The roofline of the DB2/4 was raised so as to provide extra headroom for rear seat passengers. Also the front windscreen became a single piece full width curved affair. 50 years after it was first seen, the hatchback returned to the Aston Martin range on the AMV8 Vantage concept and into production with the Gaydon built V8 Vantage.

As well as the useful hatchback, the DB2/4 can be distinguished from the earlier car by more substantial bumpers with over-riders. That said, its quite common to see DB2/4’s modified for the track without bumpers fitted.  Also the headlamps were repositioned slightly higher than on early DB2’s as demanded by new safety regulations.

Initially the DB2/4 had, as standard, the 2.6 litre engine (2580 cc, VB6E/) in Vantage tune producing 125 bhp previously an option on the outgoing DB2. Then from mid 1954, an enlarged 2.9 litre (2922 cc, VB6/J) engine was introduced giving a much improved 140 bhp. Once fitted with the larger capacity engine, the 2.9 litre DB2/4 was capable of a genuine 120mph top speed.

While the DB2/4 is regarded as a Feltham car, they were actually built in many different places. The rolling chassis, engines and other parts were made in the David Brown Industries factories at Meltham Mill near Huddersfield and the nearby tractor engine factory at Farsley, both in the county of Yorkshire. David Brown was a Yorkshireman himself of course. The coachwork was assembled by Mulliners of Birmingham from panels made by such people as Airflow Streamline in Northampton. Then the cars eventually arrived at Feltham for final finishing.  However, by 1955 the cars were assembled almost entirely at Farsley in West Yorkshire.  Fully trimmed bodies from coach builders, Mulliners were fitted to the rolling chassis and finished on a production line alongside the David Brown tractors.

How to identify a DB2/4 saloon

The car below is a bit of a mystery. At some time during the 1960’s it has had its bonnet professionally replaced in the style of the later works DB3S.

In total, 451 DB2/4 saloons were built before the model was replaced by the DB2/4 Mark II, late in 1955.

Pictured below is chassis 1934, especially built for Captain George Eyston which he entered the JCC 200 mile race at Brooklands where he finished 3rd and the BARC Whitsun race where he finished 1st.  The next year, he entered the first British Grand Prix at Brooklands although the car retired with a broken fuel pump. Chassis 1934 has just completed a restoration and was shown at the Kensington Palace Centenary Celebrations and the 2013 Concours d’Elegence at Pebble Beach.

Lionel Martin probably concentrated too much effort on racing and not sufficient on the production of Aston Martins. A total of perhaps only 61 cars were built during this era made up of 7 team cars and 54 production cars, insufficient to save the company until the receiver came in 1925 and the demise of Aston Martin looked certain; the first of many such occasions.

54DMF (LML/857) was driven by the young Peter Collins and Graham Whitehead and achieved 11th in class. 55DMF (LML/784) was driven by Maurice Gatsonides, the winning driver from the 1953, partnered by Marcel Becquart. Gatsonides would have almost certainly won had he not missed a secret checkpoint – they eventually came in 7th and 1st in class. 56DMF (LML/855) was driven by Reg Parnell, co-driven by Louis Klementaski and came 17th in class. As third and fourth places were won by privately entered DB2/4’s, Aston Martin were awarded the team prize.

Louis Klementaski was, at the time the official Aston Martin works photographer considered the greatest motor racing photographer of the time, if not ever. Maurice Gatsonides is also famous for another reason: he went on to develop the Gatso speed camera which, ironically has caught out many an over enthusiastic Aston Martin driver.

Later that year, the two entries for the Mille Miglia (#54 and #56) both dropped out due to clutch failure in the early stages.

55DMF was offered as a star lot at the Bonhams & Brookes/AML auction at the Newport Pagnell factory in May 2001.

Initially, the DB2/4’s were first sold with the 2.6 litre VB6E/ engine in Vantage tune as first seen as an option on the DB2, which offered peak power of 125 bhp. From April 1954 until the end of DB2/4 production in October 1955, the 2.9 litre VB6J/ engine with 140 bhp as fitted as standard.

It is believed that 102 DB2/4 Drophead Coupes were built over two years with more than half in right hand drive for the British market. The left hand drive examples are highly desirable partly due to their rarity and the fact that most countries in the world drive on the right.

I’m often asked about the Aston Martin that was driven by Tippi Hedren in the 1963 Alfred Hitchcock film, ‘The Birds’. Well, the AMHT Register tells us that it was a DB2/4 Drophead coupe, chassis number LML/944 that was loaned to Universal Studios in 1963 especially for the film. This famous car still exists and lives in a private collection in the USA.

The DB2/4 Drophead was replaced by the updated DB2/4 Mark II in 1955, the first open Aston Martin with coachwork by Tickfords in Newport Pagnell.

A posting on the AMOC forum by someone who claims to have used the car may shed some light on this mystery. The contributor has stated that he had use of the car through work in the late 1950’s. Apparently the driver parked the car up in a London street whilst he served a little time in prison. During that time, a month or so, the open car was vandalised and then taken away by the authorities, perhaps to be scrapped. I have no way what-so-ever of checking this story but it could well be true. I very very much hope this car will resurface one day but I also fear that it, sadly, may no longer exist.

LML/505

Whilst chassis LML/502 and LML/507 were minimalist stripped out barchettas, LML/505 has the addition substantial overriders in the grille, full height windscreen plus front and rear bumpers. The rolling chassis originally had the 2.6 litre engine, but by the time that the bodywork and trim was completed in Italy, it appears that all chassis had received the more powerful 2992cc Vantage tuned engine, capable of producing 140 bhp. I first saw LML/505 at Andre Blooms Thoroughbreds in the Spring of 2000 whilst finished in light blue. Subsequently 505 has recently been fully finished to a concourse standard and was exhibited at the AMOC spring concourse at Woburn Abbey in May 2004. Not surprisingly, with 98.5 points, the car won outright the Feltham class. At Pebble Beach in 2007, LML/505 claimed third place in the Class for Aston Martin Post-war Coachbuilt Cars.  As of Summer 2013, the car on display in the Blackhawk Collection, Danville, California.

LML/507

Chassis LML/507,  with it’s totally red coachwork, was shown at the Kensington Palace Centenary Celebrations in July 2013. It still carries the ‘Arnolt Aston Martin’ badges that caused David Brown some upset and possibly in part led to AML ceasing to supply roiling chassis to independent coachbuilders. It is in remarkably original condition and is a credit to the owners of the past 60 years.

LML/502

Chassis LML/502, in Rosso Bordeaux, is shown taking part in the 2013 Pebble Beach Tour and the Concours d’Elegence. It is without doubt a 100 point Aston Martin and was 1st in the Aston Martin Centenary Class at Pebble that year.

The car has been owned by various collectors but has seldom been exhibited. Perhaps the first time displayed in the United Kingdom since 2009, the car was offered by auction by Goodings at the 2023 Concours of Élégance, Hampton Court.