Aston Martin DB6 Review and Buyer's Guide

The Aston Martin DB6 was introduced in 1965 and was a development of the DB5. Major body changes were made in an attempt to combine true four-seating capabilities with high performance. The wheelbase was increased from 8’ 2” to 8’ 5 3/4”, and the roofline raised 2”, all to give rear seat passengers additional room. In addition, the front windshield was more steeply raked and the rear window was more upswept.

A distinctive feature of the new bodyline was the treatment of the rear deck, which included an integrated, upturned spoiler. This, along with other aerodynamic improvements, greatly improved high-speed road holding by significantly reducing lift at the rear wheels.

The basic dual-SU carbureted 3,995 cc DB5 engine continued unchanged, producing 282 bhp at 5,500 rpm. The optional Vantage engine was fitted with triple dual-choke side-draft Weber carburetors, high-lift camshafts and increased compression pistons, producing 325 bhp at 5,570 rpm. Additional equipment included power steering (a boon for low speed maneuvering in town), a Power Lock differential and chrome wire wheels. Customers could choose, at no difference in cost, between either an automatic gearchange or a five-speed manual ZF.

Acceleration was prodigious, requiring a mere six seconds to reach 60 mph from rest, and top speed was just under 150 mph. Nonetheless, many Aston enthusiasts feel that the increased weight and size of the DB6 make it less agile than its predecessor, the DB5.

A potentially expensive weak point is fuel shortage caused by the failure of one of the twin SU fuel pumps. At high speeds under heavy demand, one pump cannot produce enough fuel for this rather thirsty engine, causing the mixture to lean and resulting in a holed piston. Unfortunately, there is no simple way to determine if a pump is operational short of disabling one and checking the output of the other. A modern, high-output pump with a fuel pressure regulator is one suggested solution. Although your progress would come to a halt should this single pump fail (which in this age of electronics is unlikely), far better to be stopped waiting for the flat-bed tow truck than to be slowly buy surely causing the destruction of a piston, leading to the subsequent very costly engine rebuild.

Production of the DB6 ran from October 1965 to July 1969 during which time some 1,504 cars were constructed. 1,321 were standard saloons, six were the rather odd Radford shooting brake (estate or station wagon), 37 were short-chassis Volantes (convertibles) and 140 were standard-chassis Volantes.

The rare, short-chassis Volante is an especially interesting variation. Essentially a DB5 with the DB6 split bumpers, enlarged oil-cooler opening, Triumph taillights, a Volante badge on the rear deck and DB6 interior trim, this convertible merged the aggressive look of the DB6 with the nimble road manners of the DB5. With only 37 produced, they command a premium when they appear on the market.

In July 1969 the fuel-injected DB6 Mk2 was introduced, continuing through November 1970. Unfortunately, the AE Brico fuel-injection was not fully developed before being fitted to the DB6, and never realized its potential for providing superior performance to the Weber-fitted Vantage, and better fuel economy than the standard SU equipped engine. Most injected Astons have thankfully been retrofitted to Weber carburetors, which, although highly desirable, may cause problems with the smog-requirements of your local Department of Motor Vehicles. An inquiry both to them and to local Aston owners is in order before consummating a purchase.

Visually, the Mk2 is easily identified by flares on the wheel arches, to accommodate the larger 8.15 inch x 15 inch tires, larger hubs with three-eared wing nuts flattened closer to the spokes for safety, and wider six-inch rims. There were 278 Mk2s produced, 240 standard saloons and 38 Volantes.

The example shown here is S/N DB6 3088L, a left-drive manual gearchange model, painted in gunmetal gray over a black leather interior. It was offered at the Sports Car Auction in Geneva on 5 May 1989, where it changed hands for $121,000 plus commission.

Despite its increased interior comfort, the Aston enthusiast often placed the DB6 behind the DB4 and 5 models. Therefore, while a desirable car, it will appreciate only after its smaller, lighter, better-performing brethren have increased in price.

While the advice to have a car thoroughly checked before purchase applies to nearly any acquisition, it is especially important with an Aston. These cars are extraordinarily expensive to repair, and any needed maintenance should be figured into your offer. In addition, the provenance of a car claimed to be a \"Vantage\" model needs to be carefully checked out, for the fitting of Weber carburetors does not a factory Vantage make.

The value of DB6s, as with all Astons, underwent a precipitous decline shortly thereafter, and has only recently begun to stabilize. A very nice DB6 Vantage recently changed hands in the neighborhood of $45,000, which seems to be a benchmark price for complete, correct examples in excellent driving condition.