Aston Martin Lagonda Series 2-4

from Wikipedia, the free encyclopedia
Aston Martin
Aston Martin Lagonda Series 2 (1981)
Aston Martin Lagonda Series 2 (1981)
Lagonda
Production period: 1976-1990
Class : Upper class
Body versions : limousine
Engines: Petrol engine
5.3 liters
(209–221 kW)
Length: 5300 mm
Width: 1815 mm
Height: 1300 mm
Wheelbase : 2915 mm
Empty weight : 2097 kg
Previous model Lagonda Rapide
successor Aston Martin Rapide

The Aston Martin Lagonda Series 2-4 are three series of a sporty luxury sedan that the British sports car manufacturer Aston Martin produced between autumn 1976 and summer 1989.

The individual editions ( Series 2 , Series 3 and Series 4 ) differed from one another in technical and external details. They caused a sensation due to the pronounced wedge shape of the body common to all three series and the interior dominated by electronics. When it was launched in 1976, the car was considered an “absolute sensation” and polarized at the same time. Observers thought it was the most advanced car of its time. Despite many problems, particularly due to the ambitious electronics, the car ensured Aston Martin's economic survival in the 1980s.

background

Lagonda Rapide

Lagonda was itself an independent, traditional sports car manufacturer, which was taken over by David Brown in 1947 - brand lovers speak of "annexed" - and integrated into Aston Martin, which was also owned by Brown at the time. During this time Aston Martin was responsible for sports and racing cars, while Lagonda covered the sports sedan market. By 1964 three series were created, each of which was sold under the brand name Lagonda: the Lagonda 2.6 liter (1948–1953), the Lagonda 3 liter (1953–1958) and the Lagonda Rapide (1961–1964). After no Lagonda models had been offered for ten years, Aston Martin reactivated the name in 1974 for a four-door sedan that was to round off the Aston Martin range. Unlike before, these cars were initially no longer sold under the Lagonda brand; the name Lagonda was rather downgraded to a mere model name, so that the cars were now called Aston Martin Lagonda .

This sedan, later referred to as the Aston Martin Lagonda Series 1 , was technically a four-door version of the Aston Martin DBS . While the DBS and its successor, the almost identical Aston Martin V8 , developed successfully in the early 1970s, sales of the Lagonda sedan, which was only produced seven times until 1975, stalled. In 1974 Aston Martin, following the general development in the automotive industry, got into an economic crisis that led to the company's insolvency in early 1975. Aston Martin did not make a single car in the first six months of 1975. It was only when a consortium of British and Canadian business people took over the company in June 1975 and incorporated it into Aston Martin Lagonda (1975) Ltd. had transferred, production was resumed, initially on a modest scale. In total, only 21 cars were built that year, including two Aston Martin Lagondas.

The new company management continued the production of the V8 Saloon, but decided against the continuation of the Aston Martin Lagonda Series 1 derived from it, which was not regarded as sufficiently attractive. Instead, the management commissioned the development of a completely new sedan, which should be independent: "An eye-catcher" that demonstrates the capabilities of Aston Martin Lagonda (1975) Ltd. should prove. This resulted in the wedge-shaped new Aston Martin Lagonda equipped with lots of electronics.

After some time, a third series, derived from the Aston Martin Virage , followed, which was manufactured from 1992 to 1996 solely on customer request and comprised nine vehicles.

The concept

The technical development of the new Lagonda, which began in 1976, was the responsibility of Mike Loasby. The shape of the body and the interior was designed by William Towns .

The new Lagonda had the task of making it clear that the traditional British company was able to act regardless of past economic difficulties. The car was supposed to attract attention, and a technical relationship to the Aston Martin V8 should not be recognizable from the outside.

The new Lagonda met management expectations. It was a "unique car". Its most striking features were the low, wedge-shaped body and elaborate electronics for the controls and fittings. The development of the car took much longer and was much more expensive than expected. The ambitious vehicle electronics in particular caused considerable delays. The company's initial plans were for a development cost of £ 75,000. In fact, the cost of the car to series production was £ 1.25 million.

Body and technology

body

Wedge-shaped body: Aston Martin Lagonda (Series 3)
Tail lights integrated in the trunk lid: Aston Martin Lagonda Series 2 and 3

The external shape of the car was spectacular. Towns designed a body in the so-called folded paper style within just one month . In January 1976 there was already a 1: 4 scale clay model, two months later a 1: 1 wooden model was completed.

The very flat, wedge-shaped body was characterized by smooth surfaces and angles. With a height of just 1300 mm, the Lagonda was the lowest four-door model of its time. The front of the car dropped sharply towards the front. In the original design, there were six small lights above the bumpers for indicators, parking lights and fog lights. The four main headlights were designed as pop-up headlights in the first two versions . The rear lights initially consisted of four narrow strips that were fully integrated into the tailgate and swiveled up when the flap was opened. Since they were not or not sufficiently recognizable for vehicles behind when the hatch was open, the British traffic authorities ordered additional rear lights to be installed on the inside of the tailgate. That only changed with the introduction of the Series 4, in which the taillights were no longer integrated into the tailgate. William Towns redesigned the exterior body panels for the Series 4 presented in 1987 in many details, without, however, abandoning the basic stylistic concept of 1976.

Some details were kept very simple and, according to observers, did not fit into the complex overall concept. This included the playful and at the same time cheap (“poor”) looking door handles of the Ford Cortina .

The unusual shape had some practical disadvantages. In the first version of the vehicle, neither the front nor the rear door windows could be opened. At the beginning of series production, the cut of the doors was changed so that at least the windows of the front doors could be lowered. At the back, however, they initially remained rigid; that only changed with the introduction of the third series. There were also functional restrictions for the moon roof over the rear seats: it could be raised; the roll bar integrated in the roof prevented the moon roof from being pushed open completely .

William Towns' design polarized when it was first introduced. Occasionally, some design elements were copied from other manufacturers. Panther Westwinds, for example, produced several coupés and sedans of the W126 series from Mercedes-Benz with a front section based on the Lagonda at the customer's request .

Chassis and running gear

Unlike the previous model, Aston Martin did not use the V8 chassis for the new Lagonda. Mike Loasby designed a new platform frame. A steel frame was welded to it, which in turn supported the aluminum body parts. The chassis was stiffer and easier to manufacture than that of the V8. It was also used for its successor, Virage , introduced in 1989 . The basic concept of the front and rear suspension of the Lagonda corresponded to that of the V8, but automatic level control was provided on the rear axle .

Drive technology

The eight-cylinder Aston Martin Lagonda (1976) engine developed by Tadek Marek

Like its predecessor, the new Lagonda was powered by the 5.3 liter eight-cylinder engine that debuted in the DBS V8 in 1970. However, the engine in the basic version did not fit under the flat bonnet of the Lagonda, although its position was clearly offset backwards compared to the V8. To fit the engine, in addition, the system had to engine lubrication changed and the air inlet be reduced. The engine developed in the first version 280 bhp (209 kW; 284 PS). In the course of the switch from carburettor to electronic petrol injection from Marelli in 1986 , the output initially increased - depending on the source - to 221 kW (300 PS) or 223 kW (304 PS) before it was reduced to 289 PS with the introduction of the fourth series has been. A three-speed automatic from Chrysler served as power transmission ; Aston Martin's own manual five-speed transmission was not offered.

After the start of production, Aston Martin made several attempts to significantly increase the engine's performance. Initial efforts to equip the Lagonda with the approximately 380 hp engine from the V8 Vantage failed early on due to the limited space in the Lagonda's engine compartment. The carburetors used in the Vantage, which influenced the overall height of the engine, did not fit under the low front hood of the Lagonda. Alternatively, in 1980 the plant fitted a V8 engine with two turbochargers . The performance of the turbocharged eight-cylinder was roughly equivalent to that of the Vantage engine. The biturbo engine was installed in a pre-production Lagonda for test purposes. First test drives showed high performance; However, the plant did not succeed in reliably synchronizing the turbocharger with the carburettors, so that this project was not brought to series production either. The prototype with the turbo engine was scrapped in 1982.

electronics

The interior of an Aston Martin Lagonda S2

A new type of instrumentation corresponded to the unusual shape of the exterior. Instead of traditional analog displays, the Lagonda only had digital instruments. The essential information such as speed, engine speed, etc. was shown digitally with light-emitting diodes on a display in the instrument panel . In addition, most functions such as lights and windshield wipers could be operated via sensor buttons. Even the automatic transmission should be operated via sensor buttons after initial planning; However, the plant refrained from doing so at the start of series production. With the introduction of the Series 3, the sensor buttons were replaced by conventional pressure switches.

The UK-based Cranford Institute of Technology developed the first software for electronics . This system proved to be unreliable and caused several catastrophic failures. The first prototypes, which were made available to some journalists for test drives in 1977, were equipped with analogue instruments to ensure the functionality of the car. The software malfunctions were the main reason why series production could not start as planned in May 1977. In September 1977, Aston Martin commissioned the Dallas- based Javelina Corporation , a company specializing in computer technology in civil and military aircraft, to update the software. It took the company six months to completely rebuild the electronics. As a result, the sensor control of numerous functions was given up, and the initially planned instrumentation with gas plasma displays was replaced by light-emitting diodes . From 1984 a voice computer was added to the equipment: Various information and malfunctions were reported in four languages ​​(English, Arabic, French and German).

Regardless of the initial problems, digital instrumentation was a milestone. Numerous other manufacturers of luxury vehicles tried in the following years to develop similar systems - Bristol for the Beaufighter and Ferrari for the Pinin -; unlike Aston Martin, however, they never got their systems ready for series production.

The Aston Martin Factory Service has offered a complete restructuring of the software since 2006.

Presentation, series production and prices

The first prototype of the Lagonda was shown to selected journalists on October 12, 1976, who, according to chief engineer Mike Loasby, jumped over the tables during the presentation and caused a commotion. In October of the same year a presentation took place at the Earls Court Motor Show. At that time, however, the car was not yet ready to drive. Initially, the start of series production was planned for May 1977; however, this deadline could not be kept. The main reason for this was the malfunction of the on-board electronics, which could only be developed to series production level very slowly and at high costs. Series production finally started in autumn 1978.

From 1977 to 1989 the purchase price for the Aston Martin Lagonda quadrupled. Before production began, the factory announced prices of £ 25,570 (October 1977) and £ 32,630 (spring 1978); when the first production models were delivered, the price was already £ 49,333. In March 1981 Aston Martin asked for £ 53,500, in February 1982 £ 56,600, and a year and a half later it was already £ 59,900. In 1985 the purchase price was £ 75,000. With the introduction of the Series 3, it rose to £ 79,500. The fourth series was £ 95,000 when it was launched and finally £ 99,500 a year later.

The individual series

Aston Martin Lagonda S2

The Aston Martin Lagonda was produced in three series from autumn 1978 to summer 1989. During this time 645 copies were made.

Series 2

The first series of the new model was named Series 2 in consideration of the predecessor based on the Aston Martin V8. It was produced until 1985 and was modified over the years.

Series 3

Aston Martin Lagonda Series 3

The second edition of the new Lagonda was presented in 1986. It differed from the Series 2 models primarily through a modified drive technology. The well-known eight-cylinder was now - analogous to the V8 - equipped with petrol injection developed by Weber and Magneti Marelli . This increased the engine's output to 221 kW (300 hp). At the same time, the interior was revised. There were new displays and a so-called head-up display : central information such as the speed at which the vehicle was being driven was reflected in the windshield. The vehicles of the second series had cathode tubes for the instruments, but these were even more unreliable than the LED displays used before.

Series 4

Aston Martin Lagonda Series 4:
The front of the car now had six light units, but no pop-up headlights

The third edition was presented in 1987. It received a largely redesigned body. The structure continued to follow the layout that William Towns had designed ten years earlier, but all outer sheet metal parts were newly formed. The pop-up headlights were omitted at the front; They were replaced by six rectangular individual headlights that framed the tightly cut radiator grille. The indicators were now positioned in the bumper. The taillights consisted of a continuous light unit that was no longer integrated in the trunk lid; the license plate was placed underneath in the bumper. The tank openings were no longer in the C-pillars, but below the rear window. From a technical point of view, the final gear ratio was modified; at the same time the torque was increased slightly. The Lagonda now had Avon 255/60 VR 16 tires. When the model was launched, the retail price was £ 95,000, two years later it was £ 99,500.

Production of the Series 4 ended in 1990. A total of 100 vehicles were produced from the Series 4.

Market position and competitors

During the entire production period, the Lagondas were among the most expensive sedans in the world. The Rolls-Royce Silver Spirit had a similar price level at around 250,000 DM (1983), the Bentley Mulsanne , which was almost identical, and the Maserati Quattroporte were cheaper to buy. The Lagonda was always a sensational car that was not in the tradition of understatement . The British specialist magazine Thoroughbred & Classic Cars moved the Lagonda in 2003 close to some vehicles of dubious quality:

"Anyone who wanted to drive an eye-catching luxury car around 1980 had to resort to a Rolls-Royce Camargue or an Aston Martin Lagonda, depending on their taste - or, if you were a successful porn star, a Stutz Blackhawk ."

Special versions

The factory and some independent manufacturers made individual special versions of the Aston Martin Lagonda.

Tickford

Aston Martin had a special design department under the name Tickford in the early 1980s. The name was reminiscent of the traditional body manufacturer Tickford , which was taken over by David Brown in 1955; in fact, there was no organizational or legal connection between this department and Tickford Coachbuilders. From 1984 onwards, Tickford manufactured particularly luxuriously equipped versions of the Aston Martin Lagonda to meet individual customer requirements. The scope of delivery included the front and side skirts, which were mostly painted in the same color as the car, as well as two separate televisions. The Tickford Lagonda cost £ 85,000. Five pieces were sold.

Under the name Tickford, an extended version of the Lagonda was also offered at times. The wheelbase was stretched here by 254 mm; the extension only benefited the passenger compartment. A minibar, a record player and several car telephones could also be installed in the interior. The price of the extended version was £ 110,000. Aston Martin sold three of these vehicles.

Two-door

In 1988, a two-door version of the Lagonda with a shorter wheelbase was created, which was built in one or two copies, depending on the source. One of the two vehicles was used at the factory as a test vehicle for the chassis of the future Aston Martin Virage .

Shooting Brake

Combined version of the Lagonda from Roos Engineering

No station wagon version of the Lagonda was planned at the factory; William Towns did not design such a structure. Roos Engineering in Frauenkappelen , Switzerland, designed a five-door Shooting Brake from 1998 to 2000 , which remained a one-off. The body of the vehicle is based on a Series 3 model, the interior is from a fourth series car. A few years later, a Dutch collector designed another station wagon version which, in contrast to the Roos design, had a very wide D-pillar . The car is also called Kielstra-Lagonda with reference to its manufacturer.

The Aston Martin Lagonda in the press

"The Aston Martin Lagonda is a Cadillac pretending to be a Triumph TR7."

"The Aston Martin Lagonda is a Cadillac that pretends to be a Triumph TR7."

"In the Lagonda, handcraft from the old world and modern things from the micro-chip era merge into a curious mixture - as if James Purdey & Sons were building a Casio watch."

Technical data Aston Martin Lagonda S2 – S4

Technical data Aston Martin Lagonda
Lagonda S2 Lagonda S3 Lagonda S4
Engine:  8-cylinder V-engine (four-stroke), cylinder bank angle 90 °
Displacement:  5341 cc
Bore × stroke:  100 mm × 85 mm
power 209 kW (284 hp) 223 kW (304 PS) 212 kW (289 hp)
Max. Torque at 1 / min:  500 Nm at 4000 434 Nm at 4000
Compression:  8.8: 1 9.5: 1
Mixture preparation:  4 double carburettors Weber DCNF Electronic injection Weber - Marelli
Valve control:  DOHC , chain drive
Cooling:  Water cooling
Transmission:  Three-speed automatic ( Chrysler Torque-Flite)
rear-wheel drive
Front suspension:  double wishbones , coil springs
Rear suspension:  De-Dion axle , Watt linkage, trailing arm, coil springs
Brakes:  Internally ventilated disc brakes all around (diameter f / h 27.3 cm / 26.3 cm), servo
Steering:  Rack and pinion steering, servo-assisted
Body:  Light metal, on a platform frame
Track width front / rear:  1500 mm / 1500 mm
Wheelbase:  2915 mm
Tickford Long Wheelbase: 3170 mm
Dimensions:  5285 × 1815 × 1300 mm,
Tickford Long Wheelbase: 5540 × 1815 × 1350 mm
Empty weight:  2095 kg,
Tickford Long Wheelbase: approx. 2200 kg
Top speed:  225 km / h
0-100 km / h:  8.8 s
Consumption (liters / 100 kilometers):  approx. 16-25 p

literature

  • Nigel Bothman, Lyndon McNeil: Money no object. Aston Martin Lagonda vs. Bitter CD vs. De Tomaso Deauville vs. Iso Fidia vs. Maserati Quattroporte . Comparative test of Italian four-door cars in: Thoroughbred & Classic Cars issue 9/2008, p. 60 ff.
  • Martin Buckley: When mere luxury was not enough . Compare Aston Martin Lagonda S2 and Rolls-Royce Camargue. In: Thoroughbred & Classic Cars, issue 9/2003, p. 78 ff.
  • Giles Chapman: Aston Martin. Waits & all . Brand history in: Octane Classic & Performance Cars, issue October 2013, p. 86 ff.
  • Tim Cottingham, Peter Tomalin: Them's the Brakes. Aston Martin Shooting Brakes. In: Vantage. The Independent Aston Martin Magazine. Issue 5 (spring 2014), p. 120 ff.
  • Mark Dixon: Five smokin 'saloons . Presentation of the Aston Martin Lagonda (Series 1) and comparison with the BMW 3.0 Si, the Daimler Double Six Vanden Plas, the De Tomaso Deauville and the Mercedes-Benz 300 SEL 6.3, in: Thoroughbred and Classic Cars, February issue 1996, p. 76 ff. (English). The model shown there is the David Brown prototype from 1969 (EM 230).
  • Robert Coucher: Four by four. Four Seater Aston Martins . In: Octane Classic & Performance Cars, April 2010 issue.
  • Sujatha Menon: Super Cars, Classics of Their Time . Quintet Publishing (2004), ISBN 0-7607-6228-7
  • Andrew Noakes: Aston Martin fascination . Parragon, Bath 2006, ISBN 978-1-4054-7900-4 .
  • William Presland: Aston Martin V8 . Crowood Press 2009. ISBN 978-1-84797 066-4
  • Michael Schäfer: Captain Future : Presentation and development history of the Aston Martin Lagonda S2 (with several images of an S4) in: Oldtimer Markt, issue 12/2007, p. 42 ff.
  • Rainer Schlegelmilch, Hartmut Lehbrinck, Jochen von Osterroth: Aston Martin . Verlag Könemann 2005. ISBN 3-8331-1058-9 .
  • LJK Setright: The Hypertourers. Ferrari 400 auto, Bristol 412 and Aston Martin Lagonda . Comparison test in: Car & Driver, June 1977 issue.

Web links

Commons : Aston Martin Lagonda  - Collection of images, videos and audio files

Individual evidence

  1. ↑ a b William Presland: Aston Martin V8 . Crowood Press 2009. ISBN 978-1-84797 066-4 , p. 71.
  2. ↑ auto, motor and sport: Aston Martin Lagonda (1976–1989)
  3. ^ Giles Chapman: Aston Martin. Waits & all . Brand history in: Octane Classic & Performance Cars, October 2013 issue, p. 90
  4. ^ A b c Robert Coucher: Four by four. Four Seater Aston Martins . In: Octane Classic & Performance Cars, issue April 2010, p. 60 f.
  5. ↑ a b c d e William Presland: Aston Martin V8 . Crowood Press 2009. ISBN 978-1-84797 066-4 , p. 58.
  6. ↑ a b c Rainer Schlegelmilch, Hartmut Lehbrinck, Jochen von Osterroth: Aston Martin . Verlag Könemann 2005. ISBN 3-8331-1058-9 , p. 202.
  7. ↑ a b c Martin Buckley: When mere luxury was not enough . Compare Aston Martin Lagonda S2 and Rolls-Royce Camargue. In: Thoroughbred & Classic Cars, issue 9/2003, p. 83.
  8. ↑ Andrew Noakes: Fascination Aston Martin . Parragon, Bath 2006, ISBN 978-1-4054-7900-4 , p. 102.
  9. ↑ William Presland: Aston Martin V8 . Crowood Press 2009. ISBN 978-1-84797 066-4 , p. 55.
  10. ↑ Mark Dixon: Five smokin 'saloons . Presentation of the Aston Martin Lagonda (Series 1) and comparison with the BMW 3.0 Si, the Daimler Double Six Vanden Plas, the De Tomaso Deauville and the Mercedes-Benz 300 SEL 6.3, in: Thoroughbred and Classic Cars, February issue 1996, p. 79.
  11. ↑ a b c d Michael Schäfer: Captain Future : Presentation and development history of the Aston Martin Lagonda in: Oldtimer Markt, issue 12/2007, p. 47.
  12. ↑ Andrew Noakes: Fascination Aston Martin . Parragon, Bath 2006, ISBN 978-1-4054-7900-4 , p. 103.
  13. ↑ Andrew Noakes: Fascination Aston Martin . Parragon, Bath 2006, ISBN 978-1-4054-7900-4 , p. 106.
  14. ↑ William Presland: Aston Martin V8 . Crowood Press 2009. ISBN 978-1-84797 066-4 , p. 62.
  15. ↑ Stefan Grundhoff: "A different kind of sight". www.sueddeutsche.de, May 17, 2010, accessed on May 2, 2015 .
  16. ↑ a b c Michael Schäfer: Captain Future . Presentation and history of the development of the Aston Martin Lagonda in: Oldtimer Markt, issue 12/2007, p. 44.
  17. ↑ Andrew Noakes: Fascination Aston Martin . Parragon, Bath 2006, ISBN 978-1-4054-7900-4 , p. 108.
  18. ↑ Illustration of a W126 coupé with a modified front section on the website http://nast-sonderfahrzeuge.de (accessed on May 2, 2015).
  19. ↑ a b c Michael Schäfer: Captain Future : Presentation and development history of the Aston Martin Lagonda in: Oldtimer Markt, Issue 12/2007, p. 45.
  20. ↑ a b William Presland: Aston Martin V8 . Crowood Press 2009. ISBN 978-1-84797 066-4 , p. 59.
  21. ↑ William Presland: Aston Martin V8 . Crowood Press 2009. ISBN 978-1-84797 066-4 , p. 143.
  22. ↑ a b Andrew Noakes: Fascination Aston Martin . Parragon, Bath 2006, ISBN 978-1-4054-7900-4 , p. 110.
  23. ↑ William Presland: Aston Martin V8 . Crowood Press 2009. ISBN 978-1-84797 066-4 , p. 60.
  24. ↑ Andrew Noakes: Fascination Aston Martin . Parragon, Bath 2006, ISBN 978-1-4054-7900-4 , p. 116.
  25. ↑ a b William Presland: Aston Martin V8 . Crowood Press 2009. ISBN 978-1-84797 066-4 , p. 66.
  26. ↑ a b Michael Schäfer: Captain Future : Presentation and development history of the Aston Martin Lagonda in: Oldtimer Markt, Issue 12/2007, p. 46.
  27. ↑ Christopher Balfour: Bristol Cars. A very British story . Haynes Publishing, 2009, ISBN 978-1-84425-407-1 , p. 347.
  28. ↑ Thoroughbred & Classic Cars, September 2008, p. 48 ff.
  29. ↑ astonmartins.com: Aston Martin Lagonda prototype, 1976
  30. ↑ Andrew Noakes: Fascination Aston Martin . Parragon, Bath 2006, ISBN 978-1-4054-7900-4 , p. 107
  31. ↑ William Presland: Aston Martin V8 . Crowood Press 2009. ISBN 978-1-84797 066-4 , pp. 64, 66, 69, 71.
  32. ↑ www.astonmartin.com
  33. ↑ Oldtimer Markt, issue 12/2007, p. 47
  34. ↑ William Presland: Aston Martin V8 . Crowood Press 2009. ISBN 978-1-84797 066-4 , pp. 69-71
  35. ↑ Description of the Lagonda S 4 on the website www.astonmartins.com (accessed December 7, 2015).
  36. ↑ The Bonhams auction house mentions the chassis no. In a catalog for an auction. 13643 for the third from last vehicle of the Series 4 built in 1990 and specifies the end of production in May 1990.
  37. ↑ www.studio434.co.uk (accessed December 7, 2015). This page specifically deals with the last series 4 vehicle built, chassis no. 13645, and states May 18, 1990 as the production date.
  38. ↑ Martin Buckley: When mere luxury was not enough . Compare Aston Martin Lagonda S2 and Rolls-Royce Camargue. In: Thoroughbred & Classic Cars, issue 9/2003, p. 80.
  39. ↑ a b William Presland: Aston Martin V8 . Crowood Press 2009. ISBN 978-1-84797 066-4 , pp. 67 f.
  40. ^ Tim Cottingham, Peter Tomalin: Them's the Brakes. Aston Martin Shooting Brakes. In: Vantage. The Independent Aston Martin Magazine. Issue 5 (Spring 2014), p. 123.
  41. ↑ Illustration of the Kielstra-Lagonda on the website http://astonmartins.com (accessed on May 15, 2015).
  42. ↑ LJK Setright: The Hyper Tourer. Ferrari 400 auto, Bristol 412 and Aston Martin Lagonda . Comparison test in: Car & Driver, June 1977 issue.
  43. ↑ The London arms manufacturer James Purdey & Sons produces high-quality sporting weapons in traditional handcraft.
Aston Martin models timeline since 1948
Type / engine David Brown era 1947–1972 Various owners From 1986 to 75%, from 1993 to 100% part of Ford Independently
1940s 1950s 1960s 1970s 1980s 1990s 2000s 2010s 2020s
8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0
Microcar Cygnet
Luxury limousines Lagonda 2.6 L. Lagonda 3 L Lagonda Rapide Lagonda Fast
Taraf
Sports car R4 DB1
R6 DB2 DB2 / 4 DB4 DB5 DB6 DB7
DB2 Vantage DB4 Vantage DB5 Vantage DB6 Vantage
DB4 GT Zagato DBS Vantage
V8 DBS V8 V8 Virage V8
V8 Vantage V8 Vantage V8 Vantage Vantage
V8 Zagato
V12 V12 Vantage
DB7 Zagato V12 Zagato DBS GT Zagato
DB7 Vantage DB9 DB11
DB7 AR1 Virage
V12 Vanquish DBS Vanquish DBS Superleggera
One-77
SUV DBX
Prototypes and GT racing cars DB2 DBR1 DP212 DP214 RHAM / 1 DBR9 V8 Vantage GT2 / GTE Vantage GTE
DB3 DBR2 DP215 DBRS9 V12 Vantage GT3 Vantage GT3 / GT4
DBR3 V8 Vantage N24 / GT4
EMKA AMR1 LMP1 AMR-One
Formula 1 - racing cars DBR4 DBR5
  • Under the brand Lagonda sold
  • Underbody from the Jaguar XJS
  • Based on the Toyota iQ