Which Aston Martins can be restored?
Aston Martin restoration first concerns the Newport Pagnell cars: the DB4 (1958–1963), DB5 (1963–1965), DB6 (1965–1970), then the DBS, launched in 1967, and the V8s descended from it — coupés, Vantages and Volantes — up to the end of the 1980s. The Virage, the DB7 and the first Vanquish are now joining the ranks of collector cars in turn. Every generation of the marque is presented on the Aston Martin page.
Each raises its own questions: a Superleggera body is not treated like a steel one, and a twin-cam straight six is not rebuilt like a quad-cam V8. Before any estimate, the car is examined; a first opinion is possible from photographs and videos, then the estimate itemises every task.
Superleggera bodywork: aluminium, steel and galvanic corrosion
On the DB4 and DB5, the body follows the Superleggera principle patented by Carrozzeria Touring: a framework of small-diameter steel tubes defines the shape of the car, and the formed aluminium panels are wrapped over it and secured. The whole assembly sits on a steel platform chassis.
Where aluminium meets steel, moisture is enough to trigger galvanic corrosion: the aluminium breaks down into a white powder and the tubes rust, often with nothing showing beneath the paint. To judge it properly, the paint has to come off, and sometimes the panels themselves. Affected tubes are replaced, panels are repaired or remade through aluminium bodywork, and the insulation between the two metals is given particular care on reassembly.
The Tadek Marek straight six: rebuilding a DB engine
The straight six designed by Tadek Marek, with an aluminium block and head and twin overhead camshafts, displaces 3.7 litres in the DB4, then 4.0 litres in the DB5 and DB6. Depending on the version it is fed by SU or Weber carburettors, and the DB6 Mk II offered mechanical fuel injection as an option.
Its rebuild follows a strict method: removal, full strip-down, cleaning, measurement of every component, inspection of the cylinder head and crankshaft, then reassembly to specification and testing. On an aluminium engine the cooling circuit deserves particular attention: electrolysis, the state of the radiator and hoses. Parts are original, of equivalent quality or reconditioned, and their origin is stated. Engine rebuilding has its own page.
The Newport Pagnell V8s: DBS V8, V8 Vantage, Volante
The 5.3-litre quad-cam V8, also designed by Tadek Marek, first appeared in the DBS V8 in 1969. Fed by fuel injection or Weber carburettors depending on the period, it went on to power the V8, Vantage and Volante, then, extensively reworked, the Virage. These are heavy, powerful cars: brakes, suspension, cooling and fuel system are overhauled together with the engine.
Their bodies, aluminium over a steel structure, face the same corrosion risks as the DBs, notably in the sills and floors. Paintwork is redone after stripping and treatment, and the brightwork — bumpers, surrounds, trims — is handled by the workshop as part of the chrome plating service.
DB7: restoring a more recent Aston Martin
The DB7 calls for a different approach. Conceived in the Ford era and assembled at Bloxham from 1994 to 2004, it is built on a steel body. The work centres on corrosion in the lower areas, the condition of the leather and wood veneers, period electrics and, on the six-cylinder version, the supercharged engine and its surroundings.
Upholstery, finishes and restoration choices
Seat and door-panel leather, carpets, headlining: the upholstery is made entirely at the workshop, respecting period patterns, pleats and colours, or following an interpretation of your choosing. For a more personal approach in the spirit of the car, bespoke preparation describes how we approach a restomod. Photographs of the key stages are sent to you throughout, and no additional work is undertaken without your agreement.
The versions and particular weak points of the DB5 and DB6 are covered on the Aston Martin DB5 and DB6 page. The overall framework of a full project is set out on the restoration page.