Newport Pagnell - Part 1

The DB6 was now back where it started.

One of the first things to be done, was to place the car on a Koric car alignment jig and check all the chassis and attachment datum points. Thankfully everything was fine in this respect, but it did bring some other issues to light. The car had been well looked after throughout its 40 year life and now showed a recorded mileage of 38,939. Although the car was in good condition overall, there were certain issues that Aston Martin Works felt should be addressed and this unfortunate incident was the perfect opportunity to put everything right. This clearly included the replacement of the rear chassis sections, boot floor, suspension attachment points and anything damaged as a result of the collision. However a decision was made to also replace any corroded steel-work on the chassis and floor-pan, this included out-rigger members, box sill sections, jacking points and associated bracketry. The ‘A’ and ‘B’ frames on both sides of the car were in remarkably good condition and did not require replacement or repair whatsoever. 

New boot floor and wheel well

 

New chassis member - OS

 

Repair to suspension attachment points - OS

New inner sill section - OS

New inner sill section - NS

Completed suspension mounting attachment repair - NS

The new sections to floor and chassis were fabricated by hand, using the same traditional methods that would have been used when the car was built forty years ago. The skill of the craftsmen involved in these processes should not be underestimated and it is a credit to Aston Martin that they are still able to offer such a service.

New boot panel

Preparation of all removable panels

New rear body section

The new bodywork to the rear of the car was also formed in the same time-served way.

No pressed or composite panels to make life easy, just a Buck, English wheel and an impressive array of mallets and hand-tools. Plus of course the undoubted skill and experience of the people involved. This is why each panel made is slightly different in both dimension and form and has to be match fitted to the rest of the car. A very time consuming business. The new rear section was fitted to the car as part of the pre-fit operation. This also included mounting the removable panels such as doors, boot lid and window frames to ensure that the fit and gaps were consistent throughout.

First pre-fit

The inner frames and door assemblies were also rebuilt throughout, as again it was felt they had deteriorated somewhat over time and now was an ideal opportunity to carry out this work before the car was painted.

Inner door frame - NS

Inner door frame - OS

One thing that pleased me was that the car was prepared and finished as it would have been done when it was built. I did not want a ‘restored’ car as such. A car that through restoration, had lost the character and care that I had bestowed upon it all these years. All bare steel metalwork and repairs were painted in red-oxide before the underseal was applied, this included the chassis, floors, sills and suspension mounting points.

As the car was to be fully painted, now was the time to carry out any repairs necessary to put the alloy bodywork back in perfect condition. It was noticed that there was some slight corrosion to the wheel arch of the near-side front wing. This is caused by the silk ribbon placed between the alloy bodywork and the steel stiffening wire on the lip breaking down and allowing a galvanitic reaction to take place between the two dissimilar metals. This section of alloy was cut out and a newly formed piece TIG-welded in its place.

Front wing repair - NS

It was now time to prepare the car for painting.

The new rear section of the car was blocked back and any blemish in the alloy removed prior to priming. All new metal surfaces were etch primed before two seperate primer coats were applied, the first with the bonnet, boot lid and doors removed. These were painted individually before being re-fitted to the car prior to the second prime. The complete car was then primed for a final time, allowed to harden and all paintwork flatted.

First prime

Second prime

The bonnet, boot lid and doors were again removed from the car before the colour coat was applied. Silver Birch is undoubtedly the most famous of all Aston Martin DB colours and is now like all their finishes, a water-based paint. In period cellulose based paint was used and between 20 and 22 coats were laboriously applied by hand to achieve the required finish. A clear lacquer is applied to protect the colour coat and the complete finish is far more durable than earlier cellulose based paint. 

It is lovely to note the petrol filler flaps are held loosely in place on the boot lid hinges, to ensure that that paint and finish are identical to the surrounding areas where they fit. You have to say the attention to detail and overall quality of the completed paintwork was stunning. It was finally flatted and polished to OE finish.