. Needless to say, Touring had to work flat out so that an acceptable rolling shells could be displayed for the shows. Initially, as the car was intended to be sold alongside the DB6, plans were made for limited production – but this would have needed much more development time and would have affected development on the important four seater DBS. Another problem was that the long 6 cylinder engine could only have the cylinder head removed with the engine out of the car – it had to be fitted so far back that it was hard against the bulkhead. So the Touring cars were cancelled – and a short while later, Touring of Milan ceased trading. Two cars were completed; the car shown here is the second example (LHD) and was photographed in the reception at Works Service ai Newport Pagnell.

Initially, when the cars was first shown, they were called ‘DBS’. When the true production DBS was shown a year later in 1967, the Touring prototypes were re-named as DBSC to avoid confusion.

Whilst there were many minor modifications on the series 2, many of these were under the skin. Maybe the only easy way so separate a Series 1 from a Series 2 is the adoption of opening rear quarter lights made with flat glass rather than curved. Also if a DB4 Series 2 is displayed with the bonnet up, it is clear that it is hinges from the front, a feature that was used right through to the end of production of derivatives of the Virage in 2000. The risk of a front opening bonnet is that if the catch was to fail, the bonnet could fly up at speed and obscure the drivers view of the road. The series 2 car also was fitted with uprated front brake callipers.

In order to aid vital engine cooling the sump was enlarged from 14 to 17 pints and the oil pump was also uprated. The much needed oil cooler was only an optional extra (indicated by a scoop under the front bumper) and was only fitted to a small number of cars at the time, although many have had them retrofitted more recently. Other options offered was overdrive and electric windows. Both Series 1 and 2 cars were fitted with the same rear Lucas light clusters as the DB Mark 3. These originated from the Humber Hawk but were also used on the Alvis TD21 and some special bodied Rolls Royce and Bentley motor cars. For some reason, this design are sometimes known as cathedral rear lights.

In total 349 of the Series 2 DB4 were built until the Series 3 was introduced in April 1961.

These are the specifications for the JWW Edition – two versions

• Q Lennox Green Metallic coachwork
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Both increased weight and a greater frontal area dented performance slightly although the DBS was still fast for (almost) a full four seater (141mph, 0-60mph in 7.1 seconds). Identification of the DBS over the later DBS V8 is easily afforded by the attractive wire wheels. The torque produced by the V8 needed stronger alloy wheels to be fitted.

A distinguishing feature of the DBS and DBS V8 are the four quartz iodine headlights set into a new interpretation of the Aston Martin grille. The view of the front shows clearly that the DBS was a very wide car at 183cm (15cm more than the DB6).

There are two distinct series of DBS as distinguished by the AMHT, both of which are illustrated here. The earlier cars, sometimes known as the Series 1 have louvers in the ‘C’ post behind the rear side windows and a plain panel under the rear screen. On introduction of the DBS V8, the 6 cylinder DBS was modified in line with the new car; these later cars are easy to spot as they have no louvers in the ‘C’ post, but do have louvers under the rear window. Other changes to the Series 2, introduced in January 1970, are deepening to the panels under the nose and tail, and a deeper stainless steel sill covers.

Production run of the DBS stretched between September 1967 and April 1972 during which 803 examples were produced.  A few chassis numbers remained unused as the body-in-white initially intended to become the six cylinder cars were actually finished as DBS V8. Thus the DBS, even through it was in production for almost 5 years, they are rarer than the DB5. Although no convertible DBS Volante was made at the Newport Pagnell factory, specialist coach building firms such as Banhams

In the 1969 James Bond film, On Her Majesty’s Secret Service, George Lazenby made his first and last appearance as 007 and drove what appeared to be standard DBS. This car is celebrated in this wonderful site dedicated to the rebuild of a highly accurate 007, DBS replica. – ww.ohmssdbs.com. Another very interesting site featuring the DBS is www.dbsvantage.com. But the most famous DBS was not the Bond car but a car driven by a future Bond, Roger Moore, in the ITC TV programme, The Persuaders. The Bahamas Gold car was adorned with the cherished registration plate BS1 and featured alloy wheels as fitted to the DBS V8 to make the more humble 6 cylinder look like its more powerful younger brother.

The DBS has for many years been seen as the Cinderella of the Aston Martin world, outshone by the earlier seminal DB5 and the more powerful later AM V8 models. Many were cannibalised for their precious engine and gearbox, the rest of the cars were parted out. Nowadays the DBS is very much in the ascendancy and prices have firmed up for both rough barn finds to concours examples.

The first series of DBS and it’s identifying features

This is a later DBS Vantage, a series 2 if you wish, showing the features introduced alongside the DBS V8

There are some people that call the six cylinder DBS, ‘DBS6’ as a way to distinguish the car from the DBS V8. This cannot be in anyway encouraged – the name DBS6 was never been used by the factory and is not recognised by the Aston Martin Heritage Trust.

Most of the updates from the previous series are hidden from  view, such as five windscreen demister vents instead of three, twin bonnet stays and an electric tachometer. The principle external change is to the rear light clusters which are the only really noticeable change in appearance from the earlier cars. Instead of the cathedral rear lights, a polished plate houses the separate indicator, rear/brake light and a red reflector lenses each on heavy polished chrome bases.

With only 165 examples built during 1961 only, the series 3 is one of the scarcest of the DB4 saloons. It was superseded by the series 4 in September 1961. As an option, the DB4 series 3 could be specified with the twin plug, triple Weber GT engine and it is believed that three highly desirable cars were built this way.

The (claimed) 600 bhp 5.9 litre engine (later known to be about 580) featured in the V12 Vantage RS concept was especially developed by Prodrive. It benefited directly from race development and featured a dry sump lubrication system, tuned length exhaust manifolds, forged pistons and steel con-rods, revised lift and duration camshafts and modified cylinder heads. Peak power of 580 bhp was achieved at 6250 rpm and peak torque of 690 Nm at 5000 rpm.

In addition to the engine, V12 Vantage RS was comprehensively re-engineered to cope with such a huge power output and extreme performance. Weight saving was been a priority and the 1600 kg RS was almost the same as the V8 giving a phenomenal power to weight ratio of 375 bhp per tonne. Both the heavily vented bonnet and boot lid were, like the DBS, made from carbon fibre which was also found in great quantity all around the car both inside and out. For the first time on an Aston, there was a supposed deployable spoiler that rose automatically at high speeds to increase rear down force. In fact, we now know that this was totally non functional. Also, as with the DBS, the RS had motor sport-inspired carbon ceramic brake discs.

Quoting Dr Bez from his speech at the launch “We will listen with interest to feedback on this concept and, as ever, if there is sufficient demand then we will seriously consider a low volume production run in the near future with a price that will reflect the exclusivity of the car.” The RS was claimed to reach 200 mph and 0-60 in 4 seconds making it the (equal) fastest road going AM of all time. If you are to believe all that you read on the AMOC forum, within a day of announcement, there had been a monumental and unprecedented surge of interest at dealers worldwide. AM were looking into two possible options for the production car, either a very stripped out track-day special or something significantly more civilised. The outcome of this decision was seen at the Geneva Salon 2009 – the more civilised V12 Vantage won the day. The stripped out version, as previewed by the RS didn’t actually appear until the Vantage GT12 in 2015.

During Autumn 2009 and through to Summer 2010, the V12 Vantage RS Concept was on display at the BMIHT Museum, Gaydon. By that time, the  wheels have been replaced by those fitted to the sports pack V8 Vantage and the dummy pop-up spoiler has been removed. More recently, AML have sold off the car and it is now part of a private collection and has been re-united with the original wheels.

The Bowmore DBX was painted in a striking paint colour, named Bowmore Blue, an existing archive colour which was brought back exclusively by Q by Aston Martin for this car. As an option, the alternative exterior paint colour of Xenon Grey paint was also available. A really neat touch is the Bowmore-branded copper inlays using copper from the original whisky still which have been used to accent the side strakes of the DBX, as a nod to the traditions maintained by the company.

Customers could choose either the Obsidian Monotone or Copper Tan Metallic/Obsidian Duotone interior, both choices accented throughout by flashes of Bowmore Tweed, reflecting the company’s Islay ancestry. In addition, the interior has Q by Aston Martin design details such as polished copper cupholders, and sill plaques, made of recycled copper from the original Bowmore still.

The distinctive and easily identifiable feature of the Mark II are the thermostatically controlled radiator shutters. Cycle type front winds were retained which still turned with the steering. The folded hood was again moved outside the body – not so good looking perhaps but it was more roomy for the rear seat passengers.

The 2/4 seater based on the shorter 8’7” chassis was the most successful and best selling of the 1.5 litre cars with 61 completed over a period a little under two years.