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1963 Aston Martin DB5 Convertible

2,350,000

  • Chasis No. DB5C/1253/L
  • Engine No. 400/1254
  • One of 19 LHD examples built (from a total of 123 convertibles)
  • Show specification including polished under bonnet details
  • Concours restoration by Paul Russell and Company completed in 2016
  • First in Class, Postwar Touring at the 2016 Pebble Beach Concours d’Elegance

Since the first automobile was built, car connoisseurs have argued over which vehicle is considered the most “Recognizable” design ever created.  If you were to poll the world, models like the Ford Model T, Ferrari 250 GTO, McLaren F1, and the ’55 Chevrolet would certainly be in the discussion.  But taking into consideration the impact that the Aston Martin DB5 had when it first graced the screen in 1964 in Eon Productions,  James Bond Goldfinger, many would argue that that DB5 has had more impact on the car world than any other car.  In 2011, a rejuvenation to the Aston Martin DB5 was introduced to a younger generation in the Pixar animation, Cars 2. Hundreds of millions, if not billions of people from around the world recognize the iconic Aston-Martin DB5, solidifying its top-level position in the history of the automobile.

The Aston Martin DB5 was introduced in September of 1963 and displayed at automotive Salons and Shows around the world.  The sleek Aluminum coachwork designed by Touring provided an elegant and attractive overlay to the 283 horsepower, 4.0 liter inline six. A comfortable yet elegant interior provided drivers and their passengers a proper GT experience.  The DB5 was a car built for the road, touring the Swiss Alps or driving along the California coastline at a spirited pace, making both driver and passenger along with bystanders smile with approval.

DB5C/1253/L was the 3rd of only 19 LHD Aston Martin DB5 convertibles produced.  Aston Martin produced a total of 123 DB5 Convertibles with the remaining 104 being factory RHD models.  Many of the RHD convertibles would be converted to LHD drive throughout their life, but the coveted 19 original LHD models are rarer than the Ferrari 250 GTO.

On October 15th, 1963, DN5C/1253/L was delivered to the B.M.C.D, or British Motor Car Distributors in San Francisco, California.  It arrived stateside painted Black with a Connolly Leather Black interior.  As it was destined for the Los Angles Auto Show in October of 1963, DN5C/1253/L had been prepared by the Aston Martin Factory for its grand debut.  All show cars from Aston Martin received additional attention to attract the masses who would swarm the cars once on display.  While the interior would stay unchanged, under the bonnet is where the heart of the action lies.  The bonnet itself was not fitted with an insulation pad or retaining bows.  The aluminum cam covers are brightly polished instead of painted Hammertone.  The carburetors, intake manifold, oil filler plate, oil cap and aluminum coolant plumbing matched the bright finish of the valve covers instead of the rough cast finish found on production DB5s. The carburetor linkage, coolant and vacuum tubes on the polished intake manifold were chromed instead of nickel plated.  One can only imagine the onlookers’ reactions to experiencing the open bonnet of a DB5 on the show stand.

In addition to the “Show Package”, DB5C/1253/L was fitted with chrome wire wheels, three eared chrome knock-offs, Blaupunkt AM/FM radio and a Borg Waner automatic transmission, which would later be replaced with a ZF 5 Speed manual gearbox.

DB5C/1253/L was purchased at the Los Angeles Auto Show by a U.S. Navy Admiral, Robert Miller of Santa Barbara, California.  Admiral Miller continued to own his beloved Aston Martin DB5 until his passing in 1993.  In 1995, Richard Findlay of Forest Ranch, California purchased the DB5, documenting only 32,500 original miles at the time of his purchase.  Mr. Findlay would continue to be the long-term caretaker of DB5C/1253/L until his passing in 2007.  In 2009, the Aston Martin would find itself on the other side of the Atlantic for the first time in 47 years, arriving this time to Switzerland, not the UK.  Swiss collector Jean-Pierre Slavic purchased the car in 2010 from renowned dealer, Kidston SA.  In 2013, our client and current owner would return DB5C/1253/L back to the United States by way of Essex, Massachusetts for a complete restoration.

DB5C/1253/L arrived to our workshop in summer of 2013.  The car was thoroughly inspected and documented upon its arrival, confirming its original engine, chassis, body and mileage (a staggering 33,911 miles since new!).  Original stampings and body numbers were found throughout the car, documenting its unmolested life.  It was determined that the car would undergo a complete and total restoration by us in preparation for the Pebble Beach Concours d’Elegance.  The body was carefully stripped and removed from the chassis for a full, detailed inspection.  Every nut and bolt was removed, documented and sorted for plating to match the exact specification as it would have been on the show stand in 1963.  All chrome and brightwork were stripped down to bare metal then plated in copper, only to return to the shop for test fitment prior to final chroming process.  The engine, transmission and rear axle were all disassembled to the last ball bearing to be carefully measured and inspected prior to being completely rebuilt.  The body was refinished Rosso Robino, a correct color for the car in period while the interior was retrimmed in Black leather.  A new Black top was constructed and installed on the original top frame.

After two years of teamwork and collaboration, DB5C/1253/L was ready for its inaugural debut at the 2016 Pebble Beach Concours d’Elegance.  After a successful Pebble Beach Tour on the Thursday prior to the show, DB5C/1253/L gracefully made its way onto the 18th Fairway at Pebble Beach at first light on Sunday morning.  In a highly competitive Post War Touring class, the 1963 Aston Martin DB5, chassis no. DB5C/1253/L was awarded with top marks resulting in a First in Class.

In 2019, DB5C/1253/L would once again make an appearance on a fairway, this time at the Amelia Island Concours d’Elegance where it would be awarded with an “Amelia Award”.

DB5C/1253/L has since lived a pampered life in the current owner’s private collection.  As the mission of his car collection has changed over time, he has decided to part ways with DB5C/1253/L to make room for new ventures.  Rarely does the opportunity arise to purchase a freshly restored, First in Class Pebble Beach winning car.  An opportunity for someone to jump the line on a multi-year restoration.  A car not only fit for the show field, but on the open road as well.

We are proud to present DB5C/1253/L for the first time in its fully restored condition.

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The Mercedes-Benz factories sustained massive damage from Allied bombing during World War II. Utility vehicles were the first post-war product, and helped the company toward recovery. But something more spectacular needed to be done to attract the world’s interest. In 1951, it was decided to re-enter the racing circuit. In order to do so with the least financial strain, a sports car was developed using the existing 300 engine. Because of the relatively heavy weight of that engine and drivetrain, an unusually light body needed to be constructed. And so, the tubular steel framed, aluminum bodied 300SL (Sport Light) was born. Approximately fifteen of these race cars were made, winning many events and earning the world sports car championship.

In 1952, the 300SL caught the interest of racing fans in the United States. New Yorker Max Hoffman was one such enthusiast, who used his car dealership to bring many of the European makes into this country. One might even say that he is responsible for the creation of the 300SL, as his order for 1,000 cars convinced the Mercedes-Benz officials to go ahead with the production of a street car based upon the 300SL racing sports car. The prototype 300SL was shown at the International Motor Sports Show in New York City in February 1954.

The first production car with a fuel-injected gasoline engine, the 300SL was one of the most reliable sports cars of the ’50s and ’60s. The proven 300 engine was tilted to the left to accommodate a lower hood line. The body style was designated Sport Leicht (Light) due to its aluminum doors, hood, decklid, rocker panels and belly pans, though the main body shell was constructed from steel. Unusual for the period, 300SLs came equipped with dependable heat, defrosters, and wiper motors.

Ultimately, three different versions of the 300SL were offered. The 300SL Coupe was produced from August 1954 to May 1957, during which time twenty-nine all-aluminum bodied cars were made as well. Production of the Roadster version was between February 1957 and February 1963. Whichever style is your preference, they are now highly valued for their pure driving pleasure in the Mille Miglia, Colorado Grand, and other vintage events.

Factory photos courtesy of Mercedes-Benz Archives.

Pininfarina or Pinin Farina? In 1930, Battista ‘Pinin’ Farina founded Carrozzeria Pinin Farina. This company designed and built car bodies for a number of manufacturers, including Alfa Romeo, Hispano Suiza, Lancia, Fiat, and, most notably, Ferrari. Battista is quoted as saying “The interrelation between the body of a beautiful woman and that of a Farina-designed car is that both have simplicity and harmony of line, so that when they are old one can still see how beautiful they were when they were young.”

In conjunction with Battista’s retirement in 1961, the President of the Italian Republic authorized the family name to be changed to Pininfarina “in consideration of his achievements in social and industrial activities”. As a result, the correct usage of the family name as Pininfarina or Pinin Farina depends upon the year it was used.

The Mercedes-Benz factories sustained massive damage from Allied bombing during World War II. Utility vehicles were the first post-war product, and helped the company toward recovery. But something more spectacular needed to be done to attract the world’s interest. In 1951, it was decided to re-enter the racing circuit. In order to do so with the least financial strain, a sports car was developed using the existing 300 engine. Because of the relatively heavy weight of that engine and drivetrain, an unusually light body needed to be constructed. And so, the tubular steel framed, aluminum bodied 300SL (Sport Light) was born. Approximately fifteen of these race cars were made, winning many events and earning the world sports car championship.

In 1952, the 300SL caught the interest of racing fans in the United States. New Yorker Max Hoffman was one such enthusiast, who used his car dealership to bring many of the European makes into this country. One might even say that he is responsible for the creation of the 300SL, as his order for 1,000 cars convinced the Mercedes-Benz officials to go ahead with the production of a street car based upon the 300SL racing sports car. The prototype 300SL was shown at the International Motor Sports Show in New York City in February 1954.

The first production car with a fuel-injected gasoline engine, the 300SL was one of the most reliable sports cars of the ’50s and ’60s. The proven 300 engine was tilted to the left to accommodate a lower hood line. The body style was designated Sport Leicht (Light) due to its aluminum doors, hood, decklid, rocker panels and belly pans, though the main body shell was constructed from steel. Unusual for the period, 300SLs came equipped with dependable heat, defrosters, and wiper motors.

Ultimately, three different versions of the 300SL were offered. The 300SL Coupe was produced from August 1954 to May 1957, during which time twenty-nine all-aluminum bodied cars were made as well. Production of the Roadster version was between February 1957 and February 1963. Whichever style is your preference, they are now highly valued for their pure driving pleasure in the Mille Miglia, Colorado Grand, and other vintage events.

Factory photos courtesy of Mercedes-Benz Archives.

In March of 1926, Felice Bianchi Anderloni founded Carrozzeria Touring in Milan, Italy. A “gentleman” race driver and coachbuilder for 1930s Isotta-Fraschini and Alfa Romeo, Felice was well respected for creating beautiful, aerodynamic designs. He developed the patented “superlight” Superleggera construction method, a marvel of metal tube frames welded to a solid chassis, then skinned with aluminum body panels.

When Felice died suddenly in 1948 it was up to his son Carlo Felice, known as “Cici”, to save the business. Cici did so in no uncertain terms, when he presented his 1/10-scale model of the distinctive Barchetta to prospective client Enzo Ferrari. Enzo accepted the “little boat” design as presented. The superleggera concept became so closely associated with Touring that it was incorporated into the name of the company, becoming Touring Superleggera Milano in the 1950s.

Pictured: Cici Anderloni proudly displays the original Barchetta model to Paul Russell. Lake Como, 1998.

Scraping is done with a long, wood-handled chisel. First, the surface is cleaned, made level, and marked in pencil with a grid pattern. The chisel is held with both hands, with further pressure applied by the shoulder pushing against the wooden handle. As the blade of the chisel digs into the aluminum surface, the chisel is pushed and ‘flicked’ with a rotating motion. Once this is repeatedly accomplished in one direction, the part is turned 90 degrees and the entire process repeated again. Finally, the part is hand-sanded with a very fine-grade paper to remove the aluminum shards and burrs.

For many years, conventional wisdom had it that there were 3 Atlantics built. Fortunately enthusiasts like L.G. Matthews and historians like Pierre-Yves Laugier continue to study all things Bugatti, and new information and analysis becomes known and shared. The revival of the Bugatti Marque in the ownership of the Volkswagen Group has facilitated a reorganization of the company historic archives, in the hands of the esteemed Julius Kruta.

It is now acknowledged that there was a prototype (pictured here) named the Aerolithe built on a modified T57 chassis and later disassembled to form the basis for the first production car, now on the S chassis number 57374. This first car was labeled the Aero, and resides at the Mullin Automotive Museum.

Chassis 57473 was the second car produced and the first to be called the Atlantic. There were two more Atlantics made, one of which has not been seen since it disappeared in Belgium in the 1940s. The last of the Atlantics produced is chassis number 57591.

Professor Ignacio Barraquer who owned the Autobahn-Kurier for more than 60 years, was not just any eye doctor, but possibly the most famous ophthalmologist who ever lived. He developed procedures and surgical instruments that are standard to this day, mostly associated with cataract surgery, and many named after him. His father was Professor of Ophthalmology at the School of Medicine in Barcelona, Spain, a position Ignacio was appointed to following his father’s retirement. Ignacio’s son, José, developed the keratomileusis, or LASIK operation, today a common surgical procedure.

Born into an Italian banking family, Count Carlo Felice Trossi was an amateur inventor and a noted motor sportsman of the 1930s. Known as ‘Didi’ to his friends, he enjoyed racing boats and airplanes in addition to his pursuits in the field of engineering. As an early financial backer of Enzo Ferrari, he become President of Scuderia Ferrari in 1932 while continuing to be a primary driver for the team.

Reproduced here is a picture dated 1932, and supplied by his family, of his SSK in front of Castello di Gaglianico. The records of the Automobile Club of Italy show that Count Trossi sold and bought back this singular car several times from 1931 until his death in 1949.

In March of 1926, Felice Bianchi Anderloni founded Carrozzeria Touring in Milan, Italy. A “gentleman” race driver and coachbuilder for 1930s Isotta-Fraschini and Alfa Romeo, Felice was well respected for creating beautiful, aerodynamic designs. He developed the patented “superlight” Superleggera construction method, a marvel of metal tube frames welded to a solid chassis, then skinned with aluminum body panels.

When Felice died suddenly in 1948 it was up to his son Carlo Felice, known as “Cici”, to save the business. Cici did so in no uncertain terms, when he presented his 1/10-scale model of the distinctive Barchetta to prospective client Enzo Ferrari. Enzo accepted the “little boat” design as presented. The superleggera concept became so closely associated with Touring that it was incorporated into the name of the company, becoming Touring Superleggera Milano in the 1950s.

Pictured: Cici Anderloni proudly displays the original Barchetta model to Paul Russell. Lake Como, 1998.

For many years, conventional wisdom had it that there were 3 Atlantics built. Fortunately enthusiasts like L.G. Matthews and historians like Pierre-Yves Laugier continue to study all things Bugatti, and new information and analysis becomes known and shared. The revival of the Bugatti Marque in the ownership of the Volkswagen Group has facilitated a reorganization of the company historic archives, in the hands of the esteemed Julius Kruta.

It is now acknowledged that there was a prototype (pictured here) named the Aerolithe built on a modified T57 chassis and later disassembled to form the basis for the first production car, now on the S chassis number 57374. This first car was labeled the Aero, and resides at the Mullin Automotive Museum.

Chassis 57473 was the second car produced and the first to be called the Atlantic. There were two more Atlantics made, one of which has not been seen since it disappeared in Belgium in the 1940s. The last of the Atlantics produced is chassis number 57591.

In March of 1926, Felice Bianchi Anderloni founded Carrozzeria Touring in Milan, Italy. A “gentleman” race driver and coachbuilder for 1930s Isotta-Fraschini and Alfa Romeo, Felice was well respected for creating beautiful, aerodynamic designs. He developed the patented “superlight” Superleggera construction method, a marvel of metal tube frames welded to a solid chassis, then skinned with aluminum body panels.

When Felice died suddenly in 1948 it was up to his son Carlo Felice, known as “Cici”, to save the business. Cici did so in no uncertain terms, when he presented his 1/10-scale model of the distinctive Barchetta to prospective client Enzo Ferrari. Enzo accepted the “little boat” design as presented. The superleggera concept became so closely associated with Touring that it was incorporated into the name of the company, becoming Touring Superleggera Milano in the 1950s.

Pictured: Cici Anderloni proudly displays the original Barchetta model to Paul Russell. Lake Como, 1998.

Born into an Italian banking family, Count Carlo Felice Trossi was an amateur inventor and a noted motor sportsman of the 1930s. Known as ‘Didi’ to his friends, he enjoyed racing boats and airplanes in addition to his pursuits in the field of engineering. As an early financial backer of Enzo Ferrari, he become President of Scuderia Ferrari in 1932 while continuing to be a primary driver for the team.

Reproduced here is a picture dated 1932, and supplied by his family, of his SSK in front of Castello di Gaglianico. The records of the Automobile Club of Italy show that Count Trossi sold and bought back this singular car several times from 1931 until his death in 1949.