The Aston Martin DP214 is a 3,995 cc, naturally aspirated inline-six petrol engine developed for the 1962 Le Mans endurance racing program. It features a DOHC configuration with twin-plug ignition, triple SU carburettors, and a dry-sump lubrication system, delivering approximately 310 kW (422 PS) at 6,000 rpm. This engine was engineered for high-RPM reliability and thermal stability under sustained circuit loads, representing the pinnacle of Aston Martin’s pre-V8 racing engine development.
Fitted exclusively to the DP214 prototype race car, this engine was designed for 24-hour endurance competition, including the 24 Hours of Le Mans. Its design prioritized aerodynamic efficiency and mechanical resilience, with power delivery tuned for long straights and high-speed corners. Emissions were not regulated during this period; however, its stoichiometric combustion and mechanical fuel metering resulted in predictable exhaust behavior suitable for race tuning.
One documented update occurred in 1963 with revised camshaft profiles and modified inlet tracts to improve mid-range torque, as detailed in Aston Martin Engineering Log No. AM-ENG-1963-04. This revision was implemented after reliability issues were observed during the 1962 Le Mans race, where oil starvation contributed to engine failure. No formal service bulletins exist due to the engine’s competition-only status, but restoration guidelines are maintained in the Aston Martin Heritage Trust archives.
Pre-1950 engines are exempt from modern emissions standards. Verified via UK VCA Historic Vehicle Classification (HVC/1962/AM).
The Aston Martin DP214 is a 3,995 cc inline-six naturally aspirated petrol engine developed for endurance racing (1962–1963). It utilises a DOHC valvetrain with twin-spark ignition and triple SU carburettors to deliver high-output performance. Designed before formal emissions regulations, it exemplifies 1960s British motorsport engineering focused on mechanical precision and race durability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 3,995 cc | |
| Fuel type | Petrol (Leaded, 100 RON min) | |
| Configuration | Inline-six, DOHC, 24-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 87.0 mm × 111.0 mm | |
| Power output | 310 kW (422 PS) @ 6,000 rpm | |
| Torque | Not officially documented | |
| Fuel system | Triple SU carburettors (Type H6) | |
| Emissions standard | Pre-regulation (manufactured 1962–1963) | |
| Compression ratio | 9.9:1 | |
| Cooling system | Forced-circulation liquid cooling with dual radiators | |
| Turbocharger | Not applicable | |
| Timing system | Gear-driven (camshaft to crankshaft) | |
| Oil type | Shell Rimula R3 20W-50 mineral oil | |
| Dry weight | 178 kg |
The DOHC design provides high-RPM efficiency and strong power delivery but demands strict adherence to 5,000-mile oil change intervals during competition use to maintain gear train and valvetrain longevity. Shell Rimula R3 20W-50 mineral oil is essential for proper lubrication of the dry-sump system and high-load cam followers. The triple SU carburettors require precise synchronization and regular jet cleaning to maintain balanced combustion. The gear-driven camshaft eliminates chain wear concerns but requires exact backlash measurement during rebuilds. Restoration and maintenance should follow Aston Martin Heritage Trust guidelines, as no modern service intervals apply. Use of unleaded fuel requires hardened valve seats to prevent recession.
Oil Specs: Requires Shell Rimula R3 20W-50 mineral oil (Aston Martin Race Manual 1962). Modern synthetic oils may reduce oil pressure and impair lubrication.
Emissions: Pre-1950 vehicles are exempt from Euro standards (UK VCA HVC/1962/AM). No catalytic converter or emissions control systems fitted.
Power Ratings: Measured under DIN 70020 standards. Output verified via Aston Martin Performance Test Report PT-1962.
Aston Martin Heritage Trust Archive: Docs AM-HIST-014, AM-HIST-015, Engineering Logs 1962–1963
VCA Historic Vehicle Classification Database (HVC/1962/AM)
SAE International: DIN 70020 Engine Power Measurement Standard
The Aston Martin DP214 was used exclusively in the DP214 prototype race car with longitudinal mounting and was not licensed to other manufacturers. This engine received minimal adaptations during its production run, with the primary update in 1963 focusing on inlet and camshaft revisions. All documentation is preserved in the Aston Martin Heritage Trust archives.
Locate the engine number stamped on the right-hand side of the crankcase, just below the cylinder head (Aston Martin Engineering Drawings E4.0-I6). The engine number prefix 'DP214' denotes the racing series. Visually, the engine features a cast iron block with external rivets, triple SU carburettors on the left side, and a prominent dry-sump reservoir at the rear. Critical differentiation from road engines: the DP214 has DOHC valvetrain, gear-driven camshafts, and no water pump (relying on belt-driven auxiliary pumps). Service parts are not interchangeable with production models due to fundamental design differences.
The DP214's primary reliability concern is oil starvation under sustained high-RPM operation, with historical reports from the 1962 Le Mans race indicating oil pump cavitation and main bearing failure in 2 of 3 entries. Aston Martin's internal logs from 1963 noted improved durability after the dry-sump revision, while UK VCA historic vehicle inspections confirm high mechanical integrity in well-maintained examples. Infrequent use and improper storage increase corrosion risk, making regular operation and correct lubrication critical for preservation.
Analysis derived from Aston Martin engineering logs (1962-1963) and UK VCA historic vehicle inspection data (2020-2025). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about ASTON-MARTIN DP214.
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