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Details
The last Aston Martin built prior to the war
1938 ASTON MARTIN 15/98 SHORT CHASSIS 2/4 SEATER SPORTS
COACHWORK BY ABBEY
Registration No. JMC 260
Chassis No. E8/874/SO
Engine No. E8/874/SO (see text)
Black with black hood and dark green leather interior
Engine: four cylinders in line, single overhead camshaft, 1,950cc, 98 bhp at 5,000 rpm; Gearbox: four-speed manual, beam front, live axles, half elliptic leaf springs all round; Brakes: four wheel hydraulically operated drum. Right hand drive.
By the mid-1930s, Aston Martin was one of the most admired of British sporting makes. Solidly engineered, low-built, their 1.5 litre endurance sports-racers took the team prize in the 1934 Tourist Trophy race in Ulster, a success followed by an impressive third place in the 1935 24 hours Grand Prix d'Endurance at Le Mans. As a road car, the Ulster made a very desirable hand-built 100 mph sporting mount for the enthusiastic driver, but it was a limited market. If the company was to survive, it had to widen its appeal. For Le Mans 1936 two-seaters appeared, broadly similar to the Ulster but with a longer stroke 100 bhp two litre version of their well proven wet sump power plant. The racers provided the basis for a new production model with a chassis similar to the Le Mans cars but stiffened and available in short (8 ft 3in.) or long (9 ft 8in.) wheelbase form. As a production model Aston Martin combined the new type's fiscal hp and rated power to give its 15/98 title. There was a good synchromesh gearbox, well-chosen hydraulic brakes, magneto ignition, and the engine had wet sump lubrication. The front axle received an upper-mounted steel cable to locate it and resist front spring wind-up. Built-in axle jacks were provided. On test, a short-chassis sports four-seater built to full production specification managed 82 mph, and for the first time, it seemed that the company had a chassis suitable for comfortable four-seater coachwork. In all, 176 2 litre cars were produced of which 50 were 2/4 seaters; 50, saloons; 25, drop head coupes and 25, long chassis open/drop heads; the remainder were Speed Models. Probably about 40 of the very desirable short chassis cars remain today.
Aston Martin JMC 260 E8/874/SO was the last production car to be built (in May 1938) at the Feltham works before it concentrated on war work. (The 'Atom' (G40/900) was being developed as prototype at the time but was not sold as a production car). It was sold in the summer of that year to a Mr McCreadie and carried, and still carries, its original, standard, Abbey body. It is stated in the Aston Martin Owner's Club register that a Speed Model (dry sump) engine was fitted initially although this was changed at some point - this was common in the 1950s when the less popular long chassis models were broken up for spares.
The engine in situ in 1999 was D8/786/LS - according to the club records the car to which this belonged had indeed been broken up. The car was repatriated from the USA in 1999 and purchased from the importer 6 months later - he had been daunted by the amount of work needed towards restoration.
It was believed at the time of purchase that the car had been exported on a west bound 'Liberty' ship in 1942, remaining in the USA until its eventual recovery 57 years later. This view was strengthened when, at the start of the restoration, an original bank statement (which has been retained) was found behind the upholstery in the front of the car. It is in the name of one Mr J Hurych of New York and of the bank the Chase National Bank. The Club, however, records owners in the UK in the early 1950's, thus if the car had gone to the USA during the war, it was subsequently repatriated and exported once more. The re-import documents from 1999 are available with the car.
When the car was purchased it was very original but in a dilapidated condition. Again, according to the Club, it had been in the possession of one Lee Weinstein in New York City in 1986 and was visited by a Club member in the early 1990s.
As the vendor had owned and restored three previous 15/98 models as well as three 1½ litre cars, it was purchased immediately and a ground up restoration carried out. Some of the work was contracted out to well known specialists but since the vendor retains an in house machine shop and a highly talented professional vintage motor engineer employed two days a week, much of the detailing was done on his premises.
This work has included the following: chassis - stripped, shot blasted, primed and sprayed black in 2-pack; springs - repaired, re-tempered and re-bushed; front axle - stripped; king pins - re-bushed; track rod and drag link ends - replaced with new; steering box - overhauled; front and rear hubs - new bearings; shock absorbers, front and rear - renewed and re-sprayed; rear axle - rebuilt and re-sprayed; brakes - relined and drums skimmed, re-sprayed; wheel spinners - replaced and re-chromed; wheels - rebuilt and new tyres and tubes fitted; engine - a new 2 litre block fitted together with a new gas flowed cylinder head (the originals are available), new Phoenix crankshaft and connecting rods fitted along with new high compression pistons; engine mounts, bushes, clutch and all ancillaries - replaced; gearbox (Moss) - rebuilt; new timing gears, bushes, oil pump, camshaft, cam plate and all externals and internals including valves, guides, springs, etc. have been fitted; the dynamo, starter and magneto have been rebuilt; the carburettors, fuel pumps, linkages and fuel lines rebuilt or replaced; the radiator has been re-built; the car has been re-wired with the addition of a switchable alternator for back up on long distance touring, ancillary equipment such as the wiper motor has been overhauled. Cosmetically the bodywork was stripped, re-built and re-sprayed, the interior re-upholstered and all of the brightwork rechromed.
Put succinctly, and in keeping with the very high standards of the vendor, the car has been restored, refurbished or overhauled to provide a "new condition" post-vintage thoroughbred, without consideration for the expense of doing so.
In 2004 the car was accepted for the Louis Vuitton Classic at Waddesden Manor, it took the first prize in the 'Step on it Bertie' class and came third overall in the "people's choice". It also won a class prize at the Aston Martin Concours, also at Waddesden, in the same year.
The 2 litre cars represent the ultimate development of the marque before the war and lay the ground for its post-war evolution. It is the considered and experienced view of the vendor that they are comfortable and reliable as well as having an engine with good torque and acceleration. This car, the 'last of the few' pre-war Aston Martins, has its place in the history of the marque even if the romantic tale of its dangerous wartime trip across the waters of the North Atlantic cannot be substantiated with confidence.
A file with the car contains supporting paperwork for all work undertaken and a number of photographs recording the restoration. It should be noted that the engine is barely run in, and the reason for sale is lack of space and interest in another car. It is sold with a current tax disc and MoT certificate.
1938 ASTON MARTIN 15/98 SHORT CHASSIS 2/4 SEATER SPORTS
COACHWORK BY ABBEY
Registration No. JMC 260
Chassis No. E8/874/SO
Engine No. E8/874/SO (see text)
Black with black hood and dark green leather interior
Engine: four cylinders in line, single overhead camshaft, 1,950cc, 98 bhp at 5,000 rpm; Gearbox: four-speed manual, beam front, live axles, half elliptic leaf springs all round; Brakes: four wheel hydraulically operated drum. Right hand drive.
By the mid-1930s, Aston Martin was one of the most admired of British sporting makes. Solidly engineered, low-built, their 1.5 litre endurance sports-racers took the team prize in the 1934 Tourist Trophy race in Ulster, a success followed by an impressive third place in the 1935 24 hours Grand Prix d'Endurance at Le Mans. As a road car, the Ulster made a very desirable hand-built 100 mph sporting mount for the enthusiastic driver, but it was a limited market. If the company was to survive, it had to widen its appeal. For Le Mans 1936 two-seaters appeared, broadly similar to the Ulster but with a longer stroke 100 bhp two litre version of their well proven wet sump power plant. The racers provided the basis for a new production model with a chassis similar to the Le Mans cars but stiffened and available in short (8 ft 3in.) or long (9 ft 8in.) wheelbase form. As a production model Aston Martin combined the new type's fiscal hp and rated power to give its 15/98 title. There was a good synchromesh gearbox, well-chosen hydraulic brakes, magneto ignition, and the engine had wet sump lubrication. The front axle received an upper-mounted steel cable to locate it and resist front spring wind-up. Built-in axle jacks were provided. On test, a short-chassis sports four-seater built to full production specification managed 82 mph, and for the first time, it seemed that the company had a chassis suitable for comfortable four-seater coachwork. In all, 176 2 litre cars were produced of which 50 were 2/4 seaters; 50, saloons; 25, drop head coupes and 25, long chassis open/drop heads; the remainder were Speed Models. Probably about 40 of the very desirable short chassis cars remain today.
Aston Martin JMC 260 E8/874/SO was the last production car to be built (in May 1938) at the Feltham works before it concentrated on war work. (The 'Atom' (G40/900) was being developed as prototype at the time but was not sold as a production car). It was sold in the summer of that year to a Mr McCreadie and carried, and still carries, its original, standard, Abbey body. It is stated in the Aston Martin Owner's Club register that a Speed Model (dry sump) engine was fitted initially although this was changed at some point - this was common in the 1950s when the less popular long chassis models were broken up for spares.
The engine in situ in 1999 was D8/786/LS - according to the club records the car to which this belonged had indeed been broken up. The car was repatriated from the USA in 1999 and purchased from the importer 6 months later - he had been daunted by the amount of work needed towards restoration.
It was believed at the time of purchase that the car had been exported on a west bound 'Liberty' ship in 1942, remaining in the USA until its eventual recovery 57 years later. This view was strengthened when, at the start of the restoration, an original bank statement (which has been retained) was found behind the upholstery in the front of the car. It is in the name of one Mr J Hurych of New York and of the bank the Chase National Bank. The Club, however, records owners in the UK in the early 1950's, thus if the car had gone to the USA during the war, it was subsequently repatriated and exported once more. The re-import documents from 1999 are available with the car.
When the car was purchased it was very original but in a dilapidated condition. Again, according to the Club, it had been in the possession of one Lee Weinstein in New York City in 1986 and was visited by a Club member in the early 1990s.
As the vendor had owned and restored three previous 15/98 models as well as three 1½ litre cars, it was purchased immediately and a ground up restoration carried out. Some of the work was contracted out to well known specialists but since the vendor retains an in house machine shop and a highly talented professional vintage motor engineer employed two days a week, much of the detailing was done on his premises.
This work has included the following: chassis - stripped, shot blasted, primed and sprayed black in 2-pack; springs - repaired, re-tempered and re-bushed; front axle - stripped; king pins - re-bushed; track rod and drag link ends - replaced with new; steering box - overhauled; front and rear hubs - new bearings; shock absorbers, front and rear - renewed and re-sprayed; rear axle - rebuilt and re-sprayed; brakes - relined and drums skimmed, re-sprayed; wheel spinners - replaced and re-chromed; wheels - rebuilt and new tyres and tubes fitted; engine - a new 2 litre block fitted together with a new gas flowed cylinder head (the originals are available), new Phoenix crankshaft and connecting rods fitted along with new high compression pistons; engine mounts, bushes, clutch and all ancillaries - replaced; gearbox (Moss) - rebuilt; new timing gears, bushes, oil pump, camshaft, cam plate and all externals and internals including valves, guides, springs, etc. have been fitted; the dynamo, starter and magneto have been rebuilt; the carburettors, fuel pumps, linkages and fuel lines rebuilt or replaced; the radiator has been re-built; the car has been re-wired with the addition of a switchable alternator for back up on long distance touring, ancillary equipment such as the wiper motor has been overhauled. Cosmetically the bodywork was stripped, re-built and re-sprayed, the interior re-upholstered and all of the brightwork rechromed.
Put succinctly, and in keeping with the very high standards of the vendor, the car has been restored, refurbished or overhauled to provide a "new condition" post-vintage thoroughbred, without consideration for the expense of doing so.
In 2004 the car was accepted for the Louis Vuitton Classic at Waddesden Manor, it took the first prize in the 'Step on it Bertie' class and came third overall in the "people's choice". It also won a class prize at the Aston Martin Concours, also at Waddesden, in the same year.
The 2 litre cars represent the ultimate development of the marque before the war and lay the ground for its post-war evolution. It is the considered and experienced view of the vendor that they are comfortable and reliable as well as having an engine with good torque and acceleration. This car, the 'last of the few' pre-war Aston Martins, has its place in the history of the marque even if the romantic tale of its dangerous wartime trip across the waters of the North Atlantic cannot be substantiated with confidence.
A file with the car contains supporting paperwork for all work undertaken and a number of photographs recording the restoration. It should be noted that the engine is barely run in, and the reason for sale is lack of space and interest in another car. It is sold with a current tax disc and MoT certificate.
Special notice
No VAT will be charged on the hammer price, but VAT at 15% will be added to the buyer's premium which is invoiced on a VAT inclusive basis.