593 Aston Martin DBR4-4 (1957:59)

593 Aston Martin DBR4-4 (1957:59)

Aston Martin DBR4 (1967:59) *2493cc S6 DOHC Production 4
Race Number: 276 Wolgang Freidrichs

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*Original engine spec.

Designed by Ted Cutting, and originally built abd tested in 1957, the DBR4 was intended to give Aston Martin the success in Formula 1 that they were enjoying in Sports Car racing.
The chassis of the DBR4 was a conventional spaceframe structure, skinned with aluminium bodywork. Beneath the skin the DBR4’s basic design was closely related to the DB3S sports car of 1956, but with its ancillary components more tightly packaged to enclose them in the smaller, single-seater body. Although some manufacturers had started to use wind-tunnel testing for racing cars, such as the Bristol 450, aerodynamics as a science was still in its infancy where road vehicles were concerned. As a result of this, although the DBR4’s bodywork appeared svelte and streamlined, the effect was ruined by the decision to mount a large air intake on the side of the bonnet, and to install a relatively tall, near-vertical windscreen.
Although the prototype was running in 1957, developement was put on hold. Towards the end of 1958, Aston boss John Wyer instructed Ted to get the GP car out from under its sheet and redesign the front suspension for the 1959 season. That was completed in six weeks and a second car, DBR4/2, was built to the same design.
The car did not make its racing debut until
The Aston Martin DBR4/250 was unveiled to the public in April 1959, and made its competition debut on 2 May in the non-Championship BRDC International Trophy race at Silverstone. Both cars performed well, but the truth was what would have been a good car in 1957 was now to heavy and oudated, against newer designs and in the face of the rear engine revolution.
At the DBR4’s World Championship debut in the 1959 Dutch Grand Prix on 31 May, Shelby and Salvadori could only manage 10th and 13th fastest in qualification, respectively. During the race both cars succumbed to engine problems in the early laps and failed to finish. Further delays and shifted priorities meant that the light green Astons only appeared at a further three races of the 1959 Formula One season. The DBR4s failed to score even a single point during this time; their best results being a pair of 6th places for Salvadori, taken at the British and Portuguese rounds. Following a second disappointing outing in the BRDC International Trophy (Trintignant was tenth and Salvadori’s engine expired on lap 4), a solitary DBR4 appeared in practice for the 1960 Dutch Grand Prix, entered for Salvadori when the DBR5 was not ready. But Aston withdrew the entries following a dispute over start money.

Aston Martin soon abandoned F1. Three of the DBR4s were converted to ‘300’ specification, with 3-litre engines for Australian owners racing to their local rules. Lex Davison had DBR4/1 first and then DBR4/4, While DBR4/2 was cut up by the works and number 3 was sold …

The Secret in Making Your V8 Engine Roar

Making your exhaust sound louder and deeper can be as simple as just replacing your muffler. Many owners of cars with V8 engines do not want to muffle the roar of their engines and always look for ways to improve the sound of their vehicles. The basic muffler design you are looking for to make your car sound louder is a straight-through muffler. Mufflers designed to silence engine exhausts loop the exhaust gases once or twice inside the muffler to deaden the sound. Some owners have found that using a straight pipe instead of putting in a replacement muffler is enough. With V8 engines, you can also put a cross-pipe just after the exhaust manifold collectors to give your engine exhaust a different sound. The sound will be much louder but this may be what you are looking for.

The distinctive V8 sound comes from the uneven exhaust pressures on either side of the engine, which is a direct result of having an odd firing order. The very distinct exhaust sound made by a crossplane V8 is from the irregular firing order. Crossplane refers to the crankshaft design used in most automotive V8 engines. These crankshaft designs provide smoother running because of the large crankshaft counterweights that are employed to balance out the vibrations of the engine. Opposite to a crossplane is a flat-plane crank that is often used in high performance V8s for their high-revving capabilities in exchange for rougher running.

Each time two cylinders fire on the same side in sequence, the two exhaust pulses create high exhaust pressure and noise which can be heard out the tailpipe. This repeats later in the firing order on the other side of the engine. Often times, balance pipes are used to equalize the large exhaust pressure difference between each side of the engine. The pressure equalization improves exhaust scavenging, especially at low RPM. This is why after the mufflers, succeeding exhaust system mods will include a larger diameter or differently-design cross pipe. The final exhaust system modification you can perform is to replace your V8 engine’s exhaust manifold with headers, which when properly designed will improve horsepower and give your engine a more aggressive sound. Some “advice” you will hear or read online is about removing the catalytic converters to produce a louder sound from your engine. While this may be so, cats are a legal requirement to operate a motor vehicle and it is irresponsible to remove them.…