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Guy Jenner, CEO of HWM Aston Martin, shares his expertise in this in-depth guide to the Aston Martin DB9. As the world’s oldest Aston Martin dealership, HWM has represented every generation of the DB series, bringing a unique perspective to a car that marked a defining chapter in the marque’s history.
There are certain cars that become important because they are beautiful, fast or commercially successful.The Aston Martin DB9 managed to be all three.
When the DB9 appeared in 2003, Aston Martin was entering perhaps the most important period of transformation in its modern history. The company was moving into a purpose-built factory for the first time, developing an entirely new aluminium vehicle architecture and attempting to increase production dramatically without losing the craftsmanship, beauty and individuality that had always defined the marque.
The DB9 would become the car that brought all of those ambitions together.It was the first Aston Martin built at Gaydon.The first production Aston Martin developed around the new VH architecture.And ultimately, one of the most successful DB models the company has ever produced.
At the beginning of the 2000s, Aston Martin was owned by Ford Motor Company.
Ford had initially acquired a controlling interest in Aston Martin in 1987 before taking full ownership in 1994. By the end of the decade, Aston Martin had become part of Ford's Premier Automotive Group alongside Jaguar, Land Rover and Volvo.That corporate ownership is important to the DB9 story.
Aston Martin remained an extraordinarily small manufacturer by global automotive standards, but it now had access to significantly greater engineering resources, testing facilities, purchasing power and technical expertise.
Introduced in 1994, it transformed Aston Martin's commercial fortunes. It brought the marque to a much wider audience and became, by some margin, the highest-volume Aston Martin yet produced.But Aston Martin's ambitions were growing.The company needed a completely new generation of cars.
A pivotal moment came in July 2000 when Ford appointed Dr Ulrich Bez as Chief Executive of Aston Martin.Bez arrived with extensive engineering and product-development experience and quickly formed a view about what the future Aston Martin range should look like.
One of his earliest decisions concerned the proposed replacement for the smaller Aston Martin sports car.The development programme, known internally as AM305, had initially been considered as a mid-engined car. Bez changed the direction to a front-engined layout.His reasoning was rooted partly in product philosophy and partly in commercial reality.
Rather than developing numerous completely separate vehicle architectures, Aston Martin could create a core family of cars using variations of a common platform.That philosophy would become enormously important.Aston Martin could build a larger DB grand tourer and a smaller Vantage sports car while sharing elements of their underlying engineering.
The idea ultimately led to one of the most important pieces of engineering in Aston Martin's history - the VH architecture.
VH: The Foundation of the Gaydon Era
The DB9 development programme carried the internal designation AM802.
At its heart was Aston Martin's new VH architecture, generally described as Vertical/Horizontal.
The principle was flexibility."Vertical" described the ability to expand or contract the architecture through the Aston Martin model range. Wheelbase, track and overall dimensions could be changed to create cars of very different sizes and characters.
"Horizontal" reflected the broader philosophy of sharing engineering, components and manufacturing principles wherever appropriate.The structure itself was extremely sophisticated.Rather than relying upon a conventional welded steel monocoque, the DB9 used an aluminium structure assembled using aerospace-style structural adhesives and self-piercing rivets.
The result was both light and extremely rigid.Compared with the DB7 V12, the DB9 was around 100 kg lighter overall. Aston Martin's own historical records state that its body structure was approximately 25% lighter while offering around twice the torsional rigidity of its predecessor.
A stiffer body gives suspension engineers a much more stable foundation from which to work. Rather than the structure itself flexing and absorbing forces, the suspension can control wheel movement more precisely.
VH would go on to underpin an extraordinary period of Aston Martin production, forming the engineering basis for cars including the DB9, V8 and V12 Vantage, DBS, Virage, Rapide and later Vanquish.
Gaydon: Aston Martin's New Home
For most of its history, Aston Martin had operated from comparatively small manufacturing facilities. Newport Pagnell had become synonymous with the marque, but the traditional factory was never designed to support the considerably larger production volumes Aston Martin now envisaged.Gaydon changed that.
In 2003, Aston Martin officially opened its new headquarters and manufacturing facility in Warwickshire. It was a landmark moment.Remarkably, this was Aston Martin's first purpose-built factory.
For a company approaching its 90th anniversary, that fact alone demonstrates just how significant the transformation was.The new facility sat on the wider Gaydon automotive complex and gave Aston Martin modern manufacturing capability on a scale it had never previously possessed.
Series production of the DB9 Coupé began there in January 2004.The DB9 therefore carries a distinction no other Aston Martin can claim.It was the first production Aston Martin built at Gaydon.That makes it more than simply another model in the company's history. It marks the beginning of an entirely new industrial era.
Designing the DB9
The DB9 also had an interesting design history.The programme was initially known internally by the styling code P89.Much of the early exterior design work was undertaken by Ian Callum while working with TWR.
Callum had already played an enormously important role in Aston Martin design through the DB7 and Vanquish and was central to establishing the elegant proportions and visual language that would influence the DB9.
By 2001, however, Ford had recruited Danish designer Henrik Fisker from BMW to become Aston Martin's Design Director.
By this point, much of the DB9's fundamental design direction had already been established. Fisker was responsible for bringing the project through its final development stages, refining the design and overseeing the car through to launch.
For that reason, discussions about who "designed" the DB9 can sometimes become overly simplistic.The fairest description is that the DB9 emerged from a design process in which Ian Callum played a major role in establishing the original form, with Henrik Fisker subsequently refining and completing the production design.
What is beyond dispute is how successful the result was.More than two decades later, it remains remarkably fresh.That is probably one of the greatest compliments that can be paid to any automotive design.
The Interior: A New Kind of Aston Martin
Compared with the DB7, the DB9 cabin represented a huge step forward.The design was cleaner, more architectural and considerably more modern.There was far less obvious component sharing than customers had experienced previously.
Among its defining features were:
Later Gaydon Aston Martins would become famous for the Emotional Control Unit, or glass ECU key, but the original DB9 helped establish the sense of occasion and interior architecture from which that later design language evolved.
There was theatre, but not at the expense of usability.That balance was important because the DB9 was designed first and foremost as a grand tourer.
Why Wasn't It Called DB8?
Logically, replacing the DB7 with a new DB model might have suggested one obvious name.
How did Aston Martin arrive at the name DB9?Firstly, calling the car DB8 could have implied that it represented a relatively modest evolution of the DB7.In reality, almost nothing could have been further from the truth.
The DB9 was built in a new factory, on an entirely new aluminium architecture, with a new body, new suspension, new interior and a completely different engineering philosophy.Aston Martin wanted the name to communicate that this was a generational leap.
There was another practical consideration.The name DB8 could easily have suggested that the car used a V8 engine.
Finally, it was no secret that the DB7 was closely linked to the Jaguar XJS.Therefore, when Jaguar released the XK8, there was a risk that buyers would assume a DB9 was closely related.In reality, they were entirely separate projects with no connection.
Ultimately, the name sounded new because the car genuinely was new.
A Familiar V12, Completely Reinterpreted
The DB9 retained one important connection with the Aston Martins that preceded it.
The all-alloy naturally aspirated V12 displaced 5,935 cc.
Initial output was:
The engine was mounted particularly far rearward.Indeed, the rear cylinders effectively sat beneath the bulkhead.Together with the rear-mounted transaxle, this allowed Aston Martin to push major masses towards the centre of the car and achieve near-perfect front-to-rear weight distribution.
Customers had a choice of transmissions.A ZF Touchtronic automatic suited the effortless grand-touring character of the DB9.For more committed drivers, Aston Martin also offered the exceptionally rare six-speed Graziano manual gearbox.
We will return to that gearbox later in this series because manual DB9s would eventually account for only a tiny proportion of total production.
The DB9 Goes on Sale
When it arrived in the United Kingdom, the DB9 was positioned firmly in genuine luxury GT territory.
At launch, UK pricing was approximately:
Those figures are fascinating with the benefit of hindsight.
This was an entirely new aluminium Aston Martin powered by a naturally aspirated V12, built in the company's new factory and capable of competing with some of the world's finest grand tourers.
The Reaction
Thankfully for Aston Martin, the reaction was extraordinary.
The DB9 made its public debut at the Frankfurt Motor Show in September 2003 and quickly became one of the most celebrated new performance cars of the period.
The motoring press praised not only its appearance but the completeness of the package.It was fast without being intimidating.Refined without becoming detached.Beautiful without becoming fragile.
And capable of fulfilling the traditional Aston Martin role of crossing continents at enormous speed while still being rewarding when the road became interesting.Top Gear famously considered the DB9 too cool even for the "Sub Zero" section of its Cool Wall, placing it in its own DB9 refrigerator.
People who knew little about suspension geometry or bonded aluminium structures knew what a DB9 was.
More Than a Replacement for the DB7
It is tempting to describe the DB9 simply as the successor to the DB7.Technically, that is correct.Historically, it considerably understates its importance.
The DB9 introduced Aston Martin's new manufacturing home.It introduced the VH architecture.It established the design language of the Gaydon generation.It created the engineering foundation from which much of the Aston Martin range would subsequently develop.And it demonstrated that Aston Martin could increase production substantially without becoming ordinary.
More than 16,000 DB9 Coupés and Volantes would eventually be produced.For Aston Martin, those were enormous numbers.The DB9 became one of the great commercial successes in the marque's history and helped establish the company that Aston Martin would become during the first two decades of the 21st century.
HWM Perspective
For HWM, the DB9 represents a particularly important period.
We had already represented Aston Martin continuously for more than half a century when the DB9 arrived.The transition was immediately obvious.
The DB7 had transformed Aston Martin commercially, but DB9 felt like the beginning of something different again.
The quality of the structure, the sophistication of the chassis, the design of the cabin and the sheer breadth of ability moved the marque forward by an enormous amount.Yet importantly, it still felt like an Aston Martin.It had the key ingredients:
It was front-engined.
Rear-wheel drive.
Powered by a naturally aspirated V12.
Beautiful rather than aggressive.
Fast without becoming clinical.
And above all, it remained a genuine grand tourer.
Having subsequently watched the DB9 develop through twelve model years, sold and maintained the cars throughout their lives and seen how strongly owners continue to respond to them today, it is difficult to overstate the importance of the original car.
It began the Gaydon era.And as we will discover in the next chapter, Aston Martin then spent more than a decade continuously developing it.
This is the longest and most comprehensive chapter in our series.Across the 12-year production life of DB9, it enjoyed a series of continuous improvements.Each year, there would be a new model year (MY).This would be announced in the summer before the calendar year so a 2007 model year would be announced at the end of summer 2006.
Therefore, if you are looking to buy a DB9 and are searching for a specific model year, it is worth noting that the registration date does not always correspond with the model year. Firstly, because of the quirk of when model years were released but also some cars were in stock for a long period before being sold and registered.
The details below will help you identify a specific model year, but we can also find the full build details of a car with the last six digits of the chassis number.
2005 MODEL YEAR
Original DB9 specification
The positioning of the V12 was particularly important. It sat behind the front axle line, with the rearmost cylinders extending beneath the bulkhead. Combined with the rear transaxle, this helped achieve the weight distribution Aston Martin wanted and established the front-mid-engined layout that became characteristic of the Gaydon generation.
The cabin was also a huge step forward. The DB9 introduced a far more bespoke and contemporary Aston Martin interior, including distinctive instrumentation and, on automatic cars, transmission selector buttons that removed the need for a conventional gear selector from the centre console.
HWM Buyer's Perspective
The earliest DB9 is where the story begins and has a purity of specification that gives it considerable appeal today.
When you drive one, you will notice that the throttle is really sensitive.It makes the car feel very responsive.So much so that Aston Martin toned it down on later models.
The early cars also had deeply sculpted sports seats.They work best for a lean build so check comfort before buying.They are very supportive and comfortable but won’t suit all body shapes.
2005 MODEL YEAR
The DB9 Volante
The Volante had been planned from the outset and followed approximately a year after the Coupé.
Interestingly, Aston Martin expected open cars to represent a very substantial part of DB9 production, around 50% overall and potentially as much as 70% in the United States.
It wasn't simply a DB9 Coupé without a roof. Aston Martin deliberately gave the Volante a slightly different personality.
Key Volante differences
The objective was not to make the Volante as sporting as the Coupé. Its slightly softer character made it particularly well suited to long-distance touring.
That distinction remains noticeable today.
2006 MODEL YEAR
Refinement rather than reinvention
There was no major mechanical revision for 2006MY, with the original 450 bhp powertrain and fundamental chassis specification continuing unchanged.
The original 450 bhp powertrain and fundamental chassis specification continued.
However, an important option arrived during 2006.
The DB9 Sports Pack
Introduced in October 2006 for the Coupé only, the Sports Pack was intended to sharpen the DB9's handling without destroying its grand-touring ride quality.
Changes included:
The scale of those spring-rate changes demonstrates that this was much more than an appearance package.
HWM Buyer's Perspective
You can spot a Sports Pack because of the double five spoke alloy wheels.Do note that some people just fitted the wheels.It does sharpen up the handling without making the car too firm.It was always a desirable option when new.
2007 MODEL YEAR
Improving the original formula
Aston Martin continued refining the car for 2007MY.
The changes were less obvious than the later major model-year revisions, but several are relevant to ownership today.
2007MY changes
The electrical changes and coil-pack revision are particularly interesting from a modern ownership perspective because they demonstrate that Aston Martin was already addressing detail engineering as experience accumulated in the field.
2008 MODEL YEAR
The mature 450 bhp DB9
There was no major standard-production engineering revision for 2008MY.
Instead, these cars represent the mature development of the original 450 bhp DB9 before the significant 2009MY changes.
But 2008 did produce the first particularly interesting DB9 special.
DB9 LM / Le Mans
The DB9 LM celebrated the DBR9's GT1 class victory at the 2007 Le Mans 24 Hours.
Based on the Coupé and fitted with Touchtronic transmission, it incorporated the Sports Pack as standard.
Distinctive features included:
The production story is particularly interesting. Aston Martin apparently intended to produce 124 examples, effectively one for each dealer, but only 69 are believed to have been completed. Published figures put right-hand-drive production at just 15 cars.
That potentially makes the DB9 LM substantially rarer than many people realise.
2009 MODEL YEAR
This is the first major dividing line in DB9 production.
The 2009MY programme went considerably beyond a conventional facelift, improving the engine, transmission, chassis, refinement, exterior details and cabin.
New AM09 V12
The revised engine increased output from:
450 bhp → 470 bhp
Torque also increased by approximately 23 lb ft.
Engine changes included revised cylinder heads and a higher compression ratio.
Transmission and chassis
Refinement
Exterior
Interior and technology
The ECU key is a relatively small detail technically but an important one historically. It became one of the signature pieces of theatre associated with Aston Martins of this period.
HWM Buyer's Perspective
For somebody shopping for a DB9 today, 2009MY is one of the most useful dates to remember.
The increase to 470 bhp attracts the headlines, but the importance of the update is really the accumulation of improvements across the whole car.
It represents the first substantially evolved version of the original DB9.
2010 MODEL YEAR
Adaptive damping changes the chassis
The major development for 2010MY was the availability of adaptive damping through the Premium Sports Pack.
The technology originated with the DBS, although the DB9 received its own calibration.
Premium Sports Pack
The 2010MY programme also included a collection of detail improvements:
These apparently minor improvements are exactly why a detailed model-year guide is useful. They can materially affect what a car is like to live with even when the engine specification hasn't changed.
2011 MODEL YEAR
Technology and chassis sophistication
Another important group of improvements arrived for 2011MY.
Mechanical and environmental changes
Exterior changes
Navigation
One easily overlooked improvement was a considerably more sophisticated Garmin navigation system.
The previous:
6-inch / 480 × 234 display
was replaced by a:
6.5-inch / 800 × 480 display
The new system added:
This was therefore considerably more than a change of mapping supplier.
2011 Special Editions
Three distinctive DB9 specifications also appeared around this period.
Carbon Black
A sporting, dark-themed interpretation of the DB9 featuring:
Quantum Silver
Quantum Silver followed a similarly sporting formula and is particularly interesting because of the colour's association with the DBS in Quantum of Solace.
It shared the sporting specification themes of Carbon Black, including the forged wheels, darker exterior detailing, Sports Exhaust, black leather and DBS-influenced cabin treatment.
Morning Frost
Morning Frost deliberately went in another direction.
Rather than sporting aggression, it emphasised luxury:
All three retained the standard 470 bhp V12 and Touchtronic II transmission and were available as Coupé and Volante.
Reliable factory production numbers for these cars are difficult to establish. The original dealer information did not describe them as numbered limited runs, so they are best regarded as special editions or special specifications rather than numbered limited editions.
2012 MODEL YEAR
The end of the original-generation DB9
There was no major new engineering package for 2012MY.
Nevertheless, this is an important year historically because it represents the final stage of the original DB9 before the comprehensive Gen4 car arrived.
It is also significant for the manual gearbox.
Across the entire DB9 production run, production figures record:
Of those:
That means manuals represent approximately 3.8% of Coupé production and 3.7% of Volante production.
The manual's disappearance makes the late manual cars particularly interesting to collectors today.
The Virage interlude
Understanding the 2012 DB9 also requires understanding the short-lived Virage.
The Virage was positioned between the DB9 and DBS and offered:
Production figures record 656 Virage Coupés and 388 Volantes, 1,044 cars in total.
The Virage is relevant because much of the thinking behind it fed directly into what happened to DB9 next.
2013 MODEL YEAR
The DB9 is reinvented
This is the most important model-year change in the entire DB9 story.
Calling the 2013MY DB9 a facelift substantially understates what Aston Martin did.
Introduced in autumn 2012, the new car effectively replaced both the previous DB9 and the short-lived Virage.
Gen4 VH architecture
The DB9 moved onto the Gen4 development of Aston Martin's VH architecture.
Compared with the original DB9:
Yet visually the DB9 remained unmistakably related to the car that had appeared almost a decade earlier.
That is quite an engineering achievement.
AM11 V12
The engine was substantially developed again.
Power increased:
470 bhp → 510 bhp
Specification included:
The engine was also mounted approximately 19 mm lower, partly to assist with pedestrian-protection requirements but with the useful consequence of lowering the centre of gravity.
Perhaps the best way to illustrate the progress is this:
The standard DB9 now produced the same headline 510 bhp as the outgoing DBS.
Carbon Ceramic Matrix brakes
Carbon ceramic brakes became standard.
The system comprised:
That reduction in unsprung and rotational mass provided benefits beyond stopping power, including ride, steering response and handling.
Three-stage Adaptive Damping
The Gen4 Adaptive Damping System provided three driver settings:
Normal | Sport | Track
Normal prioritised GT comfort.
Sport increased body control for enthusiastic road driving.
Track operated the dampers within their firmest range.
The result was a DB9 with a substantially broader dynamic repertoire than the original car.
HWM Buyer's Perspective
For buyers, 2013MY represents the biggest dividing line in DB9 production.
The exterior may suggest evolution, but underneath it is a comprehensively developed car.
An early 450 bhp DB9 and a 2013MY 510 bhp DB9 offer different interpretations of the same fundamental concept.
Neither necessarily makes the other redundant. The early car has simplicity and originality on its side. The Gen4 car offers substantially more performance, technology and chassis sophistication.
2013
DB9 Spyder Zagato Centennial
The Centennial car requires careful explanation because it is sometimes incorrectly described as one of two DB9 Zagatos.
There were actually two Zagato Centennial Aston Martins unveiled together:
Only the first was a DB9.
The DB9 Spyder was based upon a 2013MY DB9 Volante and commissioned by American Aston Martin collector Peter Read.
Zagato designer Norihiko Harada created entirely new coachwork over the Gen4 DB9 Volante architecture.
The car was finished in:
Underneath remained the:
Production: one car.
It should therefore really be viewed as a unique coachbuilt Aston Martin rather than a DB9 production special edition.
2014 MODEL YEAR
The Gen4 DB9 matures
There was no major standalone engineering programme for 2014MY.
The significance of these cars is therefore the continuation of the comprehensive 2013MY specification:
For buyers, the important point is that 2014MY carried forward the comprehensive Gen4 specification introduced for 2013MY, with detail equipment and trim changes rather than another major engineering step.
2015 MODEL YEAR
DB9 Carbon Edition
The Carbon Edition took the idea behind Carbon Black considerably further.
Its focus was visual rather than mechanical, replacing traditional brightwork with extensive carbon fibre and dark detailing.
Exterior
Interior
Mechanically it remained the 510 bhp AM11 DB9.
This was not formally presented as a numbered limited edition. Published production information suggests that 66 Carbon Edition Volantes may have been produced, although a definitive Coupé total has not been established.
2016 MODEL YEAR
DB9 GT: the ultimate DB9
The DB9 GT brought 12 years of development together in one final production version.
Announced in June 2015, it was effectively Aston Martin's farewell to DB9 and the bridge between DB9 and the forthcoming DB11.
Engine
The naturally aspirated AM11 V12 reached its highest DB9 output:
540 bhp / 547 PS
with:
That made the GT the most powerful production DB9.
Performance
Transmission and chassis
Exterior
Interior and technology
The GT also introduced Aston Martin's newer AMi II infotainment system, bringing improved graphics and usability.
Carbon fibre and Alcantara options further differentiated the final cars.
Production
Our production figures record:
That means the GT accounts for only around 4.4% of total DB9 production.
HWM Perspective
The GT can be regarded as Aston Martin distilling more than a decade of experience with DB9 into one final car.By this point, the car had been honed and refined over more than a decade.Power had risen to more than a DBS, the quality of materials and infotainment system had improved dramatically whilst NVH levels and drivability had reached a high point.With the subtle visual enhancements, the DB9 GT still looks sharp and contemporary.
The power progression tells the story beautifully:
2005MY: 450 bhp
2009MY: 470 bhp
2013MY: 510 bhp
2016MY DB9 GT: 540 bhp
DB9 GT BOND EDITION
Celebrating Spectre
The Bond Edition deserves more than a passing reference because it combined two important pieces of Aston Martin history: the final DB9 GT and the company's relationship with James Bond.
Created to coincide with Spectre, production was limited to 150 examples.
The car was finished in exclusive Spectre Silver, developed to closely resemble the DB10 created for the film.
Exterior specification
Interior
The ownership package was almost as elaborate as the car.
It included:
Mechanically, it retained the full 540 bhp DB9 GT specification.
LAST OF 9
The final farewell
The Last of 9 Final Edition comprised:
With just nine Coupés and nine Volantes, the Last of 9 cars sit among the rarest factory DB9s and provide a fitting final footnote to the model's long production life.
DB9 BUYER'S QUICK REFERENCE
If somebody takes only one thing away from this chapter, I would make it this:
2005MY-2008MY
The Original
450 bhp. The pure original DB9 and the beginning of the Gaydon VH era.
Look particularly for the rare manual and, on Coupés, whether the car has the later Sports Pack.
2009MY-2010MY
The First Major Evolution
470 bhp AM09 engine, improved transmission, suspension and refinement, plus a more contemporary interior and exterior treatment.
2010MY adds the possibility of adaptive damping through the Premium Sports Pack.
2011MY-2012MY
The Mature First-Generation Car
470 bhp, adaptive damping standard, Sport functionality and improved technology including Garmin navigation.
These are also the final cars from the era in which the exceptionally rare manual DB9 was available.
2013MY-2015MY
The Gen4 DB9
This is much more than a facelift.
510 bhp AM11 V12, substantially revised VH structure, more than 70% new body panels, carbon ceramic brakes and three-stage adaptive damping.
For somebody wanting a DB9 with considerably more modern performance and chassis technology while retaining the classic shape, this is a very important generation.
2016MY
The Ultimate DB9
The 540 bhp DB9 GT.
The most powerful production DB9 and the culmination of more than a decade of continuous development.
The first thing that made the DB9 an instant success is the design.The pure simple beauty was and remains breathtaking but arguably its greatest significance lies beneath the surface. When Aston Martin began developing Project AM802, the company was not simply creating a replacement for the DB7, it was developing the engineering philosophy that would underpin almost an entire generation of Aston Martins.
As we explored in Chapter One, the DB9 was the first production Aston Martin based upon the new VH architecture. It introduced bonded aluminium construction, a front-mid-mounted V12, rear transaxle, carbon-fibre propshaft and sophisticated all-aluminium suspension, combining these technologies in a car that still needed to offer the refinement, luggage capacity, rear seats and everyday usability expected of an Aston Martin grand tourer.At the same time, it needed to be the most dynamic in the GT class to deliver the necessary AM driving experience.
The engineering challenge was therefore considerably greater than simply making a fast car. Aston Martin wanted the DB9 to feel light and responsive when driven enthusiastically, quiet and composed when covering long distances, structurally substantial without being unnecessarily heavy and sufficiently flexible in its basic architecture that the engineering could eventually be used to create other Aston Martins.
More than two decades later, it is possible to appreciate just how successful that strategy became.
The VH Architecture
The term VH, meaning Vertical/Horizontal, can sound like little more than a marketing description until the architecture itself is understood.
The vertical element described Aston Martin’s ability to move the architecture up and down its model range by altering dimensions such as wheelbase, track and overall length. The horizontal philosophy allowed engineering principles and associated components to be shared between different models.
Rather than developing a completely different structure for every new Aston Martin, the company could create different cars around a common engineering philosophy. The DB9 became the first production expression of that idea and VH subsequently formed the basis of the V8 and V12 Vantage, DBS, Virage, Rapide and second-generation Vanquish.
Importantly, the original V12 Vanquish was not itself a VH-platform car. It employed some related aluminium and bonded construction ideas and provided valuable engineering experience, but DB9 represented the first production application of Aston Martin’s VH architecture.
This flexibility would become enormously valuable to a relatively small manufacturer. Aston Martin could create a compact two-seat sports car in the Vantage, a 2+2 grand tourer in the DB9 and ultimately even a four-door Rapide without starting from a completely blank sheet of paper every time.
Bonding Rather Than Welding
One of the most interesting aspects of the DB9 is how its aluminium structure was assembled.
A conventional steel monocoque is largely constructed by welding pressed steel sections together. Aston Martin instead created the DB9 structure from a combination of die-cast, extruded and stamped aluminium components, joined using structural adhesives and self-piercing rivets.
The principle had much in common with construction techniques used within the aerospace industry. Rather than concentrating loads around individual welds, adhesive bonding spreads stresses across a much larger area of the joint. It also avoids the heat introduced by conventional welding, which can affect the properties and dimensional accuracy of the surrounding metal.
At Gaydon, the aluminium frame received its body panels in the advanced body assembly area, with adhesive application and computer-controlled hot-air curing helping to achieve consistent joints. Aston Martin was still very much a low-volume manufacturer, but the engineering and production methods behind the DB9 were extremely sophisticated.
The numbers illustrate the benefit particularly well. Compared with the DB7 V12, the DB9 bodyshell was approximately 25% lighter while offering more than twice the torsional rigidity.
Torsional rigidity matters because the body is effectively the foundation from which the suspension operates. If the structure itself twists significantly as the suspension is loaded, some of the carefully engineered movement intended to take place through springs, dampers and suspension geometry is instead lost through movement of the body.
A rigid structure therefore allows the suspension engineers to control the wheels more precisely, while also helping refinement by reducing unwanted vibration, squeaks and rattles. For a car required to combine sports-car responses with grand-touring refinement, this was particularly important.
The clever use of materials extended beyond the underlying VH structure.Aston Martin used different materials according to the particular requirements of each component rather than simply constructing everything from aluminium. On the original car, the bonnet, roof and rear wings were aluminium, while the front wings and boot lid were composite. Cast aluminium was used for the windscreen surround, while magnesium alloy was employed in areas including the steering-column assembly and inner door structures.
This approach allowed engineers to remove weight from areas where it provided the greatest benefit while retaining the strength and stiffness required elsewhere.
It also helps explain an apparent contradiction in the DB9. This remained a substantial V12-powered luxury GT with leather, electric seats, climate control, substantial sound insulation and occasional rear seating, yet the complete car was approximately 100 kg lighter than the DB7 V12 it replaced.
HWM Technical note –
Although aluminium does not rust in the same way as steel, early DB9s were known for paint reactions that manifested as bubbling which could look like corrosion.This was particularly prevalent around the door handles, door edges and bonnet.It is very obvious and most issues have now been sorted but worth looking out for when buying an early car.
The DB9 has a level of ride quality that is sporty but controlled.It remains a comfortable car for long distance but should you be particularly sensitive to ride quality, it is worth searching out an adaptive damping car. Our model-year guide explains which models have this feature.
A Front-Mid-Mounted V12
The location of the DB9’s V12 is another fundamental part of the car’s engineering.Although the DB9 is conventionally described as front-engined, the 5,935 cc V12 sits behind the front axle line, with the rearmost cylinders extending beneath the bulkhead. Technically, this makes the DB9 a front-mid-engined car.
Moving such a large engine rearwards was important because an engine represents one of the heaviest individual assemblies in any car. Positioning that mass further towards the centre reduces the amount of weight carried at the extreme front of the vehicle and consequently reduces the rotational inertia that the chassis must overcome when changing direction.
The engine itself was an all-alloy 60-degree V12 with four overhead camshafts and 48 valves. In the original DB9 it produced 450 bhp at 6,000 rpm and 570 Nm (420 lb ft) of torque at 5,000 rpm.Whilst these figures were high output, you will notice that they are delivered quite far up the rev range.
On the road, the experience is different.With approximately 85% of maximum torque available between 1,500 and 5,000 rpm, the DB9 has a very flat and linear power delivery. That broad torque curve was important to the character of the car. Aston Martin was not designing an engine that needed to be constantly worked at high rpm. The DB9 could accelerate strongly without changing gear, which suited its role as a long-distance GT, while the naturally aspirated engine retained the response and character expected of an Aston Martin.
The exhaust was also deliberately engineered to provide two personalities. Active bypass valves allowed the car to remain relatively discreet under lighter loads before opening to provide the much more distinctive V12 sound as engine speed and load increased.
Mounting the engine behind the front axle solved only half of the weight-distribution problem.Rather than attaching the gearbox conventionally to the back of the engine, Aston Martin placed the DB9’s transmission at the rear of the car, ahead of the rear axle.This rear transaxle arrangement moved another significant mass away from the nose of the car and towards the rear, allowing Aston Martin to target near 50:50 front-to-rear weight distribution.
It also meant that the engine and gearbox were physically separated by much of the length of the passenger compartment, creating another engineering challenge: how to transfer the V12’s torque between them without adding unnecessary weight or allowing the powertrain to move independently under load.The solution was one of the DB9’s most interesting pieces of engineering.
Running between the V12 at the front and the transaxle at the rear is an aluminium torque tube. Inside it rotates a carbon-fibre propeller shaft.The torque tube rigidly connects the engine and transaxle, while the carbon-fibre shaft running inside transfers the engine’s power rearwards. Aston Martin’s technical specification retained this basic arrangement throughout the DB9’s life, including on the final DB9 GT.
Carbon fibre makes considerable sense for a component rotating at very high speed. It offers high strength and rigidity for relatively little mass, reducing the rotating inertia of the driveline compared with a heavier conventional shaft.
The surrounding aluminium torque tube serves another purpose. By structurally connecting the engine and rear transaxle, it helps control relative movement of the powertrain under acceleration and deceleration. The result is effectively a powertrain spine running through the centre of the car.
The combination can be summarised quite neatly:
None of these elements exists in isolation. Together they explain much of the balance and character for which the DB9 became known.
Gearbox
Most DB9s were equipped with Aston Martin’s Touchtronic automatic transmission, using a six-speed ZF 6HP26 gearbox mounted at the rear.This was an important change from the original Vanquish, whose automated manual transmission could be an acquired taste, particularly at low speeds. The torque-converter ZF transmission gave the DB9 the smoothness expected of a luxury GT while still allowing the driver to take control through steering-column-mounted paddles.
The transmission was electronically controlled by shift-by-wire, which also allowed Aston Martin to remove a conventional automatic gear lever from the centre console. Instead, the driver selected Park, Reverse, Neutral or Drive using the distinctive PRND buttons in the dashboard.
That was partly a styling decision, creating the clean centre-console architecture that became such a recognisable feature of the DB9 interior, but it also reflected the integration of engineering and design throughout the car.
The DB9 would later receive numerous transmission software improvements, and the final DB9 GT still used the same fundamental front-engine, torque-tube and rear-transaxle philosophy more than a decade after the original car appeared.
The alternative was considerably rarer.Aston Martin offered a six-speed Graziano manual transmission, again positioned at the rear of the car. The system used a hydraulically operated twin-plate clutch and a cable-operated gear-selection arrangement connecting the gear lever to the rear transaxle.
The different transmissions also used different final-drive ratios, with the early manual using a 3.54:1 final drive compared with 3.15:1 for Touchtronic II.
We will look at the manual DB9 in much greater detail later in this series because its rarity, mechanical arrangement and driving characteristics justify a dedicated chapter. Only a small percentage of DB9 customers selected it when new, making the surviving manual cars particularly interesting today.
The DB9’s suspension was every bit as considered as its powertrain layout.Aston Martin used independent double wishbones at all four corners, with extensive use of aluminium to control unsprung weight. At the front, the suspension incorporated anti-dive geometry, while the rear arrangement included additional longitudinal control and geometry designed to manage the car’s behaviour under acceleration and braking.
The original arrangement consisted of:
Double wishbones allow engineers considerable control over wheel geometry as the suspension moves through its travel, particularly camber control. That matters in a car such as the DB9 because the tyre needs to maintain an effective contact patch whether the car is travelling quickly through a corner or simply absorbing a motorway expansion joint.
Aston Martin’s achievement was not that the DB9 had exotic suspension for the sake of it, but that the suspension worked with the rigid VH structure and centralised masses to give the car two distinct abilities. It could feel composed and comfortable over long distances while remaining responsive enough to become genuinely enjoyable on a difficult road.
The DB9 used hydraulic rack-and-pinion steering with speed-sensitive Servotronic assistance and three turns from lock to lock. Today that specification is particularly interesting because hydraulic steering has largely disappeared from modern performance cars, replaced by electrically assisted systems that offer efficiency and packaging advantages.
The DB9 therefore belongs to an era when the steering rack could provide a relatively direct mechanical connection between the front tyres and the driver’s hands. Combined with the rigid structure, aluminium suspension and careful weight distribution, it contributed significantly to the character of the car.
We will return to steering feel in the driving chapter, because specifications alone do not explain why a good DB9 communicates in the way that it does.
The original DB9 used large ventilated and grooved steel brake discs, measuring 355 mm at the front and 330 mm at the rear, operated by four-piston monobloc calipers. For a road car launched in 2003, this was a serious braking system, but it also demonstrates how far DB9 engineering subsequently evolved. By the time the comprehensively revised 2013MY car appeared, Carbon Ceramic Matrix brakes had become standard, with 398 mm front discs and six-piston calipers together with 360 mm rear discs and four-piston calipers. That later system removed approximately 12.5 kg compared with conventional iron brakes, reducing unsprung and rotational mass as well as providing substantially greater thermal capability.
We covered the chronology of that change in Chapter Two, but from an engineering perspective it demonstrates something more important: Aston Martin continued using the same fundamental architecture while progressively increasing the capability of everything attached to it.
Engineering the DB9 as a Complete System
Looking at individual specifications can sometimes obscure what made the DB9 technically interesting.
The bonded aluminium structure, V12, rear transaxle, carbon-fibre propeller shaft and double-wishbone suspension were not simply a collection of impressive components. They were engineered to work together around a clear set of principles.
This is perhaps where the DB9 differs most fundamentally from the DB7 it replaced. The DB7 was a hugely important and charismatic Aston Martin, but the DB9 was conceived from the beginning as a complete engineering system.
Aston Martin also subjected the DB9 to an unusually extensive development programme.
According to Aston Martin, prototypes accumulated around one million development miles, operating in conditions ranging from Death Valley in the United States to inside the Arctic Circle in Sweden. High-speed testing took place at Nardò in Italy, further development work was carried out at Ford’s Lommel proving ground in Belgium and crash testing took place at Volvo’s safety facility in Sweden.
The Volvo connection is an interesting reminder of Aston Martin’s position within Ford’s Premier Automotive Group at the time. Aston Martin remained a tiny manufacturer, but it could draw upon testing facilities and engineering expertise within a much larger automotive organisation. The DB9 programme also included crash testing at Torslanda near Gothenburg.
For a company attempting to move from traditional low-volume manufacture towards several thousand cars per year, that validation work was essential. The DB9 needed to be more than exciting when new; it needed to operate as a properly developed series-production car in markets and climates around the world.
The Engineering Legacy
Perhaps the strongest evidence for the quality of the DB9’s fundamental engineering is how long Aston Martin was able to develop it. The original car arrived with 450 bhp. By 2009 the V12 produced 470 bhp, the comprehensively revised 2013MY DB9 produced 510 bhp and the final DB9 GT reached 540 bhp. By that stage Aston Martin was fitting 20-inch wheels, three-stage adaptive damping, carbon ceramic brakes and a considerably more sophisticated version of the VH structure, yet the fundamental architecture of front-mid-mounted V12, torque tube, carbon-fibre propeller shaft and rear transaxle remained.
The final DB9 GT specification still described an extruded bonded aluminium VH body structure, front-mid-mounted V12, rear-mid-mounted transmission, alloy torque tube, carbon-fibre propeller shaft and limited-slip differential. That continuity is significant.
Aston Martin did not spend twelve years trying to engineer its way around a flawed original concept. Instead, it progressively developed a fundamentally sound one.
HWM Perspective
Having worked with DB9 from the time the cars were new through to the point where the earliest examples are now more than twenty years old, the engineering makes even more sense when the car is viewed from underneath rather than from the driver’s seat.
The torque tube, rear transaxle, aluminium suspension and positioning of the V12 demonstrate how seriously Aston Martin approached weight distribution and chassis behaviour, while the bonded structure was a major change from the way previous generations of Aston Martins had been constructed. It established an engineering philosophy that HWM technicians would subsequently become extremely familiar with because variations of it appeared throughout the Gaydon range.
The cleverness lies in the fact that Aston Martin did not rely upon technology to disguise a fundamentally compromised platform. The basic ingredients were right from the beginning: a very rigid and comparatively light structure, good weight distribution, sophisticated suspension and the major mechanical components positioned intelligently within the wheelbase.
One of the key benefits we have seen from the VH bonded, aluminium platform is that it retains its strength over the years.The older cars can still feel taut in the chassis where cars of a similar age may start to display greater chassis flex.This means that with fresh dampers and bushes, an early DB9 can feel extremely dynamically fresh.
It is also worth remembering what Aston Martin was trying to achieve. The DB9 was never intended to be the lightest sports car or the most uncompromising machine in its class. It needed to accommodate two people exceptionally well, another two occasionally, carry meaningful luggage, cover long distances quietly and comfortably and still feel like a special driver’s car when the road opened up.
I always describe it as the perfect car to take to the South of France, one that will waft you down to Grenoble in high-speed comfort and then deliver exceptional driving thrills as you make the final journey down the Route Napoléon to Cannes.
More than twenty years later, that engineering is one of the reasons a well-maintained DB9 can still feel remarkably modern to drive.The styling may be what first attracts people to the DB9, but underneath it is the engineering that made the Gaydon generation possible.
It is now more than twenty years since the first DB9s arrived at HWM, which gives us an unusual perspective on the car.One thing we are very proud of is that HWM is the only official Aston Martin dealership that has supplied a new example of every DB model that has ever been made, going back to when the Aston Martin factory was located just a few miles from us in Feltham.This gives us a unique perspective on where the DB9 fits in the Aston Martin model line history.
We experienced the DB9 when it was brand new, when customers were moving into it from DB7s and Vanquishes, and we have continued to drive, sell and maintain them throughout their lives. Some of our technicians were carrying out the pre-delivery inspections and road tests on these cars when they were new.Today, the earliest examples are established modern classics while the final DB9 GT still feels like a relatively contemporary Aston Martin.
That passage of time is important because the DB9 did not remain static.Aston Martin continually refined the car throughout its production life, and although Chapter Two explains those changes in detail, a specification sheet cannot tell you how differently an early 450 bhp DB9 feels from a 470 bhp car, how adaptive damping altered its character, or just how much more sophisticated the comprehensively revised 510 bhp DB9 became, and indeed how much further the final 540 bhp DB9 GT took the concept.
What is perhaps most interesting after all these years is that there is no single version that renders all the others obsolete. An early DB9 has qualities that became progressively diluted as the car matured, while the later cars gained performance, refinement and sophistication. The final GT is unquestionably the most developed DB9, but that does not necessarily mean it is the DB9 every enthusiast will enjoy most.
A Grand Tourer First
The most important thing to understand before driving a DB9 is what Aston Martin intended it to be.The V8 Vantage that followed was the more compact sports car, while the DBS would eventually take the VH architecture in a more aggressive direction. The DB9’s role was different. It was intended to be a very fast, luxurious grand tourer that could comfortably cover hundreds of miles in a day while still being sufficiently engaging to enjoy when the road became interesting.
That distinction remains central to its appeal today. There is good visibility forwards, a sensible boot, two occasional rear seats and a cabin that feels relatively spacious for a car of this type. The driving position puts you low within the car and behind that long bonnet, but once moving the DB9 does not feel as large as its proportions might suggest.
The basic engineering described in Chapter Three plays an enormous part in this. With the V12 mounted behind the front axle, the gearbox at the rear and the major masses concentrated within the wheelbase, Aston Martin achieved near 50:50 weight distribution. The DB9 therefore does not drive like a traditional front-heavy luxury GT, despite having a very substantial V12 beneath its bonnet.
There is a natural balance to the car, and one of the pleasures of driving a DB9 quickly is discovering how much smaller and more agile it can feel than its dimensions initially suggest.
The Original 450 bhp DB9
The earliest cars have a particular character of their own, and today I think that should be viewed as part of their attraction rather than simply evidence that later DB9s were more developed.
The first thing I notice when returning to an early DB9 is the throttle response. It is extremely sensitive, with relatively small movements of the accelerator producing an immediate response from the V12. It can initially make the car feel almost over-responsive at low speeds, particularly if you are accustomed to a modern car with a more heavily filtered throttle calibration, but once familiar with it the effect is rather enjoyable because it gives the original DB9 an immediacy that some later cars lack. Aston Martin subsequently softened this characteristic.
The early seats are another distinctive feature. They are deeply sculpted and provide excellent support for a driver who fits them well, but their shape will not suit every build. This is something I would encourage a prospective buyer to establish for themselves rather than assuming that all DB9 seats are essentially the same. Aston Martin revised the seat design as the car evolved.
The original 450 bhp V12 remains a wonderful engine. Even in its least powerful DB9 specification it produces 570 Nm of torque, with around 85% of that available across a remarkably broad 1,500 to 5,000 rpm range. As a result, the DB9 never feels as though it needs to be driven aggressively to make progress. You can leave it in a higher gear and use the torque, which suits the car beautifully on a long journey, but there is a very different personality waiting when the engine is allowed to rev.
This is one of the characteristics that makes the naturally aspirated Aston Martin V12 so appealing. The performance builds progressively with engine speed rather than arriving as a large surge of turbocharged torque, and the exhaust bypass valves give the engine another layer of character as the revs rise. The car can be discreet and relaxed when required, but there is still a proper mechanical crescendo when you use the upper part of the rev range.
By modern standards, 450 bhp may no longer sound extraordinary. On the road, however, an early DB9 in good condition remains a genuinely fast car, and the way it delivers that performance is arguably more important than the number itself.
Hydraulic Steering and Chassis Feel
The steering is one of the areas where the DB9 increasingly feels like a car from a different era, and I mean that positively.
Every DB9 uses hydraulic power assistance rather than the electrically assisted steering that has become almost universal in modern cars. There is genuine information coming back through the steering wheel, particularly as the front tyres load through a corner, and the weighting feels natural rather than artificially created.
The steering is not nervous or hyperactive. That would be wrong for the character of the car. Instead, there is enough initial response to make the DB9 feel precise while retaining the stability required of a car designed to travel very quickly over long distances.
This is also where the rigidity of the VH structure becomes apparent. The DB9 body was dramatically stiffer than the DB7 it replaced.This doesn’t mean simply a stiff ride (although it is firmer than the DB7) but it provides a much better foundation for the suspension to operate from. The steering, double-wishbone suspension and balanced drivetrain layout all feel as though they are working together rather than fighting against the mass of the car.
On a flowing road, this is probably where an original DB9 is at its best. It is not a car that needs to be constantly attacked. Settle into a rhythm, use the torque of the V12, allow the chassis to load progressively and the DB9 covers ground with a wonderfully natural sense of balance.
Touchtronic: The Gearbox That Suits the GT
The majority of DB9s were ordered with Touchtronic, and I think it is important not to judge that transmission solely by modern standards.
Modern eight-speed and dual-clutch gearboxes have made extremely rapid shifts feel normal, so an early six-speed automatic inevitably feels slower today than it did when the DB9 was launched. That does not make it a bad transmission, and in many respects the ZF automatic suits the fundamental character of the DB9 extremely well.
Leave the car to make its own decisions and the combination of the V12’s broad torque curve and torque-converter automatic makes the DB9 a wonderfully effortless long-distance car. The gearbox does not need to chase ratios constantly because the engine has enough flexibility to pull strongly from relatively low engine speeds.
When you want greater involvement, the steering-column-mounted paddles give manual control without changing the basic character of the car. The shift speed improved during DB9 production, with revised gearbox software forming part of the significant 2009MY development programme.
I would therefore resist the increasingly common assumption that a manual DB9 is automatically the “better” DB9. It is unquestionably rarer and provides a different kind of involvement, but the Touchtronic transmission is very well matched to what the DB9 was designed to do.
The Six-Speed Manual
The manual is another experience altogether.A six-speed manual gearbox connected to a naturally aspirated V12, with the engine at the front and the transmission mounted at the rear, is now an extremely unusual mechanical combination. Only 385 DB9 Coupés and 237 Volantes were manuals, representing less than 4% of production in each body style.
It inevitably changes your relationship with the car and the tone of the experience. Rather than simply pulling a paddle and allowing the electronics to deal with the change, you become responsible for balancing clutch, throttle and gear selection yourself, which makes even relatively ordinary journeys more involving.
It also encourages you to use the V12 differently. The enormous flexibility remains, so there is no need to constantly change gear, but when you do choose to work the engine through the gearbox the process becomes a much greater part of the experience.
The clutch feels light so the engine revs up quickly which requires care when pulling away.It is easy to feed in too many revs and wear the clutch prematurely.It should be pointed out that the manual does not transform the DB9 into a Vantage.It remains a substantial grand tourer with a long bonnet and a relaxed underlying character, but it adds a level of mechanical interaction that has become increasingly rare.It certainly makes the car feel sportier and it absolutely feels faster than the automatic equivalent.
We will explore the manual transmission properly in Chapter Six because its engineering, rarity and driving characteristics deserve considerably more detail.
The Volante
The Volante provides another reminder that Aston Martin was comfortable allowing different DB9s to have genuinely different characters.
Rather than trying to make the open car behave exactly like the Coupé, Aston Martin deliberately gave the original Volante softer suspension and less restrictive anti-roll bars. It was also heavier, and the combination gave it a more relaxed long-distance character.
The Coupé is the more precise and sporting DB9, but the Volante makes a great deal of sense when considered as an Aston Martin in the traditional grand-touring mould. With the roof lowered, the V12 becomes a much greater part of the experience and the slightly softer chassis suits the idea of travelling quickly and comfortably rather than trying to extract the final degree of cornering performance.
It should be pointed out that we are talking degrees of comfort.Aston Martin did not turn the DB9 into an out-and-out soft-edged tourer.It remains a sporty car compared to many of the rivals from this era but compared with the Coupé, it is just a little more relaxed.For some owners, that makes the Volante the more enjoyable DB9 rather than the lesser one.
Sports Pack: Sharpening the Original Car
Aston Martin began exploring a more focused DB9 with the Sports Pack introduced for the Coupé in October 2006.
The changes were substantial. The car sat 6 mm lower, its new wheels saved approximately 1 kg per corner, the dampers were uprated, the front anti-roll bar was enlarged and spring rates increased by around 68% at the front and 64% at the rear. You know they meant business when you realise the kit also included titanium wheel nuts!
Those numbers might suggest that the result would be uncomfortably firm, but the Sports Pack was designed specifically to sharpen handling while retaining the DB9’s underlying ride quality. In my experience, that is broadly what it achieved.The wheels reduced unsprung weight and improved general suspension performance whilst the dampers gave a more controlled level of ride.
The car feels more controlled and immediate, particularly during faster direction changes, but it does not suddenly stop being a GT. This is why the Sports Pack was always a desirable option when the cars were new and remains worth seeking out today for somebody who wants the more sporting interpretation of an early DB9.
It is worth remembering that some cars have subsequently had Sports Pack wheels fitted without the corresponding suspension changes, so the wheels alone should not be taken as proof that a car has the complete factory package.
2009: More Than Another 20 bhp
The 2009MY car is where the DB9 starts to feel noticeably more mature.The headline change was the increase from 450 to 470 bhp, accompanied by additional torque, but in driving terms the revised gearbox software, suspension improvements and reduction in wind noise are arguably just as significant.
The extra power is welcome, but it does not fundamentally alter the character of the V12. What you notice more is that the whole car feels as though it has been through another round of development. The transmission is more responsive, the chassis has been refined and the reduction in wind noise improves the DB9 in precisely the environment where it spends much of its life: travelling quickly over long distances.
This is why I regard 2009MY as one of the important points for anybody buying a DB9. It retains much of the character of the original car while benefiting from several years of Aston Martin learning how owners actually used it.
Adaptive Damping
The next major change to the driving experience was the arrival of adaptive damping, initially through the 2010MY Premium Sports Pack and then as standard equipment for 2011MY.
The system had originally been developed for the DBS, although the DB9 received a calibration appropriate to its different character. In Normal mode the system could operate through five levels of damping stiffness, while Sport kept the dampers within the three firmer settings.
This was important because it allowed Aston Martin to broaden the DB9’s abilities without forcing every owner to accept a permanently firmer suspension setup. On a motorway or poor road the car could retain the compliance expected of a GT, while Sport provided greater body control when the road became more interesting.
The change also illustrates how Aston Martin’s philosophy evolved. The original DB9 relied on one carefully judged passive suspension calibration. Later cars increasingly allowed the driver and electronics to alter the character of the chassis according to circumstances.
Neither approach is necessarily superior. Some enthusiasts may prefer the consistency and simplicity of the earlier passive car, while others will appreciate the greater breadth of ability offered by adaptive damping.
The 2013 DB9: A Different Level of Capability
The biggest change in the DB9 driving experience arrived with the 2013 model year.Although the car remained immediately recognisable as a DB9, nearly half of its components had changed, more than 70% of the body panels were different, the structure was approximately 20% stiffer and the car was around 15 kg lighter despite carrying additional equipment.
The V12 now produced 510 bhp and 620 Nm, while the engine itself sat approximately 19 mm lower in the chassis. Carbon Ceramic Matrix brakes became standard and removed around 12.5 kg compared with conventional iron brakes, reducing unsprung and rotational mass as well as providing considerably greater braking capability.
The 2013 car has a greater sense of precision and control than an early DB9. There is more performance, certainly (as much as the DBS), but the real difference is that the entire car feels tighter and more sophisticated. The reduction in unsprung mass from the carbon ceramic brakes contributes to the way the suspension controls the wheels, while the stiffer structure and lower engine position help make the car feel more responsive.
The three-stage adaptive damping also gives the driver a much broader choice than before.Normal retains the compliance expected of a DB9 and is the setting I would use for much of normal road driving. Sport adds useful control when the road becomes quicker or more demanding, while Track keeps the dampers within their firmest operating range.
The important point is that Aston Martin did not simply turn the DB9 into a harder car. It made it a car with a wider operating range.
This is why a 2013MY DB9 and an early 450 bhp car should almost be considered different interpretations of the same idea. The original has a certain simplicity and delicacy, while the later car has substantially greater capability.
Carbon Ceramic Brakes
Carbon ceramic brakes deserve a specific mention because they can initially feel different from conventional steel brakes.
On the road, their greatest advantage is not that a DB9 owner suddenly needs racing-car levels of stopping power. It is their resistance to repeated high-temperature use and, importantly, the reduction in unsprung and rotating mass.
Aston Martin’s 2013 system used 398 mm front discs with six-piston monobloc calipers and 360 mm rear discs with four-piston calipers, while saving approximately 12.5 kg compared with the conventional iron system.
That weight saving is significant because it occurs at the wheels, where reducing mass can benefit steering response, ride and suspension control as well as acceleration and braking.
For normal road use they provide enormous reserves of performance, but condition is important when buying a used car because replacement costs are considerably higher than for conventional discs. We will deal with that properly in the ownership and buying chapter.
The DB9 GT: The Finished Article
By the time Aston Martin created the DB9 GT for 2016MY, it had been developing the DB9 concept for more than a decade.
The final car produced 540 bhp, 90 bhp more than the original DB9, while retaining 620 Nm of torque. Aston Martin specifically altered the torque curve to provide greater output above 5,500 rpm, so the improvement was deliberately concentrated towards the upper end of the engine’s operating range. The result was 0-62 mph in 4.5 seconds and 0-100 mph in 9.2 seconds.
That detail matters because the GT was not simply given a larger low-rev torque hit. Aston Martin retained the naturally aspirated character of the V12 and gave the driver more reason to use the upper part of the rev range.
The Touchtronic II calibration and adaptive damping were revised, while carbon ceramic brakes remained standard. The GT also received a Sports Exhaust designed to create a clearer distinction between Normal and Sport modes, with Aston Martin specifically tuning the system to provide greater definition during acceleration, lift-off and overrun without allowing unwanted high-frequency noise to dominate.
From the driver’s seat, the GT feels like the accumulated knowledge of the entire DB9 programme brought together. The throttle response is sharper, the gearbox is better calibrated, the damping is more sophisticated and the car has considerably more performance than the original 450 bhp model.
Which DB9 Drives Best?
After more than twenty years, I am not sure there is a single correct answer to this question.
If outright capability is the measure, the later Gen4 cars and particularly the DB9 GT are clearly superior. They have more power, stronger brakes, more sophisticated damping, greater structural rigidity and years of accumulated development behind them.
But driving enjoyment is not measured solely by capability.An early 450 bhp DB9 has a purity that I increasingly appreciate. The sensitive throttle, hydraulic steering, passive suspension and original seats give it a distinct personality, and there is something particularly satisfying about experiencing the DB9 in the form that first established the Gaydon generation.
A Sports Pack Coupé sharpens that formula without fundamentally changing it.
A late 470 bhp car provides a very attractive middle ground, retaining the original body and much of the early character while benefiting from the improvements Aston Martin introduced over the first several years.
The 2013MY car is the point at which the DB9 becomes substantially more modern dynamically, while the GT is the ultimate development for somebody who wants the fastest, most sophisticated and most resolved factory DB9.
The Volante, meanwhile, answers a different question. It gives away some of the Coupé’s precision but adds the experience of hearing the naturally aspirated V12 with the roof lowered and arguably expresses the grand-touring side of the DB9 better than any other version.
The manual changes the equation again, because rarity aside, it introduces a level of mechanical involvement that the Touchtronic cars cannot replicate.
This variety is one of the reasons the DB9 remains so interesting.
Twenty Years Later
Perhaps the greatest compliment I can pay the DB9 is that a good example does not feel like a car whose design is now more than twenty years old.
Some elements inevitably date it. The early navigation and infotainment systems belong very clearly to another era, to the point it is almost unusable.This later Garmin Nav cars are perfectly fine. The automatic transmission is slower than a modern gearbox but we are talking milliseconds and the flexible, muscular power delivery means it is rarely a problem
None of those things really diminishes the DB9.If anything, time has made some of its qualities more valuable. Hydraulic steering, a naturally aspirated 5.9-litre V12, a rear transaxle and a relatively clean driving environment are increasingly unusual. The DB9 asks the driver to enjoy the process of travelling quickly rather than simply delivering the largest possible performance figures.
It is also a car that rewards being driven over distance. The seats, driving position, ride, luggage capacity and extraordinary flexibility of the V12 all make more sense after several hours behind the wheel than they necessarily do during a ten-minute test drive.
HWM Perspective
Having known the DB9 throughout its entire life, I think one of the mistakes people can make today is to judge every version against the final GT and assume that the newest car must automatically be the one to own.
Aston Martin undoubtedly improved the DB9. The later cars became faster, quieter, more sophisticated and more capable, and the 2013MY transformation was particularly significant. The GT represents the most complete development of the car and deserves its position at the top of the range.
However, the early cars have developed an appeal of their own. Their more immediate throttle response, passive chassis and original cabin give them a slightly more analogue quality, the purest aesthetic while the naturally aspirated V12 provides more than enough performance to make the car feel special today.
Condition matters enormously. A properly maintained early DB9 with good tyres, suspension operating as intended and correct geometry can be a much more rewarding car to drive than a neglected later example simply because it has the more desirable specification on paper. That becomes increasingly important as these cars age.
Ultimately, the character that Aston Martin established in 2004 survived every development that followed. The DB9 remained a front-engined, rear-wheel-drive V12 grand tourer with beautiful steering, excellent balance and the ability to cover distance effortlessly.
The numbers changed from 450 bhp to 470, then 510 and finally 540 bhp, but the fundamental idea did not.More than twenty years after we first drove one, that idea still works remarkably well.
When Aston Martin unveiled the DB9 Coupé in 2003, an open version was already part of the plan. The DB9 had been conceived as a new generation of Aston Martin rather than simply a single new model, and the Volante was an important part of that strategy from the outset. It followed approximately a year after the Coupé, arriving in January 2005 and bringing with it a slightly different interpretation of the DB9 philosophy.
This distinction is important because the DB9 Volante was never intended simply to reproduce the dynamics of the Coupé after removing its roof. Aston Martin recognised that an open DB9 would attract a slightly different customer and deliberately developed the chassis accordingly. The Coupé was the more sporting interpretation, while the Volante placed greater emphasis on comfort, open-air enjoyment and long-distance touring.
That decision suited the fundamental character of the DB9 particularly well. This was already a car designed as a grand tourer rather than an uncompromising sports car, combining a naturally aspirated V12 with a comfortable cabin, useful luggage space and the ability to cover enormous distances with relatively little effort. Removing the roof arguably emphasised some of those qualities rather than undermining them.
Always Part of the Plan
The importance Aston Martin attached to the Volante can be seen in the company’s original sales expectations. Aston Martin anticipated that approximately half of all DB9 production could be Volante, while in the United States it believed the proportion might be as high as 70%. The reality was a little different but that should not take away from what a wonderful model this is.
Those were ambitious expectations, but they reflected a long-established Aston Martin tradition. The Volante name had been used for open Aston Martins since the 1960s and by the time the DB9 appeared, an open derivative had become an expected part of the DB model range.
The challenge with the DB9 was greater than simply preserving that tradition. Aston Martin had introduced an entirely new bonded-aluminium VH architecture with the Coupé, and the Volante had to demonstrate that the same engineering philosophy could accommodate an open body without losing the refinement and structural integrity expected of a modern Aston Martin.
This would also become important for the future of VH. The architecture had deliberately been conceived to support different models and configurations, and the Volante provided an early demonstration of that flexibility.
Designing an Open DB9
One of the great successes of the DB9 Volante is visual.Convertible versions of elegant Coupés do not always retain the proportions of the original car, particularly when the roof mechanism requires a raised rear deck or compromises the relationship between the cabin and body. The DB9 was fortunate in having a very low, clean waistline and broad rear haunches, and the Volante retained much of the elegance of Henrik Fisker and Ian Callum’s original form.
With the roof lowered, the long bonnet and rearward seating position become even more apparent. The cabin sits visually within the car rather than on top of it, while the absence of a fixed roof emphasises the width of the rear bodywork.
Aston Martin chose a traditional folding fabric roof rather than a retractable metal arrangement. This was an important decision, both aesthetically and technically, because a folding metal roof would have introduced considerable additional weight and packaging complexity while potentially compromising luggage capacity and the clean proportions of the car.
The fabric roof could be raised or lowered electrically in approximately 17 seconds. When raised, the roof retained a relatively clean Coupé-like profile, while when lowered it folded beneath the rear tonneau, allowing the basic DB9 shape to remain uncluttered.
Removing the fixed roof from any car creates a structural challenge because the roof normally contributes to the torsional stiffness of the complete body. This is particularly significant in a performance car, where suspension loads and the forces generated during cornering place considerable demands upon the structure.
The DB9 started from an unusually strong position because its bonded aluminium VH architecture was extremely rigid. As we explored in Chapter Three, the DB9 bodyshell was around twice as rigid as that of the DB7 while being approximately 25% lighter, giving Aston Martin a sophisticated structural foundation from which to develop the open car.
The Volante inevitably required additional engineering to compensate for the loss of the fixed roof, and the finished car was consequently heavier than the Coupé. Aston Martin did not, however, attempt to disguise that additional mass by fitting an excessively firm suspension.
The original Volante received softer suspension calibration and less restrictive anti-roll bars than the Coupé, deliberately giving it a more compliant character. Aston Martin’s objective was to create an open grand tourer rather than chase the final degree of chassis precision available from the closed car. .
A Different Driving Character
The difference between the original Coupé and Volante is noticeable from behind the wheel.The Coupé feels tighter and more precise, particularly when the road becomes demanding, whereas the Volante has a slightly softer and more relaxed manner. The suspension allows more movement and the car does not feel quite as eager to change direction, but the trade-off is a particularly comfortable ride that suits long-distance driving extremely well.
It is tempting to describe the Volante as dynamically inferior because it is heavier and softer, but that rather misses the point. Aston Martin was not attempting to create the fastest possible version of the DB9. The Volante was intended to offer a different experience, and for the type of driving many DB9 owners actually undertake, its softer character can be extremely appealing.
There is also something about the naturally aspirated V12 that particularly suits an open car. With the roof lowered, the exhaust and induction sound become a much greater part of the experience, particularly as the exhaust bypass valves open and the engine moves into the upper part of its rev range. You do not need to be travelling particularly quickly to enjoy it, which is increasingly relevant on today’s roads.
For relaxed driving on a warm evening or a long journey across Europe, the combination of a 5.9-litre naturally aspirated V12, comfortable suspension and open cabin captures the traditional Aston Martin grand-touring idea extremely well.
The Original 165 mph Restriction
One curious detail of the early DB9 Volante was its electronically limited maximum speed.
While the Coupé was capable of approximately 186 mph, the original Volante was restricted to 165 mph. The restriction was subsequently removed, giving the Volante the same quoted 186 mph maximum speed as the Coupé. Our model-year research indicates that this change appears to have taken place from approximately April 2006, around chassis B05840, meaning that it straddles the conventional model-year change rather than belonging neatly to 2007MY.
In practical ownership terms, the difference is largely academic. Very few DB9 Volantes will ever be driven at anything approaching either speed, but it is an interesting piece of development history and another example of Aston Martin progressively refining the DB9 as experience with the cars accumulated.
When Aston Martin introduced the DB9 Sports Pack in October 2006, it was offered only on the Coupé.The Sports Pack was a meaningful chassis upgrade rather than a cosmetic option, lowering the car by 6 mm, dramatically increasing spring rates, fitting uprated dampers and a larger front anti-roll bar, and using wheels approximately 1 kg lighter per corner. Aston Martin deliberately did not apply this specification to the Volante.
Aston Martin was happy for the Coupé customer to choose a substantially firmer and more focused chassis, while preserving the Volante’s more relaxed character. This distinction became less pronounced later in DB9 production as adaptive damping allowed a single suspension system to offer a much broader range of behaviour.
2009MY:
Like the Coupé, the Volante benefited from the substantial 2009MY development programme.The AM09 V12 increased power from 450 bhp to 470 bhp and gained additional torque through changes including revised cylinder heads and a higher compression ratio. Gearbox software was revised for faster shifts, the suspension was improved and Aston Martin also worked to reduce wind noise, something of particular relevance to the open car with its fabric roof.
The updated centre console, ECU key, revised grille, new wheel options, later-style mirrors and optional 1,000-watt Bang & Olufsen audio system also helped modernise the car.For somebody considering an earlier DB9 Volante today, 2009MY therefore represents an important dividing line just as it does with the Coupé. The fundamental character remains recognisably that of the original DB9, but the accumulated improvements make it a noticeably more mature car.
Adaptive damping was another particularly useful development for the Volante.The technology first became available on DB9 through the 2010MY Premium Sports Pack before becoming standard for 2011MY. In Normal mode the system could operate across five damping settings, while Sport kept it within the three firmer settings.
For the Volante, this provided an elegant solution to the compromise that Aston Martin had faced with the original car. The suspension could retain the compliance appropriate to an open GT during normal driving, while providing greater body control when the driver wanted a more sporting response.
The result was a Volante with a wider range of abilities without abandoning the comfortable character that had distinguished it from the Coupé from the beginning.
Perhaps one of the most interesting DB9s of all is the manual Volante.Only 237 manual DB9 Volantes were produced across the entire production run, representing approximately 3.7% of Volante production. By comparison, 385 Coupés were manuals.
The combination is unusual because it brings together two apparently different sides of the DB9’s personality. The Volante is the softer, more relaxed touring version, while the six-speed Graziano manual adds considerably greater mechanical involvement.
For some drivers those characteristics may appear contradictory, but they can also make the car particularly appealing. The DB9 has enough V12 torque that it does not require constant gear changing, allowing the driver to enjoy the manual transmission when desired without turning every journey into hard work.
Rarity inevitably makes the manual Volante particularly interesting today. With only 237 produced globally, finding the right specification and condition can require patience, and the small production number means that individual markets contain very few cars.
We will explore the manual DB9 in much greater detail in the next chapter.
Special Volantes
The longevity of DB9 production also means that several of the special specifications and limited-production cars were available as Volantes.
The 2011 Carbon Black, Quantum Silver and Morning Frost specifications were all offered in both Coupé and Volante form. Carbon Black and Quantum Silver gave the car a more sporting appearance with forged wheels, darker exterior detailing and Sports Exhaust, while Morning Frost deliberately emphasised luxury through its distinctive paint, Metallic Bronze leather and Bitter Chocolate stitching.
The later Carbon Edition was also available as a Volante, with available production information suggesting that only 66 Carbon Edition Volantes may have been produced. Because the Carbon Edition was not formally presented as a numbered limited-production model, however, that figure should be treated with some caution unless further factory confirmation becomes available.
DB9 Spyder Zagato Centennial
In 2013, Aston Martin and Zagato marked Aston Martin’s centenary with two unique coachbuilt cars, one of which was the DB9 Spyder Zagato Centennial.
The DB9-based car was commissioned by American collector Peter Read and used a 2013MY DB9 Volante as its engineering foundation. Zagato designer Norihiko Harada created completely new coachwork around the Gen4 DB9 Volante architecture, finishing the car in Aston Martin Racing Green with Sahara Tan leather. Underneath remained the 510 bhp AM11 V12 and Touchtronic II drivetrain.
Only one was produced.It should therefore be regarded less as a DB9 special edition and more as a unique coachbuilt Aston Martin that happens to use the DB9 Volante as its mechanical foundation.
The Gen4 DB9 Volante
The comprehensive transformation of DB9 for 2013MY also had a profound effect on the Volante.
The move to the Gen4 VH architecture brought a structure approximately 20% stiffer than the original DB9, while nearly half of the car’s components and more than 70% of its body panels had changed. Despite the additional equipment, Aston Martin reduced overall weight by approximately 15 kg.
The AM11 V12 now produced 510 bhp and 620 Nm, the engine sat approximately 19 mm lower in the chassis and Carbon Ceramic Matrix brakes became standard. The three-stage Adaptive Damping System offered Normal, Sport and Track modes, substantially increasing the range of chassis behaviour available to the driver.
These changes are arguably even more significant in the Volante because they address some of the traditional compromises associated with an open GT. Greater structural rigidity improves the foundation from which the suspension operates, adaptive damping allows much greater control over the balance between comfort and handling, and the reduction in unsprung mass from the carbon ceramic brakes benefits ride as well as dynamic response.
By this stage, the difference between Coupé and Volante was less about one being sporting and the other being comfortable. Both had become considerably more sophisticated cars with a much broader range of abilities.Aston Martin continued refining both versions together. A July 2013 factory product update, for example, applied new standard and optional equipment to both DB9 and DB9 Volante, including greater interior colour flexibility, revised instrument displays and the availability of a factory Sports Exhaust System.
The Sports Exhaust is particularly appropriate to the Volante. Aston Martin developed it to create a greater distinction between Normal and Sport modes, increasing the mid-frequency contribution and providing greater definition during acceleration, lift-off and overrun while controlling unwanted high-frequency noise. With the roof lowered, that becomes a very tangible part of the driving experience.
DB9 GT Volante: The Final Evolution
The final development of the open DB9 was the DB9 GT Volante.The GT’s AM11 V12 produced 540 bhp and 620 Nm, making it the most powerful production version of DB9. It also received revised engine management, sharper throttle response, updated Touchtronic II calibration and recalibrated adaptive damping, while carbon ceramic brakes remained standard.
Only 269 DB9 GT Volantes were produced, compared with 460 GT Coupés, giving total DB9 GT production of 729 cars. The GT Volante therefore occupies an interesting position within DB9 history. It combines the most developed factory DB9 powertrain and chassis with the open body style Aston Martin had envisaged from the very beginning of the programme.
In some respects it represents the opposite end of the story from the original 450 bhp Volante. The early car was deliberately soft, relaxed and relatively simple, whereas the GT has 90 bhp more power, adaptive damping, carbon ceramic brakes and more than a decade of continuous DB9 development behind it.
DB9 Volante Production
The production figures provide an interesting picture of how customer tastes changed during the life of the DB9.
Production figures show:
Total DB9 Volante production was 6,380 cars.
Against total DB9 production of 16,520 cars, that means approximately 38.6% of all DB9s were Volantes.
The interesting point is that the Volante was especially significant during the early years of DB9 production, broadly supporting Aston Martin’s original expectation that the open car would represent a substantial proportion of demand. As the DB9 matured, Coupé production became proportionately more significant, although the Volante remained an important part of the range right through to the GT.
For a modern buyer, those numbers also provide useful context. A DB9 Volante is not inherently rare, but particular combinations certainly are. Late cars, GTs, manual Volantes and some of the special specifications were produced in comparatively small numbers.
Coupé or Volante?
This is ultimately a question of what somebody wants from a DB9.The Coupé is the purer expression of the original structure and, particularly in its earlier forms, the more precise driver’s car. If the priority is chassis response, ultimate structural rigidity or the most sporting DB9 experience, the Coupé is likely to be the natural choice.
The Volante offers something different. It places greater emphasis on the DB9 as a grand tourer and makes the V12 a much more prominent part of the experience. With the roof lowered, travelling at relatively modest speeds can be as enjoyable as driving the Coupé much harder, and that gives the open car an appeal that cannot be expressed through acceleration figures or cornering performance.
There is also no single “best” Volante. An early 450 bhp car has the softer, more traditional character Aston Martin originally intended, while a 470 bhp adaptive-damping car provides greater sophistication without moving completely into the later generation. The 2013MY car is significantly more capable, and the 540 bhp GT represents the ultimate factory development.
As with the Coupé, condition and history should ultimately matter more than chasing a particular model year simply because it appears superior on paper.
HWM Perspective
Having known DB9 Volantes since they were new, I think they are sometimes unfairly judged against the Coupé using criteria that Aston Martin itself never intended them to meet. The original Volante was deliberately softer and more relaxed, and that was not an engineering failure or an unavoidable compromise. It was part of the character Aston Martin wanted the car to have.
The result is a car that is a hugely charismatic and elegant to tour in. It is swift but a 7 out 10 pace car which is more than enough for the public roads, arguably still far too much!The DB9 has always been an exceptionally good long-distance car, and the Volante adds another dimension without losing the fundamental ingredients that make the Coupé special. You still have the naturally aspirated V12 mounted behind the front axle, rear transaxle, hydraulic steering and the balance of the VH architecture, but with the roof down the sound, surroundings and sense of occasion become a much greater part of the experience.
The later cars narrowed the dynamic gap significantly. Adaptive damping gave the Volante much greater chassis flexibility, while the Gen4 structure, 510 bhp engine and carbon ceramic brakes made the 2013MY car considerably more sophisticated. By the time Aston Martin reached the 540 bhp DB9 GT Volante, the open car had become an extremely capable performance GT in its own right.
For a prospective owner, I would therefore avoid thinking of the Volante as simply the less sporting DB9. It is better understood as the other side of the DB9’s personality.The Coupé demonstrates how well the VH architecture could create a refined driver’s GT. The Volante demonstrates just how well the same ingredients could create a luxurious open grand tourer.
Our advice on buying is to concentrate on finding the nicest example for your budget.There is no bad or undesirable variant.It is surprising how few of each colour combination they made so it important to not get fixated on buying the colour you want and first finding the right condition example.Thankfully,most Aston Martin tend to be cherished so your chances of finding a nice one are positive.
After more than twenty years, both remain compelling, but for a summer journey with the roof down and the V12 providing the soundtrack, the Volante can make a particularly persuasive case for itself.
Today, the idea of ordering an Aston Martin DB9 with a manual gearbox seems almost irresistible. A naturally aspirated 5.9-litre V12, rear-wheel drive, hydraulic steering and a conventional six-speed manual transmission combine ingredients that have almost completely disappeared from modern grand tourers, while the exceptionally small number of cars produced has made the manual one of the most desirable specifications among DB9 enthusiasts.
Most customers chose Touchtronic, and it is not difficult to understand why. The DB9 had been designed first and foremost as a sophisticated grand tourer, and the smooth six-speed ZF automatic suited that role extremely well. It allowed the V12’s enormous flexibility to do much of the work, provided effortless progress in traffic and still gave the driver manual control through steering-column-mounted paddles when required.
Against that background, the manual was always going to appeal to a relatively small group of customers. They were choosing greater involvement over convenience in a car whose underlying character did not necessarily demand constant interaction with the gearbox. The result is that manual DB9s are now remarkably rare.
Across the complete DB9 production run, our figures show just 622 manual cars:
Against total DB9 production of 16,520 cars, manuals account for approximately 3.8% of all DB9s. That rarity is interesting, but it is not the most important reason to understand the manual DB9. What makes the car special is the way the transmission alters the driving experience while leaving the essential character of the DB9 intact.
A Rear-Mounted Manual Gearbox
The DB9 manual is mechanically more interesting than the conventional description “six-speed manual” might suggest. As we explained in Chapter Three, Aston Martin did not mount the gearbox immediately behind the engine. The V12 sits well back in the chassis, behind the front axle line, while the transmission is mounted at the rear as part of the transaxle assembly.
Connecting the two is an aluminium torque tube containing a carbon-fibre propeller shaft. This means that when the driver moves the gear lever in the cabin, they are operating a gearbox positioned several feet behind them rather than directly beneath or alongside the lever. Aston Martin therefore needed a remote gear-selection system between the cabin controls and the rear transaxle.
The gearbox itself was supplied by Graziano Trasmissioni, the Italian transmission specialist whose gearboxes have appeared in a number of high-performance and exotic cars. In DB9 application it provided six forward ratios and was combined with a hydraulically operated twin-plate clutch.
The layout was fundamentally:
Placing the transmission at the rear contributed to the DB9’s near 50:50 weight distribution and was therefore part of the fundamental VH engineering philosophy rather than simply an unusual way of packaging the gearbox.
The manual DB9 also differed from Touchtronic in its overall gearing. Early manual cars used a 3.54:1 final-drive ratio, compared with 3.15:1 for the Touchtronic II automatic. The shorter manual final drive helped make the most of the V12’s performance while retaining a sufficiently long sixth gear for high-speed touring.
The figures tell only part of the story. The naturally aspirated V12 has such a broad spread of torque that the driver does not need to constantly work through the gearbox to maintain progress. Approximately 85% of the original engine’s 570 Nm was available between 1,500 and 5,000 rpm, allowing the DB9 to pull strongly from relatively low engine speeds.
That makes the manual particularly well suited to the DB9 in an unexpected way. It gives the driver the satisfaction of choosing gears manually without demanding the constant shifting that might be expected in a smaller, highly strung sports car. You can work through the ratios when the road encourages it, but you can equally select a high gear and allow the V12 to carry the car effortlessly across country.
The Twin-Plate Clutch
The use of a twin-plate clutch was dictated partly by the considerable torque of the V12 and the need to package sufficient clutch capacity without using an excessively large single friction plate.
A twin-plate design effectively provides additional friction surface area while keeping the overall diameter manageable. This allows the clutch to transmit substantial torque while fitting within the constraints of the drivetrain.
The clutch is hydraulically operated, but it remains a conventional manual clutch controlled directly by the driver’s left foot. That is an important distinction because the related Graziano transmission architecture was also used in automated applications where clutch and gear selection could be controlled electronically.
The clutch is not unusually difficult once familiar, but this is still a substantial V12 grand tourer rather than a small sports car, and smooth low-speed operation rewards a little mechanical sympathy. Trying to rush the clutch or slipping it unnecessarily achieves very little other than accelerating wear.
A good manual DB9 should feel progressive and predictable. If the bite point, pedal behaviour or engagement feels abnormal, it is something worth investigating rather than dismissing as simply being characteristic of the car.
Why the Manual Feels So Different
The difference between manual and Touchtronic DB9s is much greater than the difference in acceleration figures might suggest. With Touchtronic, the V12 and automatic transmission work together to make the DB9 exceptionally effortless. There is always sufficient torque available, and the gearbox removes much of the workload from the driver. Even when using the paddles, the physical process of changing gear is reduced to a relatively small movement of the fingers.
The manual puts the driver back into the centre of that process. Every change requires a decision. You lift the throttle, depress the clutch, move the lever through the gate, release the clutch and reapply the throttle. When slowing for a corner, you decide whether to remain in the existing gear and use the V12’s flexibility or change down and bring the engine further into its performance range.
None of this makes the car objectively faster. It simply makes the driver more involved. That distinction becomes increasingly important as cars become more capable. A modern automatic or dual-clutch transmission can change gear far more quickly and consistently than almost any driver operating a conventional manual gearbox. If outright performance is the objective, the argument for a manual becomes increasingly difficult to make.
One of the things I particularly like about the manual DB9 is that the gearbox does not completely alter the underlying personality of the car. It does not become a V12 Vantage simply because the driver has a clutch pedal.
The wheelbase remains relatively long, the cabin remains comfortable, the suspension retains its grand-touring bias and the V12 continues to deliver a broad spread of effortless torque. The DB9 still encourages the driver to cover ground smoothly rather than constantly attack every corner. The manual simply adds another layer of interaction.
This is perhaps why it works particularly well on a long, interesting journey. On a motorway, sixth gear allows the car to settle into exactly the same relaxed rhythm as a Touchtronic DB9. When the road becomes more demanding, however, the gearbox gives the driver the option of becoming much more involved. It is a combination that is almost impossible to buy new today.
Manual Coupé or Manual Volante?
Of the 622 manual DB9s produced, 385 were Coupés and 237 were Volantes.
The Coupé is perhaps the more obvious enthusiast’s choice. Its greater structural rigidity and slightly more sporting chassis character complement the additional involvement of the manual gearbox, particularly in an early car or one equipped with the factory Sports Pack. The manual Volante is a more unusual proposition.
The original Volante was deliberately given softer suspension and a more relaxed character than the Coupé, so combining it with a manual gearbox might initially appear contradictory. In practice, the combination can be very appealing because the DB9 does not require constant gear changing. The driver can enjoy the manual transmission when the road permits while retaining the more relaxed ride and open-air experience of the Volante.
With only 237 produced, the manual Volante is also one of the scarcer regular-production DB9 configurations. I would not automatically choose between them on rarity alone. A buyer should first decide which character they prefer, because the difference between Coupé and Volante is much more noticeable than the production figures might suggest.
The Manual and the Sports Pack
For somebody seeking the most driver-focused interpretation of the original DB9, the combination of manual transmission and Sports Pack is particularly interesting. Introduced in October 2006 for the Coupé, the Sports Pack lowered the suspension by 6 mm, substantially increased spring rates, fitted uprated dampers and a larger front anti-roll bar, and used lighter forged wheels that saved approximately 1 kg at each corner.
These cars are understandably attractive to enthusiasts today, but care is required when identifying one. Sports Pack wheels have been fitted retrospectively to many DB9s, and the presence of the wheels alone does not establish that the car has the complete factory Sports Pack specification. It is unlikely to have been fully retrofitted as a kit to a Volante.
The 2009MY Manual
The significant 2009MY revisions also benefited the manual DB9. Power increased from 450 to 470 bhp and torque rose from 570 to 600 Nm, while the suspension, refinement and interior were all improved. The manual obviously did not benefit from the revised Touchtronic shift software, but it gained the more powerful AM09 engine and the other changes applied to the wider DB9 range.
This makes the later manual cars particularly interesting because they combine greater engine performance and the accumulated development of the earlier DB9 with the interaction of the conventional gearbox.
There is an argument that these later manual cars represent a particularly attractive point in DB9 development. They retain the original exterior architecture and much of the analogue character of the earlier cars, while incorporating several years of mechanical and quality improvements.
Their scarcity means that buyers are unlikely to have the luxury of choosing from a large number of otherwise identical cars, however. With manual DB9s, condition, history and specification frequently matter more than targeting one exact model year.
Why Did So Few Customers Order One?
Looking at the market today, where manual Aston Martins can attract considerable enthusiast interest, it is easy to wonder why fewer than 4% of DB9 buyers chose one when the cars were new.
The answer becomes much clearer when the DB9 is viewed in its original context. Customers buying a new DB9 were generally not buying a weekend classic or an occasional enthusiast’s car. Many were buying a modern luxury GT to use regularly, sometimes covering substantial mileage, commuting into cities and travelling long distances. Touchtronic suited that use exceptionally well.
It was also the period during which steering-wheel paddles and sophisticated automatic transmissions were increasingly being associated with high-performance and exotic cars. Choosing the automatic did not necessarily feel like choosing the less sporting option in the way it might have done a decade earlier.
The manual also demanded more effort, particularly in traffic, and the DB9’s V12 was so flexible that the automatic could exploit its performance without constantly changing ratios. Most customers therefore made the entirely rational choice. It is only with hindsight that the rarity created by that decision has become so significant.
The Collector Question
Manual DB9s now occupy an interesting position in the market because they combine genuine rarity with a drivetrain configuration that is unlikely ever to return to this type of Aston Martin.
Rarity alone, however, does not automatically make a car desirable. What matters is that the manual changes the experience in a meaningful way. It creates a mechanical connection between driver and V12 that the automatic cannot reproduce, and it does so in one of the most elegant Aston Martin GTs of the modern era.
The production numbers then amplify that appeal. A manual Coupé represents approximately 3.8% of Coupé production, while manual Volantes account for approximately 3.7% of open-car production. In other words, whichever body style you choose, roughly 96 out of every 100 DB9s left Gaydon without a clutch pedal. For collectors interested in unusual factory specifications, that is difficult to ignore.
I would nevertheless be cautious about buying a poor manual DB9 simply because it is manual. These cars are now old enough that condition can vary enormously, and rectifying years of deferred maintenance can easily outweigh the advantage of acquiring the rarer transmission. A properly maintained Touchtronic DB9 remains a very good DB9.
What to Look for When Driving a Manual DB9
A test drive should establish more than whether the clutch operates and all six gears can be selected.
The clutch should engage progressively without excessive judder or slipping under load, and the pedal action should be consistent. The gear-selection mechanism should feel positive once the drivetrain is warm, without baulking, unusual resistance or a tendency to jump out of gear.
It is also worth listening carefully to the drivetrain. A rear transaxle inevitably produces different sounds from a conventional front-mounted gearbox, and some mechanical noise should not automatically cause concern, but pronounced whines, clonks or changes in noise between load and overrun deserve investigation.
The condition of the engine and transmission mountings, torque tube, propeller shaft and differential can all influence the way a DB9 drivetrain feels, so a poor shift or driveline vibration should not automatically be blamed on the gearbox itself.
For a prospective purchase, we would always recommend assessing the car as a complete mechanical system rather than viewing the clutch and gearbox in isolation.
The Manual DB9 in Today’s World
Time has changed the way we view this car. When new, the manual could reasonably have been regarded as the less convenient transmission choice. Today, inconvenience is part of its attraction.
There is no automated rev matching, no dual-clutch transmission and no software deciding how best to execute the change. A good shift is satisfying because the driver made it good, while a poor one belongs to the driver as well. The performance figures are almost beside the point.
There are now family cars capable of accelerating more quickly than an early DB9, but very few cars at any price can combine a naturally aspirated V12, hydraulic steering, rear-mounted manual transaxle and traditional clutch pedal within such an elegant and usable grand-touring package.
That is why the manual DB9 has become more interesting with age rather than less.
HWM Perspective
Having sold DB9s when they were new and continued to maintain them as they have moved into modern-classic territory, the change in perception surrounding the manual cars is fascinating.
When these cars were current, Touchtronic made enormous sense. The DB9 was intended to be a luxurious and effortless grand tourer, and the automatic transmission complemented the V12 beautifully. I would still recommend a good Touchtronic DB9 without hesitation to an owner whose priority is relaxed touring and everyday usability.
The manual appeals for different reasons. It asks more of the driver and consequently gives more back when you want to become involved. The V12 has enough torque that the gearbox never becomes hard work on the open road, yet changing gear yourself adds an interaction that has largely disappeared from modern high-performance cars.
I also think it is important not to allow collectability to overwhelm the actual driving experience. The fact that only 622 were built is significant, but the reason to own one should still begin with enjoying what the gearbox adds to the car. A well-maintained manual DB9 is not special simply because it is rare.
It is special because Aston Martin combined one of its great naturally aspirated V12 engines with a conventional clutch pedal, a six-speed Graziano gearbox mounted at the rear of the car, hydraulic steering and one of the most beautiful GT bodies of its generation.
Fewer than four in every hundred DB9 customers chose that combination when they had the opportunity. More than twenty years later, it is very easy to understand why enthusiasts wish more of th
One of the most fascinating aspects of the DB9 story is that its development cannot be understood entirely by looking at the DB9 in isolation. During its twelve-year production life Aston Martin created two closely related V12 models, the DBS and Virage, and the engineering developed for those cars would ultimately influence the DB9 itself.
The original DB9 established the VH architecture and Aston Martin’s new generation of V12 grand tourer. The DBS then took that basic engineering in a substantially more sporting direction, introducing greater performance, extensive use of carbon fibre and, later, carbon ceramic braking technology. The Virage subsequently attempted to occupy the space between DB9 and DBS, combining some of the sophistication and visual aggression of the DBS with the more relaxed grand-touring character traditionally associated with DB9.
When the Virage disappeared after a remarkably short production run, much of what Aston Martin had learned did not disappear with it. Instead, elements of that programme fed into the comprehensively revised 2013MY DB9.
The family tree can therefore be viewed rather neatly as:
DB9 → DBS → Virage → 2013MY DB9
It is a story of Aston Martin repeatedly developing the same exceptionally capable basic architecture and, in the process, gradually moving the DB9 itself further up the performance hierarchy.
DB9 Establishes the Formula
When DB9 production began at Gaydon in 2004, Aston Martin had established the basic mechanical formula that would define its V12 cars for much of the following decade.
The 5,935 cc naturally aspirated V12 was mounted behind the front axle, with an aluminium torque tube and carbon-fibre propeller shaft carrying power to a rear-mounted transaxle and limited-slip differential. The bonded aluminium VH structure provided a light and exceptionally rigid foundation, while aluminium double-wishbone suspension was used at each corner.
In original specification, the V12 produced 450 bhp and 570 Nm, with a choice of six-speed Graziano manual or six-speed ZF Touchtronic II transmissions.It was an extremely sophisticated starting point.
The DB9 had deliberately been engineered as a GT rather than an outright sports car, however, which left Aston Martin with an obvious opportunity. If the VH architecture was as flexible as intended, how far could the same fundamental ingredients be pushed towards performance?The answer would be DBS.
From Casino Royale to Production
The modern DBS first appeared publicly in a rather unusual way.Rather than being introduced conventionally at a motor show, Aston Martin’s new flagship became familiar to millions of people through the 2006 James Bond film Casino Royale. Daniel Craig’s first appearance as Bond also introduced audiences to an Aston Martin that looked recognisably related to the DB9 but considerably more aggressive.
The production DBS followed in 2007.Its name revived one of the most significant badges in Aston Martin history. The original DBS had been introduced in 1967 as a larger, more modern companion to the DB6, and the name therefore carried considerably more historical weight than simply being a new model designation.
The modern DBS occupied a position above the DB9 and effectively replaced the first-generation Vanquish as Aston Martin’s flagship series-production model.Although closely related to DB9 underneath, it was intended to provide a very different experience.
Turning DB9 into DBS
The DBS retained the basic VH architecture, 5.9-litre V12, torque tube, carbon-fibre propeller shaft and rear transaxle arrangement, but Aston Martin changed almost every area that influenced performance.The first cars were all manual but by this point, the ZF automatic had become an option.
The V12 was extensively revised to produce 510 bhp at 6,500 rpm and 570 Nm at 5,750 rpm. That represented an increase of 60 bhp over the original DB9 and, equally importantly, altered the character of the engine by encouraging the driver to use more of the upper rev range.Weight reduction became a major priority.
Aston Martin made extensive use of carbon fibre for exterior body panels, including the bonnet, front wings, boot enclosure and door surrounds. The result was not simply cosmetic. Removing weight from the car while retaining the inherent rigidity of the VH structure improved virtually every aspect of its dynamic behaviour.
The DBS also introduced Carbon Ceramic Matrix brakes, using 398 mm discs at the front and 360 mm at the rear. At the time this was highly exotic technology for a road-going Aston Martin and provided both greater resistance to repeated high-temperature use and a substantial reduction in unsprung mass.
The chassis was correspondingly more focused, with Adaptive Damping System technology allowing the car to combine road usability with substantially greater body control.Aston Martin had demonstrated that the underlying DB9 architecture possessed considerably more performance potential than the original GT specification had required.
A Different Kind of Aston Martin
The difference between DB9 and DBS was not simply numerical.
Where the DB9 was elegant and relatively understated, the DBS deliberately exposed more of its performance intent. The deeper front bumper, enlarged cooling apertures, bonnet vents, carbon-fibre components and more pronounced aerodynamic treatment gave it a much more aggressive appearance.
The interior followed a similar philosophy. The basic architecture remained familiar, but lightweight seats and carbon-fibre trim could give the DBS a considerably more sporting atmosphere.Most importantly, the car felt different to drive.
The DBS was more immediate, more controlled and more overtly performance orientated. The steering, damping, brakes and engine calibration all encouraged the driver to use the car more aggressively than a conventional DB9.
It was still capable of covering long distances and remained recognisably an Aston Martin GT, but the balance had moved.This distinction matters because it explains what happened next.
The Gap Between DB9 and DBS
By the end of the decade, Aston Martin effectively had two interpretations of its V12 VH platform.DB9 represented the elegant grand tourer.DBS represented the more powerful, expensive and overtly sporting flagship.Aston Martin identified what it believed was space between them.The answer was Virage.
Unveiled at the Geneva Motor Show in March 2011, the Virage revived another historic Aston Martin name and was intended to provide customers with a car that sat precisely between DB9 and DBS in character, performance and price.
This was not simply a marketing description. The specification was deliberately positioned between the two cars.Its 5.9-litre V12 produced 490 bhp and 570 Nm, exactly halfway between the contemporary 470 bhp DB9 and 510 bhp DBS in terms of power.
The Virage also adopted technology and design thinking that had previously been associated with DBS, but with calibration intended to retain more of the DB9’s grand-touring character.
Engineering the Virage
The Virage is particularly important to the DB9 story because it previewed several ideas that would shortly become central to the DB9 itself.
The 490 bhp V12 was mounted lower in the chassis than before, helping reduce the centre of gravity. Power was transmitted through the six-speed Touchtronic II rear transaxle, while the Adaptive Damping System offered a broader range of chassis behaviour.
Carbon Ceramic Matrix brakes were standard, bringing the braking technology previously associated with DBS into a less extreme Aston Martin.
The Virage therefore combined:
The intention was not to make a slightly slower DBS. Aston Martin wanted a car that combined greater performance and sophistication than DB9 with a more relaxed character than the flagship.In isolation, the concept made considerable sense.The problem was where it left the rest of the range.
Three Cars, One Narrow Market
The Virage created an unusually compressed Aston Martin V12 line-up.
A customer could now choose a DB9 with 470 bhp, a Virage with 490 bhp or a DBS with 510 bhp.
All three used closely related versions of the same naturally aspirated V12.
All three used the VH architecture.
All three were front-mid-engined and rear-wheel drive.
All three could be specified as luxurious grand tourers.
The price structure for the Coupé variants was:
DB9 = £125,000
Virage - £150,000
DBS - £175,000
The differences were real, but explaining them to customers required considerably more nuance than simply placing three obviously different models alongside one another.The Virage was arguably too close to both of its siblings.
For somebody wanting the traditional DB grand tourer, the DB9 remained the established choice. For somebody wanting the ultimate V12 Aston Martin, the DBS had greater performance, a more aggressive image and the prestige of being the flagship.
The Virage sat very competently between them, but occupying the middle ground did not necessarily give customers a compelling reason to choose it.Its production life consequently proved remarkably short but that is not a reflection of the car.
The Short-Lived Virage
Virage production lasted only from 2011 until 2012.
Approximately 1,000 examples were produced across Coupé and Volante forms before Aston Martin discontinued the model, making it one of the shortest-lived series-production Aston Martins of the modern era.
That could easily lead to the conclusion that the Virage programme was unsuccessful.From the perspective of DB9 development, however, that would be too simplistic.
The Virage had effectively allowed Aston Martin to explore how the DB9 concept could move towards DBS levels of sophistication and performance without abandoning its grand-touring role.
When Aston Martin rationalised the range, many of those ideas remained highly relevant.The answer was not to continue building three closely related V12 GTs.It was to make the DB9 better.
The 2013MY DB9 Absorbs the Lessons
The 2013 model year represented the greatest transformation in the DB9’s production life.
As covered in Chapter Two, nearly half of the car’s components changed, more than 70% of its body panels were different and structural rigidity increased by approximately 20%. Despite the additional equipment and greater capability, overall weight fell by around 15 kg.The engine became the AM11 V12, producing 510 bhp and 620 Nm.
The DB9 now had the same headline power output as the DBS, together with 50 Nm more torque than either the previous DB9 or DBS.The engine also sat approximately 19 mm lower in the chassis, reducing the centre of gravity and improving weight distribution.
Carbon Ceramic Matrix brakes became standard.Three-stage adaptive damping offered Normal, Sport and Track settings.
The exterior design became more muscular and incorporated a pronounced rear spoiler, larger front grille, bonnet vents and more assertive bodywork.The distinction between the original DB9 and DBS had narrowed dramatically.
Where the Virage Fits
This is why Virage deserves considerably more attention in the DB9 story than its short production run might initially suggest.
Look at a Virage alongside a 2013MY DB9 and the relationship becomes obvious.The later DB9 did not simply replace the earlier DB9 specification. It effectively absorbed the position Virage had occupied in the range while adding further power and development.
There are important differences and it would be wrong to describe the 2013MY DB9 as simply a renamed Virage, but the philosophical connection is clear.Virage demonstrated that Aston Martin customers could have carbon ceramic brakes, adaptive damping, a lower-mounted V12 and a more sporting exterior without turning the car into the harder-edged DBS.
The 2013 DB9 took that concept and developed it further.In hindsight, Virage can therefore be viewed as an important transitional Aston Martin.
Comparing the Three
The basic progression can be summarised as follows
The table explains Aston Martin’s product positioning, but it does not fully explain the differences between the cars. A DB9 is not simply a Virage with less power, and a Virage is not simply a slower DBS. Each was calibrated around a different objective. DB9 was intended to be the most relaxed and traditional GT. Virage added greater chassis sophistication and performance while attempting to retain that usability. DBS deliberately moved the balance towards performance, response and drama. This is why driving the cars remains more informative than comparing specifications alone. The 2013 DB9 Changes the Comparison If the same comparison is made after the 2013MY DB9 appeared, the picture looks very different. The later DB9 offered:
The DB9 had effectively moved into territory that would have belonged to DBS only a few years earlier. This is one reason why comparing an early 450 bhp DB9 with a late 510 bhp car purely as different model years can be misleading. Aston Martin had spent the intervening period developing DBS and Virage as well as DB9, and knowledge from the wider VH family inevitably influenced the car. By 2013, DB9 was the beneficiary of almost a decade of development across several closely related Aston Martins. Which One Is the Better Car? As with so many questions surrounding this generation of Aston Martin, “better” depends upon what the owner wants. The DB9 is arguably the purest grand tourer of the three. Particularly in early form, it has an elegance and relatively understated character that became less pronounced as Aston Martin progressively increased the sporting emphasis of its V12 cars. The DBS is the obvious choice for somebody wanting greater drama. It looks more aggressive, feels more focused and has an identity that is distinct enough from DB9 to justify its position as the flagship. Its association with the Bond films has also given it a cultural significance beyond its engineering specification. Virage is perhaps the most interesting choice for somebody who appreciates rarity and subtlety. It provides much of the technology associated with DBS but deliberately avoids some of its aggression. Its very short production life also means it is considerably less common than DB9. The 2013MY DB9 arguably provides the most complete interpretation of the concept. It benefits from the development that took place across all three programmes while retaining the DB9 identity. None makes the others redundant.They represent different points in the evolution of the same exceptionally adaptable engineering architecture. An Extraordinary Platform The story also demonstrates why VH was so important to Aston Martin.When DB9 appeared, the architecture had to support a new V12 grand tourer. Over the following years Aston Martin was able to develop the same fundamental engineering philosophy into a compact V8 Vantage, V12 Vantage, DBS, Virage, Rapide and ultimately Vanquish. Within the DB9 family alone, the architecture comfortably accommodated power outputs from 450 bhp to 540 bhp, passive and adaptive suspension systems, steel and carbon ceramic brakes, manual and automatic rear transaxles, Coupé and Volante bodies and increasingly sophisticated electronic systems. That breadth was exactly what Ulrich Bez had envisaged when Aston Martin committed to the VH strategy.DBS and Virage were therefore not distractions from the DB9 story.They were evidence that the original engineering concept worked. HWM Perspective From a dealer perspective, the DB9, DBS and Virage period was fascinating because customers were sometimes choosing between cars that were much more closely related than their names suggested.The differences were nevertheless very real from behind the wheel. The DB9 remained the car I would describe first as a grand tourer. It was elegant, comfortable and immensely capable over distance, with enough performance to make the car feel special without constantly demanding that the driver use it. The DBS brought much more theatre. The carbon fibre, ceramic brakes, sharper chassis and additional performance changed the atmosphere of the car as much as the specification, and for a customer wanting the most exciting V12 Aston Martin available at the time, its appeal was obvious. Virage was more subtle. It took some of the sophistication that had been developed for DBS and applied it to a car with a more relaxed personality. Its difficulty was not that it was a poor Aston Martin, quite the opposite. Its difficulty was explaining why a customer should choose the middle car when DB9 and DBS already occupied such clearly understood positions. In hindsight, however, Virage makes much more sense.It represents the bridge between the original DB9 and the comprehensively revised car that followed. That later DB9 had 510 bhp, carbon ceramic brakes, adaptive damping, greater structural rigidity and a lower engine position, features that would have seemed remarkably exotic when the original 450 bhp DB9 appeared less than a decade earlier. This continuous development is one of the reasons the DB9 story is so interesting. Aston Martin did not simply launch the car and periodically increase its power. It used the VH architecture as a development platform, learning from DB9, DBS and Virage before feeding that knowledge back into the model with which the Gaydon era had begun. The family tree may appear complicated at first, but viewed chronologically it tells a very logical story.DB9 established the formula, DBS demonstrated how far it could be pushed, Virage explored the middle ground, and the 2013MY DB9 brought much of that accumulated knowledge back together. In the next chapter, we can look at that 2013 transformation in isolation, because the scale of the engineering work was so substantial that describing it simply as another DB9 model-year update does not really do it justice. |
By 2012, the Aston Martin DB9 had been in production for almost nine years. In normal automotive terms, that should have placed it close to retirement. Instead, Aston Martin did something rather unusual. It substantially re-engineered the car and gave the DB9 another four years of life.
Calling the 2013 Model Year DB9 a facelift does not really do justice to the scale of the programme. Nearly half of the car's components changed, more than 70% of its body panels were different, structural stiffness increased by approximately 20%, the V12 gained 40 bhp and 20 Nm, Carbon Ceramic Matrix brakes became standard and the suspension moved to a new three-stage Adaptive Damping System.
Despite all of that additional capability and equipment, Aston Martin also managed to reduce the weight of the car by approximately 15 kg.
Why Reinvent the DB9?
The circumstances surrounding the new car are important.As we explored in Chapter Seven, Aston Martin's V12 range had become increasingly crowded. The original DB9 had evolved to 470 bhp, the Virage produced 490 bhp and the DBS sat above both with 510 bhp.
The three cars were genuinely different, but they occupied a relatively narrow section of the luxury GT market and shared a considerable amount of underlying engineering.
The Virage in particular demonstrated that there was an opportunity to give an Aston Martin GT an even higher grade of finish whilst moving on the styling.It showed a new, cleaner and more muscular shape that retained the right balance between sporting purpose and elegance.
Rather than continuing with DB9, Virage and DBS simultaneously, Aston Martin rationalised the range.Virage disappeared after its remarkably short production run, while DBS was approaching the end of its life. The DB9 name remained, but the car carrying it was about to become considerably more sophisticated.
This was therefore much more than Aston Martin simply refreshing the bumpers and adding another 20 bhp.The 2013MY DB9 represented the next stage of the VH story.
Gen4 VH Architecture
At the centre of the transformation was Aston Martin's Gen4 development of the VH architecture.The fundamental principles remained familiar. The structure was still based around bonded and extruded aluminium, the V12 remained behind the front axle, the transmission remained at the rear and the two were connected through the torque tube and carbon-fibre propeller shaft.
Aston Martin had no reason to abandon those fundamentals because they remained exceptionally sound.What changed was the level of development around them.The new structure was approximately 20% stiffer than the original DB9. That is a significant improvement because structural rigidity influences almost every aspect of how a car feels.
A stiffer structure gives the suspension a more consistent platform from which to operate. Instead of suspension loads being partially absorbed through movement in the body structure, the springs, dampers, bushes and suspension geometry can control the wheels more precisely.
The benefits are therefore felt not simply when cornering quickly but through steering response, ride quality, refinement and the general sense of solidity of the car.This was particularly impressive because Aston Martin achieved the increase while reducing overall vehicle weight by approximately 15 kg despite the additional technology fitted to the new car.
Nearly 50% of the components had changed and more than 70% of the body panels were different.This was a very substantial engineering programme hidden beneath a shape that remained instantly recognisable.
Aston Martin faced a difficult design challenge.The original DB9 was widely regarded as one of the most beautiful cars of its generation. Dramatically changing something that already looked right carried considerable risk.
The proportions remained unmistakably DB9: the long bonnet, low roofline, rearward cabin and muscular rear haunches were all retained. Look more closely, however, and the later car is substantially different.
The front became more assertive, with a larger and more pronounced grille and a stronger relationship with the later VH Aston Martins.The bonnet gained additional sculpting and ventilation, while the side treatment became more muscular. At the rear, the integrated spoiler became considerably more prominent.The result is an interesting contrast with the original car.
The first DB9 is exceptionally pure and restrained. There are very few unnecessary lines and relatively little visual aggression.The 2013 car is more muscular and obviously more performance orientated. It reflects the direction Aston Martin design had taken through DBS, Virage and the second-generation Vanquish.
For me, the original DB9 remains the purest expression of the design, but the remarkable thing is how successfully Aston Martin modernised a shape approaching ten years old without losing its identity.
The AM11 V12
The engine received one of the most important changes.The original DB9 had started with 450 bhp and 570 Nm. The AM09 engine introduced for 2009MY increased that to 470 bhp and 600 Nm.
For 2013MY Aston Martin introduced the substantially developed AM11 V12.The basic capacity remained 5,935 cc and the engine remained naturally aspirated, but output increased to:
The changes included revised cylinder heads, a revised engine block, dual variable valve timing, a revised intake manifold and an additional fuel pump.The significance of the power figure should not be overlooked.
The standard DB9 now produced the same headline 510 bhp as the outgoing DBS and 40 bhp more than the DB9 it replaced.Perhaps more importantly, torque had increased from the original car's 570 Nm to 620 Nm.
The performance reflected that development, with 0-62 mph taking approximately 4.6 seconds and maximum speed quoted at 183 mph.Those figures put the DB9 into a very different performance category from the car Aston Martin had launched in 2003, but the character of the engine remained recognisably the same.
The throttle response remained immediate and the V12 still encouraged the driver to use the upper reaches of the rev range when the opportunity arose.This is an important part of the DB9 story. Aston Martin increased output from 450 bhp to 510 bhp without changing the fundamental character that made the engine special.
There was another less obvious but important change.
Aston Martin mounted the AM11 engine approximately 19 mm lower in the chassis.Part of the reason was connected with pedestrian-protection requirements, but dynamically it had a useful consequence: one of the heaviest components in the car was now positioned closer to the ground.
Lowering a major mass reduces the vehicle's centre of gravity and consequently helps control weight transfer during cornering, acceleration and braking.Nineteen millimetres may not sound particularly dramatic, but moving an entire V12 engine downwards within the chassis is significant.
Combined with the increased structural rigidity and revised suspension, it contributed to the later DB9 feeling more controlled and responsive than the original car.
Another major change was the adoption of Carbon Ceramic Matrix brakes as standard equipment.This was technology that only a few years earlier had been associated with the much more expensive DBS.
The 2013 DB9 used:
Compared with conventional cast-iron brakes, the system saved approximately 12.5 kg.That figure is important because much of the saving occurs as unsprung and rotating mass.
Removing weight from a car is always beneficial, but removing it from the wheel and braking assemblies can have an even greater effect on the way the suspension operates. The damper has less mass to control as the wheel follows the road surface, while reductions in rotational mass can also benefit acceleration, braking and steering response.
The obvious advantage was enormous braking capability and considerably greater resistance to repeated high-temperature use.
For most DB9 owners, however, the car is unlikely ever to reach the point where conventional brakes would become seriously overwhelmed.The reduction in unsprung weight is therefore one of the less obvious but particularly valuable benefits.
There is a consideration for owners today. Carbon ceramic brakes are extremely capable and can last exceptionally well in normal road use, but replacement is expensive. Condition therefore needs to be established properly when buying a car rather than simply assuming that carbon ceramic brakes are automatically an advantage.
Three-Stage Adaptive Damping
The chassis also took another significant step forward.Adaptive damping had already appeared on DB9 through the 2010MY Premium Sports Pack before becoming standard for 2011MY.
The 2013MY car introduced a more sophisticated three-stage system with:
Normal | Sport | Track
This dramatically increased the breadth of the DB9.The important point is that Aston Martin did not simply make the suspension permanently harder in an attempt to make the car feel more sporting.That would have compromised one of the fundamental reasons for owning a DB9.
Instead, adaptive damping allowed the car to retain the compliance required of a grand tourer while giving the driver access to substantially greater chassis control when required.For somebody driving hundreds of miles through France before reaching an interesting mountain road, this makes perfect sense.
You can have the relaxed GT for the motorway and then change the character of the chassis when you reach the roads where you actually want to enjoy the car.
How Different Does It Feel?
This is where the specification sheet stops telling the whole story.The 2013 DB9 feels substantially more developed than an early car.There is more performance, but the additional 60 bhp compared with the original DB9 is only part of the difference.
The structure feels tighter. The suspension controls the body more effectively. The carbon ceramic brakes remove unsprung weight while providing huge stopping capability. The engine sits lower and produces more power and torque. Adaptive damping gives the car a much wider operating range.
The result is greater precision.An early DB9 has a slightly more relaxed and delicate quality. It moves around more and asks the driver to work with the car. The later DB9 feels more controlled and has greater reserves of performance.
It is particularly noticeable when the road becomes faster and more demanding. Where an early DB9 begins to remind you that it is fundamentally a grand tourer, the Gen4 car is happier being driven substantially harder.
Aston Martin retained enough compliance and refinement that the car still feels fundamentally like a DB9. It remains a GT first, but the boundaries of what that GT can do have expanded considerably.
2004 DB9 versus 2013 DB9
Putting the two cars alongside one another demonstrates how far the programme had developed.
Original DB9 | 2013MY DB9 | |
Engine | 5,935 cc V12 | 5,935 cc AM11 V12 |
Aspiration | Naturally aspirated | Naturally aspirated |
Power | 450 bhp | 510 bhp |
Torque | 570 Nm | 620 Nm |
Transmission | 6-speed Touchtronic / 6-speed manual | 6-speed Touchtronic II |
Structure | Original VH | Gen4 VH |
Structural rigidity | Baseline | Approx. 20% greater |
Brakes | Steel | Carbon Ceramic Matrix |
Front discs | 355 mm | 398 mm |
Suspension | Passive | Three-stage Adaptive Damping |
Engine position | Front-mid | Front-mid, approx. 19 mm lower |
0-62 mph | Approx. 4.9 sec | 4.6 sec |
Maximum speed | Approx. 186 mph | 183 mph |
The figures are interesting because the performance increase alone does not look enormous.A difference of three tenths of a second to 62 mph hardly explains nine years of development. The real transformation lies in how much more capability Aston Martin built into the same basic concept.
The structure was stiffer. The brakes were lighter and substantially more powerful. The damping was adaptable. The engine was more powerful and mounted lower. The body had been extensively revised, and the car had benefited from everything Aston Martin had learned from DB9, DBS and Virage.
What Was Lost?
Progress normally involves a compromise somewhere, and the 2013 DB9 is no exception.The original DB9 has a simplicity that the later car inevitably lost. Some prefer the original design that was possibly a little cleaner. The passive suspension provides one fixed chassis calibration rather than multiple electronic settings. The early car's particularly sensitive throttle gives it an immediacy that Aston Martin subsequently moderated.
There is also no manual option on the 2013 car.For somebody looking for the most analogue DB9 experience, the early car therefore retains considerable appeal.
This is why I do not think the DB9 story should be viewed as a simple hierarchy in which every later version is automatically better than everything that came before it.The 2013 car is unquestionably more capable.
Whether that makes it more enjoyable depends upon what you want from a DB9.There is no wrong answer.
There is another way of putting the 2013 car into perspective.When the DB9 appeared, 450 bhp from a naturally aspirated V12 was serious performance. By 2013, Aston Martin had increased that to 510 bhp while simultaneously improving the structure, brakes and suspension.
The DB9 was now producing the same headline power as the DBS that had previously occupied the position above it.This illustrates how dramatically performance expectations changed during the DB9's unusually long life.
Aston Martin had not simply kept the DB9 in production because a replacement was not ready. It had continually invested in developing the car.The result was that a DB9 built almost a decade after the original could offer a noticeably different experience while remaining recognisably the same model.
Even the 2013 transformation was not the end.Aston Martin continued refining the car, culminating in the 540 bhp DB9 GT for 2016MY.That final version added another 30 bhp, revised engine management, sharper throttle response, recalibrated Touchtronic II and revised adaptive damping.
The extraordinary point is therefore that the comprehensively re-engineered 2013 DB9 itself became the foundation for another stage of development.From the original 450 bhp car to the final 540 bhp GT, Aston Martin found an additional 90 bhp while retaining the same naturally aspirated 5.9-litre V12 philosophy.Few cars remain in production long enough for their engineering development to be seen quite so clearly.
HWM Perspective
Having experienced DB9 throughout its production life, I think the 2013 car is one of the most interesting points in the entire story.When you look at the car, it is obviously still a DB9. When you drive it, however, the extent of the development becomes much more apparent.
It feels tighter, more controlled and considerably more sophisticated than an early car. The additional power is noticeable, but you do need to rev it to really feel the extra bhp.It also has the combination of the stiffer structure (allowing the suspension to perform better), lower engine position, carbon ceramic brakes and adaptive damping that really changes the experience.
It has a much broader range of abilities.You can leave the damping in Normal and cover hundreds of miles in exactly the way a DB9 should. The car remains comfortable, refined and effortless. When the road becomes more interesting, Sport gives considerably greater control and allows you to use much more of the chassis.
For somebody looking to buy a DB9 today, I would therefore regard 2013MY as the biggest dividing line in the range.
If you want the purest DB9, I would look towards the earlier cars. The original shape is exceptionally clean, the passive chassis has a lovely natural quality and there is something appealing about experiencing the car much as Aston Martin originally conceived it.
If you want the most capable DB9 while retaining the fundamental character of the original, the 2013MY onwards cars make an extremely strong case.They feel more modern, have substantially more sophisticated chassis technology and bring performance that remains very serious even today.
But I would not describe one generation as simply better than the other.An early DB9 and a 2013 DB9 are almost two different interpretations of the same idea.The early car demonstrates just how good Aston Martin's original VH concept was. The 2013 car demonstrates how much further that concept could be developed.
Perhaps the most impressive achievement is that Aston Martin managed to add all that capability without losing sight of what the DB9 was supposed to be.It remained a beautiful, front-engined, rear-wheel-drive, naturally aspirated V12 grand tourer capable of carrying two people and their luggage across enormous distances in comfort.It could simply do everything rather better than before.
By the time Aston Martin announced the DB9 GT in June 2015, the DB9 had achieved something unusual in the modern motor industry. More than a decade after production began, it remained sufficiently desirable and fundamentally sound for Aston Martin to develop it one final time rather than simply allow it to disappear quietly ahead of the arrival of the DB11.
As had been the tradition started with the DB7, the final edition was called the GT.
It was not a completely new generation in the way that the 2013MY DB9 had been such a significant reinvention. Instead, Aston Martin took the highly developed Gen4 car and concentrated on the areas that could make the final DB9 more special. The V12 reached 540 bhp, the highest output of any production DB9, the engine management and throttle response were revised, the Touchtronic II transmission received new calibration, the adaptive damping was retuned and a series of exterior and interior changes distinguished the GT from the standard car.
There was something rather appropriate about the way Aston Martin approached it. The company did not turn the final DB9 into an uncompromising track car or attempt to make it into something it had never been. The GT remained a luxurious, naturally aspirated V12 grand tourer, just as the original DB9 had been in 2004.
To understand the DB9 GT properly, it is worth considering just how far the DB9 had travelled.
The original car produced 450 bhp, the 2009MY AM09 engine increased that to 470 bhp.We then moved to the 2013MY AM11 which produced 510 bhp along with variable valve timing.So to arrive at 540 bhp put the DB9 GT someway ahead of the DBS, although by this point the 565 bhp Vanquish had been released to sit at the head of the range.
That represents a 90 bhp increase over the production life of the car without abandoning the fundamental naturally aspirated 5.9-litre V12 concept. The final DB9 still retained the bonded aluminium VH structure, front-mid-mounted V12, aluminium torque tube, carbon-fibre propeller shaft and rear-mounted transaxle that had defined the engineering of the original car.
The GT therefore provides an unusually clear demonstration of what continuous development can achieve.Aston Martin had spent more than a decade refining essentially the same concept rather than repeatedly replacing it. By the time the GT appeared, the company understood the DB9 exceptionally well.
The centrepiece of the GT was the final development of the AM11 V12.Capacity remained 5,935 cc, but Aston Martin revised the engine management to increase output from 510 bhp to 540 bhp, or 547 PS, at 6,750 rpm. Maximum torque remained 620 Nm at 5,500 rpm.
The way the additional power was delivered is important.The GT did not suddenly acquire a large increase in low-speed torque. Much of the extra performance arrived towards the upper end of the rev range, particularly above approximately 5,500 rpm.
That means the difference between a 510 bhp DB9 and a 540 bhp GT is not necessarily dramatic during normal everyday driving. If you drive both cars using the effortless low and mid-range torque that makes the DB9 such a good grand tourer, they can feel relatively similar.Use the upper part of the rev range and the difference becomes more apparent.
The GT encourages you to extend the V12 towards 6,750 rpm to find the additional performance. That is entirely appropriate for the final version of this engine because it allows the naturally aspirated character of the V12 to become an even greater part of the experience.
There is no sudden turbocharged surge and no dramatic step in the torque curve. The performance simply continues to build as the engine speed rises.It is an old-fashioned approach in the best possible sense.I should also point out that the sound matches the muscle.As always, Aston Martin wanted its cars to sound sporty and engaging without being overbearing.The GT enjoyed a sports exhaust that gave an engine note that was just right.
Performance
The additional power reduced the quoted 0-62 mph time to approximately 4.5 seconds, with 0-100 mph taking around 9.2 seconds. Maximum speed remained approximately 183 mph. These figures should be viewed in context because straight-line acceleration was never the sole purpose of the DB9.
When the DB9 appeared, 450 bhp placed it firmly among the world's serious performance cars. By the end of production, Aston Martin had found another 20% power from the same basic capacity while retaining natural aspiration.
The progression is particularly interesting when viewed against the wider Aston Martin family. The GT produced 30 bhp more than the original DBS and considerably more than the 490 bhp Virage that had occupied a position above the DB9 only a few years earlier.The hierarchy had moved enormously during the DB9's lifetime.
Revised Touchtronic II
There was no return of the manual gearbox for the GT.By this point, the exceptionally rare six-speed manual DB9 belonged to an earlier chapter in the car's history, and the GT used Aston Martin's familiar six-speed Touchtronic II rear-mounted automatic transaxle.
The transmission received revised calibration for the GT, complementing the sharper engine response.It is worth remembering that this was still fundamentally the ZF six-speed automatic architecture that had served DB9 throughout its life. By 2015, newer eight-speed transmissions were appearing elsewhere in the market and the six-speed gearbox could no longer claim to be the latest transmission technology.
Yet it remained well suited to the DB9.The V12's broad torque delivery meant the car did not require a large number of closely spaced ratios, while the torque-converter automatic retained the smooth low-speed behaviour and effortless touring ability that had always suited the character of the car.
Using the paddles gave the driver greater control when required, but the GT remained equally happy being left in Drive and allowed to cover distance with very little effort.
This is an important distinction between the DB9 GT and some other cars carrying a GT badge. Aston Martin did not use the designation to turn the DB9 into a stripped-out or uncompromising derivative.
Aston Martin also revised the throttle calibration.This is an interesting detail when considered against the history of the DB9 because the earliest 450 bhp cars were notable for having an unusually sensitive throttle response. Aston Martin subsequently moderated that behaviour as the car evolved.
The GT approached response from a rather more sophisticated direction. Revised engine management and throttle calibration were intended to make the car feel more immediate without simply recreating the sensitivity of the earliest cars.
Again, this is something that is more apparent from behind the wheel than on a specification sheet.An additional 30 bhp sounds like the major change, but the relationship between throttle movement, engine response and transmission behaviour can influence how energetic a car feels just as much during normal road driving.
The Chassis
The DB9 GT retained the three-stage Adaptive Damping System introduced with the 2013MY car, offering Normal, Sport and Track modes, but Aston Martin recalibrated the system for the final model.
The underlying objective remained familiar.Normal allowed the DB9 to retain the ride quality and long-distance comfort expected of an Aston Martin GT. Sport increased body control for enthusiastic road driving, while Track kept the dampers within their firmest operating range.
This flexibility was one of the great improvements of the later DB9.The original passive car had a beautifully judged compromise, particularly when fitted with fresh dampers and suspension components, but one suspension calibration had to perform every task. The GT could adapt its behaviour much more substantially.
This allowed Aston Martin to sharpen the final DB9 without making it unnecessarily uncomfortable.The Carbon Ceramic Matrix braking system introduced as standard equipment on the 2013MY car was retained, with 398 mm front discs and six-piston calipers together with 360 mm rear discs and four-piston calipers.
By this stage, technology that had appeared highly exotic when introduced on DBS had become an established part of the DB9 specification.
The Sports Exhaust
The GT was fitted with the Sports Exhaust as standard, although the conventional exhaust could be specified as a no-cost alternative.This was more significant than simply making the V12 louder.
Aston Martin had developed the exhaust calibration to provide a greater distinction between normal and sporting driving, altering the operation of the exhaust bypass valves according to engine load and the driver's chosen settings.The intention was to preserve the DB9's refinement when cruising while allowing the V12 to become much more vocal when the driver wanted it.
One of the pleasures of a naturally aspirated V12 is the relationship between engine speed and sound. The engine does not need artificial enhancement to provide character. As the revs rise, the induction and exhaust note naturally build with the performance.
In a GT, particularly a Volante with the roof lowered, it becomes one of the defining features of the car.
Aston Martin resisted the temptation to dramatically alter the DB9's appearance for its final production version.The differences are relatively subtle.
The GT received distinctive 20-inch ten-spoke alloy wheels with a silver and diamond-turned finish, together with GT badging and V12 badging. The front splitter and rear diffuser received gloss-black treatment, the exhaust tailpipes were finished in graphite and the rear lamps incorporated black surrounds.
The headlamp internals were also darkened, while a GT-engraved aluminium fuel-filler cap provided another small detail.Aston Martin's wings badges were finished with black enamel.None of these changes fundamentally altered the shape of the car.
That was sensible. By this stage the basic DB9 design was more than a decade old, yet it had aged remarkably well. Aston Martin did not need to disguise the car's origins.The GT detailing simply made the final version look slightly sharper and more contemporary.
Inside the GT
The interior also received a collection of changes intended to distinguish the GT while retaining the familiar DB9 architecture.
The seats and door inserts featured a fluted and micro-perforated treatment, while GT embroidery and specific sill plaques identified the model. Piano Black trim and Iridium detailing were used within the cabin, together with a sports-style instrument display.
On the Coupé, the steering wheel could be finished in Alcantara, reinforcing the slightly more sporting character.The tips of the paddle shifters could also be colour keyed, another small example of the increased personalisation available towards the end of DB9 production.
This is important because stepping from an early DB9 into a GT provides an interesting mixture of familiarity and progress. The basic dashboard architecture, transmission buttons and relationship between driver and controls remain connected to the original car, but the materials, displays, electronics and detailing reveal how much development had taken place.
AMi II
One of the more important everyday improvements was Aston Martin's AMi II infotainment system.
Infotainment technology had always been one of the areas in which the DB9's long production life was easiest to identify. The early integrated navigation system belonged very obviously to the technology of the early 2000s, and although the Garmin system introduced later represented a substantial improvement, consumer electronics were developing far more quickly than the underlying car.AMi II helped bring the final DB9 more up to date.
It provided improved graphics and usability and gave the GT a more contemporary interface than earlier cars.By modern standards it is still an older infotainment system, but when comparing DB9 generations it is a meaningful improvement, particularly for an owner intending to use the car regularly.
This is one of the recurring themes with late DB9s. Some of the changes that make them easier to live with have nothing to do with horsepower or performance.
Coupé and Volante
The GT was available as both Coupé and Volante.
Production figures show:
Against overall DB9 production of 16,520 cars, GT production represents approximately 4.4% of the total.
That makes the GT relatively uncommon without making it impossibly rare.The two body styles retain the differences we have discussed throughout this guide. The Coupé provides the slightly tighter and more sporting interpretation, while the Volante adds the open-air character that suits the V12 particularly well.
By the GT era, the dynamic difference between them was considerably less pronounced than it had been with the earliest DB9s because the structure and adaptive chassis had developed so substantially.For somebody wanting the ultimate open DB9, the 269 GT Volantes have an obvious appeal.
The Bond Edition
The most famous special version of the DB9 GT was created to celebrate Aston Martin's continuing association with James Bond.
The DB9 GT Bond Edition coincided with the 2015 film Spectre and production was limited to 150 cars.The connection was slightly unusual because Bond did not actually drive a DB9 in the film. Spectre instead featured the specially created Aston Martin DB10.
The Bond Edition therefore used the production DB9 GT to celebrate the film and Aston Martin's relationship with Bond, with several details intended to connect the road car visually with the DB10.
The most obvious was Spectre Silver paint, developed to closely resemble the finish used on the film car.The exterior also featured 20-inch gloss-black diamond-turned wheels, carbon-fibre front splitter and rear diffuser, Zircotec-finished exhaust tailpipes and Bond-specific badging.
Perhaps the most extravagant exterior detail was the Aston Martin wings badge, produced in solid sterling silver with black enamel infill.
Inside, the car featured Obsidian Black leather, carbon-fibre trim, a One-77-style steering wheel, Bond embroidery and individually numbered sill plaques. The infotainment system also displayed a Bond-specific start-up screen.Mechanically, it retained the complete 540 bhp DB9 GT specification.
The Bond Ownership Package
Aston Martin went considerably further than simply changing the specification of the car.Each Bond Edition was supplied with a collection of bespoke accessories intended to make the purchase feel more like a complete collector's package.
These included a Globe-Trotter briefcase, special-edition watch, ECU key pouch, engraved Bang & Olufsen USB stick and a Bond Edition indoor car cover.
For somebody considering one today, the presence of these original items adds interest.
As with any collector-focused special edition, cars that retain their complete original package are particularly attractive because those accessories form part of the history of the edition rather than simply being incidental extras.
With only 150 produced, the Bond Edition is also considerably rarer than the standard GT.
Whether somebody prefers it to a conventional GT is more subjective. The Bond connection and unique specification give it additional collectability, but mechanically the driving experience is fundamentally that of the standard 540 bhp GT.
Last of 9
There was one final chapter in the DB9 story.
The "Last of 9" Final Edition comprised just nine Coupés and nine Volantes, making 18 cars in total.
These cars are clearly of considerable interest because of their position at the very end of DB9 production and their exceptionally small number.
Original DB9 versus DB9 GT
Perhaps the best way to appreciate the GT is to place it alongside the car with which the story began.
Original DB9 | DB9 GT | |
Engine | 5,935 cc V12 | 5,935 cc AM11 V12 |
Aspiration | Naturally aspirated | Naturally aspirated |
Power | 450 bhp | 540 bhp |
Torque | 570 Nm | 620 Nm |
Transmission | Manual / 6-speed Touchtronic | 6-speed Touchtronic II |
Brakes | Steel | Carbon Ceramic Matrix |
Front discs | 355 mm | 398 mm |
Suspension | Passive | Three-stage Adaptive Damping |
Structure | Original VH | Gen4 VH |
0-62 mph | Approx. 4.9 sec | 4.5 sec |
Maximum speed | Approx. 186 mph | 183 mph |
Infotainment | Original integrated system | AMi II |
The table demonstrates something rather interesting.
Despite the huge amount of development, the basic recipe barely changed.
Both cars have a naturally aspirated 5.9-litre V12 mounted behind the front axle, a rear-mounted transaxle, carbon-fibre propeller shaft, aluminium VH structure, double-wishbone suspension and rear-wheel drive.
Aston Martin did not change the concept.
It refined it.
Is the GT the Best DB9?
On paper, the answer appears straightforward.
The GT is the most powerful production DB9, one of the most sophisticated, one of the rarest regular-production versions and the culmination of twelve years of factory development.
If "best" means most capable, the GT has a very strong claim.
But that is not quite the same as asking which DB9 somebody should buy.
An original 450 bhp car offers something the GT cannot reproduce. It has the purity of the original design, simpler passive suspension and, in manual form, a level of mechanical interaction unavailable on any late DB9.
The 470 bhp cars represent another attractive point in the story, particularly for somebody who wants the original body design with several years of development behind it.
The 2013MY 510 bhp car already provides most of the major engineering advances found in the GT, including the Gen4 structure, AM11 V12, carbon ceramic brakes and three-stage adaptive damping.
The GT adds another layer of development and exclusivity.
That distinction matters when buying one because the price premium attached to a GT is not necessarily buying an entirely different driving experience from a good 510 bhp car.
It is buying the final and most developed interpretation of DB9.
For some owners, that is precisely the point.
HWM Perspective
The DB9 GT is a particularly interesting Aston Martin because it demonstrates just how good the original DB9 concept was.By the time the GT appeared, the basic architecture was more than a decade old. Ordinarily, you would expect a car of that age to feel comprehensively overtaken by newer rivals.
If we are being fair, some of the DB9 GT's technology was behind newer rivals by this point, but that rather misses the point. It combined timeless style, a lovely chassis and a naturally aspirated V12 at a time when many competitors had moved to turbocharging. The old-school nature of the DB9 GT was therefore a significant part of its appeal.
The GT still looked contemporary, the interior quality had developed significantly, the chassis had become much more sophisticated and 540 bhp from the naturally aspirated V12 ensured that performance remained extremely serious.
It is worth being realistic about where the improvements can be felt. If you drive a 510 bhp DB9 and a GT gently, the additional 30 bhp is not going to transform the experience. Maximum torque is the same and the extra power is found predominantly towards the upper end of the rev range.
When you do, the GT provides a wonderful final expression of the Aston Martin V12 in DB9 form. The engine pulls increasingly hard as the revs rise and the Sports Exhaust allows you to hear much more of what is happening. Combined with the tighter later chassis, carbon ceramic brakes and adaptive damping, it feels like a very thoroughly developed car.
The GT is also appealing because Aston Martin did not try to make it something it wasn't. It was not stripped out, fitted with an enormous rear wing or transformed into a track-focused special. It remained luxurious, comfortable and capable of covering huge distances.That is exactly what a DB9 should be.
Would I automatically choose a GT over every other DB9?Maybe it is a different question that needs to be asked.By the time you get to DB9 GT, should you be considering a DBS?
Frankly, the DB9 GT is a better car than a DBS in almost every way.The DBS was not flawed; the DB9 GT simply benefited from another four to five years of development.It is a more polished and more powerful car.I suspect that, in the longer term, the DBS will be considered the more iconic car, but there is no doubting how far the DB9 had come.
Equally, a good early car has a purity and delicacy that is very appealing. A manual provides an experience that the GT simply cannot offer. A 2013MY car gives you most of the later engineering at potentially less cost.
But if somebody asks which DB9 represents the highest point of Aston Martin's development of the model, the answer is much easier.
The DB9 GT.
It took the original formula from 450 to 540 bhp, incorporated more than a decade of development and brought the DB9 story to an end without fundamentally changing what had made the car so appealing in the first place.
The DB9 arrived as the car that was intended to transform Aston Martin. It opened Gaydon, introduced the VH generation and established the engineering architecture that would underpin almost the entire Aston Martin range.
Twelve years later, the GT demonstrated just how much potential had been contained within that original idea.
More than twenty years after the first production cars left Gaydon, the Aston Martin DB9 has entered a particularly interesting stage of its life. It is no longer simply a used Aston Martin, but neither does it need to be treated as a fragile historic car that should spend most of its life under a cover.A good DB9 remains an extremely usable car.
That is important because throughout this guide we have looked at the DB9 as Aston Martin intended it to be used. It was engineered as a genuine grand tourer, capable of covering very large distances in comfort while still providing the performance, sound and sense of occasion expected from an Aston Martin. Age has not fundamentally changed that ability.
The earliest DB9s are now more than twenty years old and even the final DB9 GTs are around a decade old. At this stage, condition and maintenance can matter considerably more than mileage, model year or the length of the original options list.A carefully maintained 2005 DB9 can be a much better car than a neglected example from considerably later in production.
Buy the Car, Not Just the Mileage
Low mileage is naturally attractive when looking at a specialist car, but it should not be treated as a guarantee of condition.It is also a fine balance.These cars like to be used and regular use reduces the chance of issues rather than increases it.
A DB9 that has covered reasonable mileage and received regular servicing, suspension maintenance, fresh tyres, brake maintenance and sympathetic use can be a much better ownership proposition than a very low-mileage car that has spent long periods standing.
Cars deteriorate through age as well as mileage.Rubber bushes age. Dampers deteriorate. Tyres harden. Batteries fail. Seals age and electrical systems dislike poor voltage. Fluids still require changing even when a car is barely being driven.This is why the history file is so important.
We would rather see evidence of consistent expenditure throughout a car's life than a service book containing the right stamps but very little evidence of anything beyond routine servicing.
Importantly, invoices can tell you a great deal about how an Aston Martin has been owned. They show whether faults were addressed properly, whether preventative maintenance was carried out and whether previous owners were prepared to spend money when the car required it.A set of service stamps is a very good start but some people just do the bare basic service and never spend on the additional upkeep.A DB9 that has been maintained properly should not feel like an old car.
The VH Structure Ages Well
One of the DB9's greatest advantages as it gets older is the fundamental strength of the VH structure.As we explained in Chapter Three, Aston Martin constructed the car using bonded and riveted aluminium rather than a conventional welded steel monocoque. The original DB9 bodyshell was approximately 25% lighter than the DB7 V12 while offering more than twice its torsional rigidity.
Our experience of these cars as they have aged has been very positive in this respect.The bonded aluminium platform retains its structural integrity extremely well, which is one of the reasons an older DB9 can still feel remarkably taut. Replace tired dampers and suspension bushes on an otherwise good car and the improvement can be substantial. The underlying structure is often still giving the suspension a very solid foundation from which to work.
That does not mean the body should be ignored.Early DB9s in particular can suffer from paint reactions that appear as bubbling around areas including the door handles, door edges and bonnet. Although aluminium does not rust in the same way as conventional steel, oxidation and reactions beneath the paint can produce a finish that looks very much like corrosion.
Many cars have already had these areas dealt with, but it remains something worth inspecting carefully. Previous accident damage also requires particular consideration. Repairing bonded aluminium and composite structures requires the correct knowledge and techniques, so the quality of any previous body repair matters at least as much as the fact that a repair has taken place.Panel fit, paint finish and evidence within the history should therefore form part of any proper inspection.
Suspension and Chassis
The suspension is one of the areas where age can have a considerable influence on how a DB9 drives.A car can still pass an MOT and be perfectly serviceable while no longer driving anything like Aston Martin intended.
Dampers gradually lose effectiveness, bushes deteriorate and geometry can move away from its ideal settings. Because this deterioration occurs gradually, an owner who has had the car for several years may not necessarily notice how much the character has changed.
A properly sorted DB9 should feel controlled and precise without feeling unnecessarily hard.If an early car feels loose, excessively floaty or imprecise, do not automatically assume that this is simply how old DB9s drive. The underlying chassis is much better than that.
The same principle applies to the later adaptive-damping cars. The additional technology gives them a wider range of behaviour, but the system and associated suspension components still need to be functioning correctly.
Tyres also make an enormous difference.Four matching, good-quality tyres of the correct specification are important on any performance car, but particularly one with the DB9's combination of power, weight and carefully developed chassis balance. Tyre age should be checked as well as tread depth because many DB9s now cover relatively low annual mileages.A car can therefore have plenty of tread remaining on tyres that are already well beyond their best.
It should also be considered that tyre tech has moved on since the original Bridgestone Potenza RE050A tyres were fitted.A common favourite alternative is the Michelin Pilot Sport range.
Correct geometry following suspension or tyre work can transform the way a DB9 feels.
The V12
The 5,935 cc naturally aspirated V12 is one of the main reasons to own a DB9 and, with appropriate maintenance, it is also a fundamentally strong engine.
Across the production life of the car Aston Martin developed it from 450 bhp through 470 and 510 bhp before reaching 540 bhp in the final DB9 GT. Despite that increase, the fundamental engine concept remained remarkably consistent.When assessing a car, we would want to see evidence of regular servicing and would pay attention to how it starts from cold, how smoothly it settles to idle and how it behaves as it reaches operating temperature.
The ignition system is also worth considering, particularly on earlier cars. Aston Martin revised the coil-pack arrangement during the DB9's life, and the model-year changes we covered earlier demonstrate that detail engineering continued to evolve as experience with the cars accumulated.
Cooling-system condition is equally important on an ageing V12 GT. Hoses, radiators, fans and associated components should be considered as part of the overall condition of the car rather than waiting for a problem to occur.
The important point is not to approach the V12 assuming that a large engine must automatically be fragile. The DB9 engine has now been in service for more than two decades and there is considerable experience available in maintaining it properly.
Touchtronic II
The overwhelming majority of DB9s were fitted with the six-speed Touchtronic automatic transmission.
The ZF torque-converter gearbox suited the DB9 extremely well. It provided the smooth low-speed behaviour expected from a luxury GT while the steering-column paddles allowed the driver to take greater control when required.
When assessing a car today, the transmission should operate smoothly both from cold and when fully warm.Possibly a tiny bit grumpy when cold but nothing significant.Changes between Drive and Reverse should be clean, and shifts under normal acceleration should not be accompanied by excessive hesitation, harshness or unusual noises.
It is also worth driving the car using the paddles rather than assessing it entirely in automatic mode.
The transmission software evolved significantly during the DB9's production life, so an early Touchtronic car should not be expected to behave exactly like a later example. That is one of the reasons it is important to compare a potential purchase with the correct generation rather than simply assuming that all DB9s drive identically.
Buying a Manual DB9
A manual requires a slightly different approach.
Only 622 manual DB9s were produced according to our production figures, comprising 385 Coupés and 237 Volantes. That makes them approximately 3.8% of total DB9 production and consequently particularly interesting today.Rarity, however, should not replace condition as the priority.
The six-speed Graziano transaxle uses a hydraulically operated twin-plate clutch and cable-operated gear selection. When driving one, pay attention to the clutch engagement, quality of the gear change and any unusual noise or vibration through the driveline.
The clutch is naturally a significant consideration because replacement involves considerably more work and expense than replacing a clutch in a conventional front-engine, front-gearbox layout.The torque tube, carbon-fibre propeller shaft, rear transaxle and associated mounts also need to be considered as a complete system rather than assessing the gearbox alone.
Torque Tube and Driveline
The DB9's unusual driveline architecture is central to the way the car drives.
The V12 sits behind the front axle, while the transmission is positioned at the rear and connected to the engine by an aluminium torque tube containing the carbon-fibre propeller shaft. The layout was designed to centralise mass and help Aston Martin achieve near 50:50 weight distribution.
By now, any unusual vibration, bearing noise or driveline movement deserves investigation rather than being dismissed as normal for an older Aston Martin.
This is another area where familiarity with the model is useful. Somebody who regularly drives and maintains DB9s will often recognise fairly quickly whether a noise or vibration is characteristic or evidence of something requiring attention.
A pre-purchase inspection should therefore involve driving the car properly rather than simply placing it on a ramp.
Brakes
Early DB9s use conventional steel brakes, with 355 mm front and 330 mm rear discs and four-piston monobloc calipers. They provide more than enough braking performance for normal road use when in good condition.
The situation changed substantially with the 2013MY car, when Carbon Ceramic Matrix brakes became standard. The later system uses 398 mm front discs with six-piston calipers and 360 mm rear discs with four-piston calipers, while reducing weight by approximately 12.5 kg compared with the conventional system.
The carbon ceramic system is exceptional, but condition is particularly important because replacement components are expensive.
A buyer should therefore establish the condition of the discs and pads rather than simply seeing "carbon ceramic brakes" on the specification and treating that as an automatic advantage.
For a car that will spend most of its life being driven on the road, a well-maintained steel-braked DB9 is certainly not something to avoid.
The Interior
One of the great attractions of DB9 is its cabin.Even the earliest cars have a sense of occasion that remains special today. There is a huge amount of leather, the instruments are distinctive and the centre console, particularly on Touchtronic cars with the PRND transmission buttons, remains one of the defining elements of the design.
Age and use inevitably leave their mark.Seat bolsters, steering wheels and other high-contact leather areas should be inspected, but condition can vary enormously according to how the car has been treated rather than simply how many miles it has covered.It is amazing what a leather repair specialist can sort though.
Electrical equipment should also be checked properly.Operate the seats through their complete range, test the heating, windows, mirrors, parking sensors, audio system, air conditioning and every other significant electrical function rather than assuming that small faults are unimportant.
The flush exterior door handles are another characteristic DB9 feature and should operate correctly.
Battery condition is particularly important. Cars that are used infrequently can suffer from low voltage, and modern Aston Martins of this generation contain enough electronic systems that a weak battery can create apparently unrelated electrical problems.
Keeping a DB9 on an appropriate battery conditioner when it is not being used regularly is sensible preventative maintenance.
Infotainment
The DB9's long production life is particularly obvious when looking at infotainment.
Early cars used an integrated navigation system that was sophisticated when the DB9 was launched but inevitably looks dated today. Later cars received the much improved Garmin system, while the final DB9 GT introduced Aston Martin's AMi II system.
None will compete with a current car for connectivity.I would not regard that as a reason to dismiss an otherwise good DB9.
Technology can be updated or supplemented with Apple CarPlay. The things that are impossible to retrofit are the naturally aspirated V12, hydraulic steering, bonded aluminium chassis and the proportions of the original car.
For somebody intending to use a DB9 regularly, sympathetic modernisation of areas such as phone connectivity can make the car considerably easier to live with without fundamentally altering its character.
Buying a Volante
The Volante deserves several additional checks.
The roof should be operated completely rather than simply inspected in its closed position. Watch the entire opening and closing sequence and check that it operates smoothly.
The condition of the fabric, seals and rear window should be inspected, together with evidence of water ingress.
Drainage systems and seals become increasingly important as any convertible ages, particularly if the car has spent significant periods outside.
But I would not treat the Volante as the compromised version of the DB9.
As we discussed earlier in this guide, Aston Martin deliberately gave it a slightly softer and more touring-orientated personality. For the right owner, that actually makes it the more appropriate DB9.
If your idea of using the car involves long European journeys, summer evenings and enjoying the V12 with the roof down, the Volante makes an extremely persuasive case.
Which DB9 Would We Buy?
After ten chapters, this is probably the question many readers will want answered.
There is no single correct DB9 because the production run contains several quite different interpretations of the same basic idea.
For somebody wanting the purest expression of the original car, I would look seriously at an early 450 bhp Coupé. The design is at its cleanest, the passive chassis has a lovely natural quality and the unusually responsive early throttle gives the car a distinctive character.
Find one with a manual gearbox and you have one of the rarest and most involving DB9 specifications, although rarity means prices and availability need to be considered alongside condition.The auto will always be the more popular and usable option.
For somebody wanting what I would describe as a sweet spot in the range, the 2009MY onwards 470 bhp cars are extremely interesting. Aston Martin had accumulated several years of experience by this point, the AM09 engine brought additional performance and numerous improvements had been made to the transmission, chassis, refinement and interior. Your choice can then extend into the 2011MY cars with standard adaptive damping and improved technology.
For somebody who wants the most modern interpretation of DB9 without necessarily paying the premium associated with the GT, the 2013MY 510 bhp car makes an extremely strong case. The Gen4 VH structure, carbon ceramic brakes, three-stage adaptive damping and AM11 V12 make it substantially more sophisticated than an early DB9. As explained in Chapter Eight, 2013MY is the biggest dividing line in the range for precisely this reason.
And for somebody who wants the ultimate factory development, it has to be the DB9 GT.
The GT's 540 bhp V12, final chassis calibration, later infotainment and subtle exterior changes make it the culmination of twelve years of DB9 development.
But none of those answers makes the Volante secondary.
If I wanted a DB9 principally for touring, particularly through Europe, I would give serious consideration to a Volante. The ability to lower the roof and hear the V12 changes the experience completely.
There genuinely isn't a wrong answer.
Condition Before Specification
There is, however, one rule that applies to all of them.
Buy the best car you can find rather than the most impressive specification you can afford.
A neglected GT is not a better DB9 than an exceptional 450 bhp car.
A manual gearbox does not compensate for years of deferred maintenance.
Low mileage does not compensate for deterioration through lack of use.
A perfect service-book stamp record does not necessarily mean that everything the car needed beyond routine servicing was actually done.
Look at the complete car.
Look at its history, how it drives, how it has been stored and the quality of the maintenance it has received.
And ideally, have it inspected by somebody who knows DB9s.
At this age, that knowledge can be considerably more valuable than simply reading a fault-code report.
Using a DB9
There is another piece of advice I would give an owner: use it. These cars were designed to travel, and a couple of thousand miles per annum is a sensible minimum where circumstances allow. It should be no hardship.
Regular use gets everything up to temperature, operates seals and mechanical components and, perhaps most importantly, allows the car to fulfil the purpose for which Aston Martin designed it.A long journey is where the DB9 starts to make extraordinary sense.
The driving position is comfortable, the V12 is effortless, there is useful luggage space and the car settles into high-speed touring exceptionally well.Then, when the motorway finishes and the road becomes interesting, the same engineering that makes it such an effective GT gives you something genuinely enjoyable to drive.
The DB9 as a Modern Classic
The phrase "modern classic" is applied rather casually to cars, but DB9 has a strong claim to it.It represents a very particular moment in Aston Martin history.
The car was developed while Aston Martin was part of Ford's Premier Automotive Group, giving a relatively small manufacturer access to resources, engineering expertise and testing facilities that would have been extremely difficult to reproduce independently.
It became the first production Aston Martin built at Gaydon and the first production application of VH architecture.That architecture subsequently provided the foundation for an extraordinary family of cars including V8 Vantage, V12 Vantage, DBS, Virage, Rapide and the second-generation Vanquish.It established the engineering template for an entire generation of Aston Martins.
Under the bonnet is another reason for the DB9's enduring appeal. Naturally aspirated twelve-cylinder engines have become increasingly unusual as emissions requirements, turbocharging, hybridisation and electrification have transformed the performance-car market.
The DB9 comes from a period when Aston Martin could put a large-capacity naturally aspirated V12 into the front of a relatively compact GT and develop it from 450 to 540 bhp over twelve years.
That alone gives the car significance.
The Design Has Aged Remarkably Well
Perhaps the DB9's greatest advantage as a modern classic is something much simpler.It is still beautiful.
More than twenty years after the design first appeared, its proportions remain exceptionally well judged. The long bonnet, low roofline, compact glasshouse and muscular rear haunches still look right.
There are relatively few styling elements that immediately date the original car to the early 2000s.
Many expensive cars make a huge visual impact when they are launched but age quickly because their design is closely tied to a particular fashion or period.The DB9 was comparatively restrained.
Interestingly, the long production life also gives buyers a choice. Those who prefer Ian Callum's and Henrik Fisker's original, particularly clean interpretation can choose an early car, while those who want something more muscular and contemporary can move towards the 2013MY design.
HWM Perspective
After more than twenty years of selling, driving and maintaining DB9s, my view of the car has probably become stronger rather than weaker. Time has demonstrated that many of the things Aston Martin got right at the beginning really were right.
The proportions remain beautiful. The bonded aluminium structure has aged remarkably well. The naturally aspirated V12 still feels special and the combination of performance, comfort and usability remains difficult to replicate.
The DB9 was never perfect and a car that is now twenty years old inevitably requires proper maintenance. But that is very different from saying that DB9s are fragile cars.
Buy a good one, maintain it properly and there is no reason why it cannot continue to be used in exactly the way Aston Martin intended.
It is the car I would happily load with luggage and take through France. It can sit on the autoroute for hours in high-speed comfort, arrive at Grenoble without exhausting its occupants and then become something completely different when you turn onto the Route Napoléon towards the South of France.
It is also worth considering what else now offers the same experience. A naturally aspirated V12, hydraulic steering, rear-wheel drive, near 50:50 weight distribution and a beautifully proportioned body wrapped around a genuinely usable grand tourer is becoming increasingly difficult to find in a modern car.
The DB9 arrived at one of the most important moments in Aston Martin's history. It opened the Gaydon era, introduced VH architecture into production and provided the engineering foundation from which an extraordinary generation of Aston Martins developed.
Over twelve model years it evolved from 450 bhp to 540 bhp, from passive suspension and steel brakes to adaptive damping and carbon ceramics, and from the first Gaydon production car to the highly developed DB9 GT.
Yet through all of that development, the fundamental idea never really changed.A beautiful body with a naturally aspirated V12, rear-wheel-drive transaxle, space for two and their luggage and a noise to die for.
The DB11 range developed considerably between its introduction in 2016 and the end of production. Four principal mechanical versions were produced: the original V12 Coupé, the V8 Coupé, the V8 Volante and the DB11 AMR. The V8 received a further increase in power for the 2022 model year.
Special versions such as the Launch Edition, CEO Edition, AMR Signature Edition and Shadow Edition used the mechanical specification of the relevant series-production model. Their differences were principally in colour, trim, equipment and production volume rather than basic engine or chassis architecture.
Published dimensions and weights vary slightly between Aston Martin documents. In particular, some sources include the front number-plate plinth when quoting length, while others use different definitions of dry, kerb and European kerb weight. The figures below use the most consistently published UK and European specifications, with any important variations explained separately.
Principal DB11 derivatives
Specification | Original V12 Coupé | V8 Coupé | V8 Volante | DB11 AMR |
Introduction | 2016 | 2017 | 2018 | 2018 |
Model year at introduction | 2017 MY | 2018 MY | 2019 MY | 2019.5 MY |
Engine | 5.2-litre twin-turbo V12 | 4.0-litre twin-turbo V8 | 4.0-litre twin-turbo V8 | 5.2-litre twin-turbo V12 |
Engine code or family | Aston Martin AE31 | Mercedes-AMG M177-based | Mercedes-AMG M177-based | Aston Martin AE31 |
Capacity | 5,204 cc | 3,982 cc | 3,982 cc | 5,204 cc |
Maximum power | 600 bhp at 6,500 rpm | 503 bhp at 6,000 rpm | 503 bhp at 6,000 rpm | 630 bhp at 6,500 rpm |
Maximum power in PS | 608 PS | 510 PS | 510 PS | 639 PS |
Maximum torque | 700 Nm | 675 Nm | 675 Nm | 700 Nm |
0-60 mph | 3.7 seconds | Approximately 3.9 seconds | Approximately 4.0 seconds | 3.5 seconds |
0-62 mph | 3.9 seconds | 4.0 seconds | 4.1 seconds | 3.7 seconds |
Maximum speed | 200 mph | 187 mph | 187 mph | 208 mph |
Transmission | ZF eight-speed automatic transaxle | ZF eight-speed automatic transaxle | ZF eight-speed automatic transaxle | ZF eight-speed automatic transaxle |
Driven wheels | Rear | Rear | Rear | Rear |
Differential | Mechanical limited-slip | Mechanical limited-slip | Mechanical limited-slip | Mechanical limited-slip |
Seating | 2+2 | 2+2 | 2+2 | 2+2 |
EU kerb weight | Approximately 1,870 kg | Approximately 1,760 kg | Approximately 1,870 kg | Approximately 1,870 kg |
Weight distribution | Approximately 51:49 front to rear | Approximately 49:51 front to rear | Approximately 47:53 front to rear | Approximately 51:49 front to rear |
Fuel-tank capacity | 78 litres | 78 litres | 78 litres | 78 litres |
Luggage capacity | 270 litres | 270 litres | 206 litres roof raised, 169 litres roof lowered | 270 litres |
2022 model-year V8
For the 2022 model year, Aston Martin increased the output of the V8 engine without altering its 675 Nm peak torque figure.
Specification | 2022 MY V8 Coupé | 2022 MY V8 Volante |
Engine | 4.0-litre twin-turbocharged V8 | 4.0-litre twin-turbocharged V8 |
Capacity | 3,982 cc | 3,982 cc |
Maximum power | 528 bhp | 528 bhp |
Maximum power in PS | 535 PS | 535 PS |
Maximum power in kW | 393 kW | 393 kW |
Maximum torque | 675 Nm | 675 Nm |
0-62 mph | 4.0 seconds | 4.1 seconds |
Maximum speed | 192 mph | 192 mph |
Transmission | ZF eight-speed automatic transaxle | ZF eight-speed automatic transaxle |
Driven wheels | Rear | Rear |
Differential | Mechanical limited-slip | Mechanical limited-slip |
Published dry weight | Approximately 1,760 kg | Published figures vary by market |
Fuel capacity | 78 litres | 78 litres |
The later V8 remained mechanically related to the original 503 bhp version. Its additional performance resulted from revised engine calibration rather than a completely new power unit.
The AE31 V12 engine
The original DB11 introduced Aston Martin’s AE31 engine. It was the first turbocharged V12 fitted to a series-production Aston Martin and replaced the naturally aspirated 5.9-litre V12 used across the previous Gaydon generation.
The AE31 was designed by Aston Martin and manufactured at the Aston Martin Engine Plant in Cologne. Although smaller in capacity than the outgoing engine, twin turbochargers allowed it to produce considerably more power and torque while meeting increasingly demanding emissions requirements.
AE31 V12 specification
Component | Specification |
Configuration | 60-degree V12 |
Construction | All-aluminium cylinder block and heads |
Capacity | 5,204 cc |
Induction | Twin turbochargers |
Charge cooling | Water-to-air intercooling |
Valvetrain | Quad overhead camshafts |
Valves | 48, four per cylinder |
Camshaft control | Dual variable camshaft timing |
Compression ratio | 9.3:1 |
Fuel system | Electronic fuel injection |
Combustion chambers | Fully CNC machined |
Exhaust | Fully catalysed stainless-steel system with cross pipes |
Engine position | Front-mid mounted |
Drive | Rear-wheel drive |
Stop and start | Standard |
Cylinder deactivation | Standard |
Original output | 600 bhp and 700 Nm |
AMR output | 630 bhp and 700 Nm |
Maximum engine speed, AMR | 7,200 rpm |
The engine was positioned behind the front-axle line to improve weight distribution. Its two turbochargers were mounted outside the cylinder banks rather than within a hot-V arrangement.
Water-to-air charge coolers reduced the temperature of the compressed intake air before it entered the engine. This allowed more consistent performance while helping control combustion temperatures.
The engine also incorporated stop-start operation and cylinder-bank deactivation. Under suitable light-load conditions, one bank of six cylinders could be deactivated to reduce fuel consumption. Aston Martin alternated the active bank so that temperatures remained balanced.
The original engine produced 600 bhp at 6,500 rpm and 700 Nm from approximately 1,500 rpm. This broad torque delivery was very different from the more progressive, high-revving character of the naturally aspirated V12 fitted to the DB9.
For the DB11 AMR, Aston Martin raised maximum output to 630 bhp. Peak torque remained at 700 Nm, but revisions to the engine and transmission calibration sharpened its response and extended its performance at higher engine speeds.
The AMR’s official maximum speed of 208 mph made it the fastest series-production DB model Aston Martin had produced at the time.
Some early Aston Martin material reproduced an incorrect kilowatt conversion for the AMR. The quoted 630 bhp or 639 PS output equates to approximately 470 kW.
The 4.0-litre V8 engine
The DB11 V8 used an engine based upon the Mercedes-AMG M177 family, supplied as part of Aston Martin’s technical relationship with Daimler.
Aston Martin did not simply install the engine in its standard Mercedes-AMG form. It developed its own intake, exhaust, wet-sump arrangement, engine mounts, throttle calibration and electronic integration. The objective was to retain the engine’s underlying strength while giving it a response and soundtrack appropriate to an Aston Martin.
DB11 V8 engine specification
Component | Specification |
Configuration | 90-degree V8 |
Construction | Aluminium cylinder block and heads |
Capacity | 3,982 cc |
Bore | 83.0 mm |
Stroke | 92.0 mm |
Induction | Twin turbochargers |
Turbocharger position | Within the cylinder vee |
Valvetrain | Dual overhead camshafts per bank |
Valves | 32, four per cylinder |
Lubrication | Aston Martin-specific wet-sump system |
Engine position | Front-mid mounted |
Original maximum power | 503 bhp at approximately 6,000 rpm |
2022 MY maximum power | 528 bhp |
Maximum torque | 675 Nm |
Original maximum speed | 187 mph |
2022 MY maximum speed | 192 mph |
The hot-V arrangement positioned the two turbochargers between the cylinder banks. This reduced the distance between the exhaust ports and turbines, helping the engine respond quickly despite being turbocharged.
Aston Martin installed the V8 lower and farther back in the chassis than its position in the donor Mercedes-AMG application. New engine mounts and a lower, slimmer wet sump helped reduce the centre of gravity.
The V8 was substantially lighter than the V12. Removing weight from the nose altered the DB11’s balance and steering response, producing the more agile character described in Chapter Five.
At launch, the engine produced 503 bhp, or 510 PS, and 675 Nm. The 2022 model-year calibration increased output to 528 bhp, or 535 PS, while retaining the same peak torque.
Transmission and driveline
Every DB11 used a ZF eight-speed automatic gearbox mounted at the rear of the car as part of a transaxle assembly.
Component | Specification |
Gearbox | ZF eight-speed automatic |
Gearbox position | Rear-mid mounted |
Control | Electronic shift-by-wire |
Manual control | Steering-wheel-mounted paddles |
Torque tube | Aluminium |
Propeller shaft | Carbon fibre |
Differential | Mechanical limited-slip |
Launch control | Standard |
Driven wheels | Rear |
AMR final-drive ratio | 2.703:1 |
Mounting the transmission at the rear helped distribute mass between the axles. The engine and gearbox were connected by an aluminium torque tube containing a carbon-fibre propeller shaft.
The shift-by-wire system allowed the transmission to be controlled through the dashboard-mounted Park, Reverse, Neutral and Drive buttons. Large fixed paddles behind the steering wheel provided manual selection.
Gearbox behaviour changed according to the selected powertrain mode. GT prioritised smooth, early shifts, while Sport and Sport Plus held gears longer, increased shift speed and produced more immediate responses.
The DB11 AMR received a revised transmission calibration. Changes to shift strategy and torque management contributed to the reduction in its 0-62 mph time from 3.9 to 3.7 seconds.
Structure and body construction
The DB11 was based upon an entirely new bonded-aluminium structure. It followed principles established by Aston Martin’s previous VH architecture but was not a continuation of the DB9 platform.
Structural component | Construction |
Main body structure | Bonded and riveted aluminium |
Principal structural sections | Extruded and pressed aluminium |
Advanced aluminium process | Hot Form Quenched aluminium |
Door inner structures | Cast magnesium |
Bonnet | Single-piece pressed aluminium clamshell |
Propeller shaft | Carbon fibre |
Coupé seating structure | 2+2 |
Volante roof | Eight-layer fabric K-fold roof |
Aluminium extrusions, castings and pressings were bonded together to create the main structure. Hot Form Quenched aluminium allowed complex components to be formed while retaining the strength required for structural use.
The DB11’s clamshell bonnet incorporated the upper surfaces of both front wings and was described by Aston Martin as the largest single-piece aluminium bonnet fitted to a production car. Soft-close or cinching latches secured it without requiring the owner to slam such a large panel.
Cast-magnesium door structures helped reduce weight in an area where a conventional steel construction would have been considerably heavier.
The Volante required additional structural reinforcement to compensate for the absence of a fixed roof. Despite this, Aston Martin stated that its body-in-white was approximately 7 kg lighter than that of the DB9 Volante and offered an improvement in torsional stiffness of approximately 6.5 kNm per degree.
Dimensions
Dimension | Coupé | Volante |
Length | 4,739 mm | 4,739 mm |
Length including number-plate plinth in some AMR material | 4,750 mm | Not normally quoted |
Width excluding mirrors | 1,940 mm | 1,940 mm |
Width including mirrors | 2,060 mm | 2,060 mm |
Height | Approximately 1,279 to 1,290 mm | Approximately 1,300 mm |
Wheelbase | 2,805 mm | 2,805 mm |
Fuel-tank capacity | 78 litres | 78 litres |
Seating | 2+2 | 2+2 |
Luggage capacity | 270 litres | 206 litres roof raised |
Luggage capacity with roof lowered | Not applicable | 169 litres |
The difference between the published 4,739 mm and 4,750 mm lengths is principally the result of different measuring conventions. AMR material sometimes included the number-plate plinth.
Similarly, early technical literature quoted a Coupé height of 1,279 mm, while later comparison documents generally rounded or standardised the figure to 1,290 mm.
Weight
DB11 weight figures require careful interpretation because Aston Martin published dry weight, kerb weight and European kerb weight in different documents.
Dry weight generally excludes fluids, fuel, occupants and certain operating equipment. Kerb weight includes the fluids necessary for the car to operate, while EU kerb weight traditionally includes a nominal driver and luggage allowance. Definitions can also vary between markets.
Variant | Commonly quoted figure |
Original V12 Coupé | Approximately 1,870 kg EU kerb weight |
V8 Coupé | Approximately 1,760 kg EU kerb weight |
V8 Volante | Approximately 1,870 kg EU kerb weight |
DB11 AMR | 1,770 kg dry weight |
DB11 AMR | 1,870 kg EU kerb weight |
DB11 AMR US kerb weight | Approximately 1,875 kg |
The V8 Coupé’s approximate 110 kg advantage over the V12 was central to its more agile character. Most of the reduction was concentrated towards the front of the car because of the shorter, lighter engine.
The Volante added approximately 110 kg over the corresponding early V8 Coupé. This came from the roof mechanism and the structural reinforcement required for an open body.
Suspension
The DB11 used independent suspension at all four wheels.
Component | Specification |
Front suspension | Independent double wishbones |
Front springing | Coil springs |
Front roll control | Anti-roll bar |
Rear suspension | Multi-link |
Rear springing | Coil springs |
Rear roll control | Anti-roll bar |
Dampers | Adaptive Bilstein units |
Damping system | Skyhook adaptive control |
Driver-selectable modes | GT, Sport and Sport Plus |
The front double-wishbone arrangement allowed accurate control of wheel movement and suspension geometry. At the rear, the multi-link system helped Aston Martin balance ride comfort, traction and high-speed stability.
Adaptive dampers were standard. The driver could change the damping independently of the powertrain setting using a control on the steering wheel.
This meant that a driver could combine the sharper throttle and gearbox calibration of Sport with the more compliant GT damper setting, or retain the relaxed GT powertrain response while selecting firmer suspension.
The original V12, V8, Volante and AMR used different hardware or calibrations to reflect their weight distribution and intended character. The Volante’s greater rearward weight bias required its own rear suspension tuning, while the AMR received firmer and more controlled calibration than the original V12.
Steering
Component | Specification |
System | Electric power-assisted rack and pinion |
Steering ratio | Approximately 13:1 |
Turns lock to lock | Approximately 2.4 |
Steering-column adjustment | Electric reach and rake |
Assistance | Speed dependent |
The DB11 was the first DB production model to use electric power-assisted steering. The system reduced parasitic losses and allowed assistance to be varied more precisely according to vehicle speed and driving mode.
The steering hardware worked with Dynamic Torque Vectoring, which could apply braking force to an individual wheel to influence the car’s behaviour during cornering.
Braking system
The principal DB11 derivatives used large ventilated steel brakes.
Component | Specification |
Front discs | 400 mm by 36 mm ventilated two-piece steel |
Front calipers | Six-piston |
Rear discs | 360 mm by 32 mm ventilated co-cast steel |
Rear calipers | Four-piston |
Parking brake | Electric |
Anti-lock braking | Standard |
Electronic Brakeforce Distribution | Standard |
Emergency Brake Assist | Standard |
Hydraulic Brake Assist | Standard |
Positive Torque Control | Standard |
Dynamic Torque Vectoring | Standard |
Traction Control | Standard |
Dynamic Stability Control | Standard |
Aston Martin used two-piece front discs to manage heat and reduce unnecessary mass. The rear discs used a co-cast construction.
The brake specification remained broadly consistent across the original V12, V8, Volante and AMR. Differences in pedal calibration and electronic control were used to suit the character and weight of each derivative.
A later carbon-ceramic braking option appeared in some model-year and market documentation. Availability should be checked against the individual car’s build record because it was not part of the normal specification of the earlier DB11 range.
Wheels and tyres
Most DB11s used 20-inch wheels with tyres developed specifically for the model.
Position | Wheel size | Tyre size |
Front | 9J x 20 inches | 255/40 ZR20 |
Rear | 11J x 20 inches | 295/35 ZR20 |
Bridgestone S007 tyres were fitted to the principal launch specifications and were developed to suit the DB11’s weight, performance and suspension characteristics.
Wheel designs included:
The directional wheels are handed and should be installed on the correct side of the car. Front and rear wheels also differ in width and offset and must not be interchanged.
Aerodynamics
The DB11’s aerodynamic systems were unusually integrated into its exterior design.
Curlicue
High-pressure air from the front wheelarches was released through concealed passages beneath the clamshell bonnet. It exited through openings associated with the side strakes, reducing front-end lift and turbulence.
AeroBlade
On the Coupé, air entered through apertures at the base of the C-pillars and passed through ducts within the rear bodywork. It emerged through a narrow outlet in the rear deck, creating the effect of a virtual spoiler.
A small powered Gurney flap could deploy from the boot lid when additional rear aerodynamic control was required.
Volante AeroBlade
The Volante could not use the Coupé’s complete C-pillar duct arrangement because of its folding roof. Its rear aerodynamic system therefore operated differently, using the deployable rear spoiler to provide the required high-speed stability.
Underbody airflow
Flat underbody panels, the front splitter, side sills and rear diffuser helped control airflow beneath and around the car. These components contributed to stability rather than serving as purely decorative additions.
Volante roof system
The DB11 Volante used a fabric K-fold roof designed to occupy less space when stowed than a conventional folding arrangement.
Roof specification | Detail |
Construction | Eight-layer fabric hood |
Folding arrangement | K-fold |
Opening time | Approximately 14 seconds |
Closing time | Approximately 16 seconds |
Maximum operating speed | Up to approximately 31 mph or 50 km/h |
Operation from key | Available |
Boot capacity roof raised | 206 litres |
Boot capacity roof lowered | 169 litres |
Front to rear weight distribution | Approximately 47:53 |
The roof could be operated while the car was moving at low speed, allowing it to be closed quickly if weather conditions changed.
A manually operated luggage divider separated the luggage compartment from the area required by the folded roof. The mechanism would not normally lower the roof unless the divider was in the correct position.
The Volante’s 206-litre luggage capacity with the roof raised was approximately 20 per cent greater than that of the DB9 Volante. Lowering the roof reduced the available volume to 169 litres.
Driving modes
Powertrain and chassis behaviour could be selected independently.
Powertrain modes
The powertrain modes altered throttle response, gearbox strategy, exhaust behaviour and associated engine controls.
Chassis modes
The chassis modes changed adaptive-damper behaviour. Because the two systems had separate controls, the driver was not forced into one fixed combination.
Dynamic Stability Control, traction control, Positive Torque Control and Dynamic Torque Vectoring worked alongside these settings.
Dynamic control systems
System | Function |
ABS | Prevents wheel lock during braking |
EBD | Distributes braking force according to load and grip |
EBA | Increases brake assistance during an emergency stop |
HBA | Provides hydraulic brake assistance |
DSC | Helps maintain directional stability |
TC | Controls excessive driven-wheel slip |
PTC | Reduces instability created by sudden changes in drive torque |
DTV | Uses selective braking to influence cornering behaviour |
Launch Control | Optimises standing-start acceleration |
TPMS | Monitors tyre pressure |
Dynamic Torque Vectoring was brake based rather than a fully active torque-vectoring differential. It could apply controlled braking force to an individual wheel to assist turn-in and stability.
Fuel consumption and emissions
Official figures changed during the DB11’s production because the industry moved from the NEDC test cycle to WLTP. Figures from the two systems should not be compared directly.
Early published NEDC figures included:
Variant | Combined consumption | CO2 emissions |
Original V12 | Approximately 24.8 mpg | Approximately 265 g/km |
Early V8 Coupé | Approximately 28.5 mpg in some published material | Approximately 230 g/km |
DB11 AMR | Approximately 24.8 mpg | Approximately 265 g/km |
Early Volante material contained provisional WLTP estimates of approximately 26 mpg and 255 g/km. Certified figures subsequently varied according to model year, market and specification.
Wheel choice, test procedure and equipment could alter the official result. The figure shown on the individual car’s Certificate of Conformity or registration document is therefore more reliable than a generic brochure figure.
Luggage and carrying capacity
The DB11 remained a grand tourer rather than a pure two-seat sports car.
The Coupé provided approximately 270 litres of luggage capacity. Aston Martin offered a tailored four-piece luggage set designed to make efficient use of the available space.
The rear seats were small and better suited to children, occasional passengers or additional luggage. Folding the rear seatbacks was not part of the design, but the rear cabin could carry soft bags and coats.
The Volante’s boot held 206 litres with the roof raised and 169 litres with it lowered. Aston Martin stated that the raised-roof space could accommodate two golf bags without drivers, while the reduced space could accept one.
Electrical architecture and displays
The DB11 introduced a new Daimler-derived electrical architecture.
Component | Specification |
Instrument display | 12-inch digital TFT |
Central display | 8-inch LCD |
Main controller | Rotary control wheel |
Touchpad | Optional or included in certain packs |
Audio | 400-watt Aston Martin system as standard on early cars |
Premium audio | Bang & Olufsen BeoSound |
Camera system | Reversing camera or 360-degree surround view depending on specification |
Connectivity | Bluetooth, USB and market-dependent services |
Factory touchscreen | Not fitted |
Factory Apple CarPlay | Not fitted |
The 12-inch digital instrument display altered its presentation according to the selected driving mode. The central screen was controlled by the rotary controller and, where fitted, the touch-sensitive pad.
Apple CarPlay was not offered as original factory equipment during DB11 production, although aftermarket integration systems can now be installed.
Lighting
The DB11 used LED exterior lighting.
Component | Specification |
Headlamps | LED |
Daytime running lamps | Integrated LED |
Cornering lights | Integrated |
Rear lamps | LED light-blade design |
Smoked rear lamps | Standard on certain later derivatives or available as an accessory |
Automatic lighting | Standard |
High-beam assistance | Dependent upon model year and specification |
The rear light graphic followed the shape of the rear haunches and echoed the form of the Aston Martin wings badge.
Smoked rear lamps were fitted to models such as the AMR and became available for earlier cars through Aston Martin’s factory refresh packs.
Standard audio systems
Early DB11s were generally supplied with a 400-watt Aston Martin audio system. The premium alternative was the Bang & Olufsen BeoSound system, which used more powerful amplification, additional speakers and motorised acoustic lenses.
The Bang & Olufsen system was standard on certain highly specified derivatives, including the Launch Edition and AMR Signature Edition, and optional on many other cars.
Exact audio specification should be confirmed from the build sheet because it cannot always be established from the visible speaker grilles alone.
Mechanical specification of special editions
Launch Edition
The Launch Edition used the original 600 bhp V12 powertrain, eight-speed rear transaxle, mechanical limited-slip differential and standard adaptive chassis.
Its technical performance was therefore:
Its additional value came from its high standard equipment and its position as the introductory DB11 specification.
CEO Edition
The CEO Edition cars were based upon the original V12. There is no evidence that they received a separate engine or chassis calibration.
Their mechanical specification was therefore substantially the same as the 600 bhp launch V12, although individual equipment and Q content could vary.
AMR Signature Edition
The AMR Signature Edition used the full DB11 AMR mechanical specification:
Its fixed Stirling Green and AMR Lime specification, carbon-fibre components and production limit of 100 cars distinguished it from the regular AMR.
Shadow Edition
The Shadow Edition used the standard 503 bhp V8 powertrain. It was available as a Coupé or Volante and did not receive a separate performance upgrade.
Its relevant technical figures were:
Production was limited to 300 cars worldwide across both body styles.
Technical development summary
Period | Principal technical specification |
2017 MY | 600 bhp 5.2-litre V12 Coupé introduced |
2018 MY | 503 bhp 4.0-litre V8 Coupé added |
2018.5 MY | Range and specification revisions, with V8 and V12 continuing |
2019 MY | 503 bhp V8 Volante introduced |
2019.5 MY | Original V12 replaced by 630 bhp DB11 AMR |
2020 to 2021 MY | Detailed equipment, trim and option revisions |
2022 MY | V8 increased to 528 bhp and maximum speed raised to 192 mph |
Final production period | V8 Coupé, V8 Volante and V12 AMR remained the principal derivatives |
Technical character of each derivative
The original V12 remains the most traditional interpretation of the DB11. Its 600 bhp output, 200 mph maximum speed and broad 700 Nm torque delivery provide effortless performance, while its suspension calibration retains a strong grand-touring bias.
The V8 sacrifices little usable performance while reducing weight over the front axle. Its 503 bhp output is still substantial, but its greatest technical difference lies in its mass distribution and more agile response.
The Volante shares the V8’s engine and transmission but adds the K-fold roof, structural reinforcement and approximately 110 kg. Its rearward weight distribution and model-specific suspension calibration give it a subtly different dynamic character from the Coupé.
The AMR develops the V12 concept rather than replacing it with an entirely different mechanical package. Its 630 bhp output, 208 mph maximum speed, revised transmission programming and firmer chassis calibration make it the fastest and most focused DB11.
The final 528 bhp V8 occupies an interesting position within the range. It retains the lighter engine and more agile front end while closing some of the performance gap to the V12. Its 192 mph maximum speed is 5 mph higher than that of the original V8.
Taken together, these variants demonstrate the flexibility of the DB11 platform. The same bonded-aluminium structure supported two very different engines, Coupé and Volante body styles, and characters ranging from refined long-distance grand tourer to 208 mph AMR flagship.
The following questions cover the history, design, engineering, model range, specification and ownership of the Aston Martin DB11. They are intended both as a summary of this guide and as a practical reference for owners and prospective buyers.
History and development
1. Why was the Aston Martin DB11 so important?
The DB11 was the first completely new Aston Martin of the company’s second century and the first production model launched under Chief Executive Andy Palmer.
It introduced a new bonded-aluminium structure, a new Aston Martin twin-turbocharged V12, Daimler-derived electrical architecture and a much more modern design language. It also provided the engineering foundation for the new-generation Vantage and DBS Superleggera.
The DB11 was therefore much more than a replacement for the DB9. It was the first product in Aston Martin’s ambitious Second Century Plan.
2. What does DB stand for?
DB refers to Sir David Brown, who acquired Aston Martin in 1947 and subsequently bought Lagonda.
His initials first appeared on the DB2 and became associated with Aston Martin’s principal line of sporting grand tourers. The DB11 continued a lineage that included the DB4, DB5, DB6, DB7 and DB9.
Not every DB model was numbered consecutively, and the badge has always represented a model family rather than a simple chronological sequence.
3. Why was there no production DB10?
The DB10 name was used for the specially created Aston Martin driven by James Bond in the 2015 film Spectre.
A small number of DB10s were built for filming and promotional purposes, but the car was never offered as a normal production model. When the DB9’s production successor arrived, Aston Martin moved directly to the DB11 name to avoid reusing the designation.
4. When was the DB11 launched?
The DB11 was unveiled at the Geneva International Motor Show in March 2016.
The original model was the 5.2-litre V12 Coupé. Customer deliveries began later in 2016 as 2017 model-year cars.
The V8 Coupé followed in 2017, the V8 Volante arrived during 2018 and the DB11 AMR replaced the original V12 as the regular flagship.
5. When did DB11 production end?
DB11 production ended in 2023 as Aston Martin prepared to introduce the DB12.
The DB12 continued to use an evolved version of the underlying aluminium structure, but Aston Martin described it as the beginning of a new generation and gave it substantially revised bodywork, chassis systems, electronics and interior technology.
6. Where was the DB11 built?
The DB11 was assembled at Aston Martin’s Gaydon headquarters in Warwickshire.
Its Aston Martin-designed AE31 V12 engine was manufactured at the Aston Martin Engine Plant in Cologne, Germany. The V8 engine was supplied through Aston Martin’s technical relationship with Mercedes-AMG and adapted for the DB11 installation.
7. Who designed the DB11?
The DB11 was created under the direction of Aston Martin Chief Creative Officer Marek Reichman.
Its design team retained familiar Aston Martin proportions, including the long bonnet, low roofline and strong rear haunches, but introduced a more technical and aerodynamically influenced design language.
The DB10 created for Spectre previewed some of the ideas, but the production DB11 was a larger and more luxurious grand tourer.
8. What was Matt Becker’s role in the DB11?
Matt Becker joined Aston Martin from Lotus and became one of the key figures responsible for developing the dynamic character of the DB11 and the Aston Martins that followed it.
His work helped give the DB11 a broader range of ability than the DB9. The car had to remain comfortable and composed over long distances while providing the steering accuracy, body control and agility expected of a modern performance car.
The lighter V8, the V8 Volante and the more focused AMR each required their own suspension and control-system calibration.
9. How much of the DB11 came from Mercedes-Benz?
Aston Martin’s partnership with Daimler gave the DB11 access to Mercedes-Benz electrical architecture, infotainment technology and certain controls. The later V8 also used an engine based upon the Mercedes-AMG M177.
The structure, body, suspension development, aerodynamic systems, interior architecture and V12 engine were Aston Martin’s own. The V8 received Aston Martin-specific intake, exhaust, lubrication, mounting and calibration work.
It is therefore inaccurate to describe the DB11 as a Mercedes-Benz underneath. Daimler provided important technologies, but the complete car was engineered and developed by Aston Martin.
10. Did the DB11 have the largest single-piece aluminium bonnet fitted to a production car?
Aston Martin described the DB11’s clamshell bonnet as the largest single-piece aluminium bonnet fitted to a production car.
The front-hinged panel incorporates the upper surfaces of both front wings and wraps around the headlamps. It creates an unusually clean exterior with very few visible shut lines.
Producing and aligning such a large aluminium pressing was technically demanding. The bonnet also uses soft-close cinching latches, avoiding the need to slam it shut.
Models and special editions
11. Which version of the DB11 came first?
The original DB11 was launched as a Coupé with Aston Martin’s new 5.2-litre twin-turbocharged V12.
It produced 600 bhp and 700 Nm, accelerated from 0-62 mph in 3.9 seconds and had a claimed maximum speed of 200 mph.
The earliest customer cars were generally built to the highly equipped Launch Edition specification.
12. When was the DB11 V8 introduced?
The DB11 V8 was announced in 2017 for the 2018 model year.
Its 4.0-litre twin-turbocharged engine produced 503 bhp and 675 Nm. The V8 was approximately 110 kg lighter than the original V12 and placed less mass over the front axle.
It was not intended simply as a cheaper DB11. Its lighter engine and revised chassis calibration gave it a more agile and sporting character.
13. Was there a V12 DB11 Volante?
No. Every production DB11 Volante used the 4.0-litre twin-turbocharged V8.
Aston Martin considered the V8 particularly well suited to the convertible because it was lighter and allowed the engineers to offset some of the additional mass introduced by the folding roof and structural reinforcement.
The later DBS Superleggera Volante provided a V12 convertible within Aston Martin’s range.
14. What is the DB11 AMR?
The DB11 AMR was introduced in 2018 as a 2019.5 model-year car and replaced the original V12 as the regular flagship.
Its 5.2-litre V12 produced 630 bhp and 700 Nm. Revised transmission, engine, suspension and exhaust calibration created a sharper and more focused character.
The AMR accelerated from 0-62 mph in 3.7 seconds and had a claimed maximum speed of 208 mph.
15. Which is the best DB11 model?
There is no universally best version.
The original V12 is the softer and more traditional grand tourer. The V8 feels lighter and more agile. The Volante adds the pleasure and theatre of open-air driving, while the AMR is the fastest and most focused DB11.
The right answer depends upon how the car will be used. Driving each derivative is more informative than choosing solely from performance figures.
16. What was the DB11 Launch Edition?
The Launch Edition was the highly specified version in which the first customer DB11s were produced.
Its standard equipment included the Bang & Olufsen audio system, powered seat bolsters, powered centre-console stowage, infotainment touchpad, piano-black trim and a distinctive combination of exterior details.
It was not a numbered limited edition. Its importance comes from representing the DB11 in its original launch specification.
17. What was the DB11 CEO Edition?
Aston Martin’s internal product material confirms that a group of CEO Edition cars was produced during the early DB11 programme.
They appear to have been a small collection of highly specified cars associated with then Chief Executive Andy Palmer, but they were not promoted as a conventional numbered retail edition. We have not found a reliable factory statement confirming the total produced.
A car described as a CEO Edition should therefore be supported by its original order documentation, dealer correspondence or Aston Martin build record.
18. What was the DB11 AMR Signature Edition?
The AMR Signature Edition was the limited launch version of the DB11 AMR.
Production was restricted to 100 cars worldwide. Each was finished in Stirling Green with AMR Lime graphics, textured-black forged wheels, lime brake calipers and extensive carbon-fibre detailing.
The interior combined Dark Knight leather and Alcantara with lime accents. Mechanically, it used the full 630 bhp AMR specification.
19. What was the DB11 Shadow Edition?
The Shadow Edition was a visually distinctive V8 model produced in Coupé and Volante form.
It used gloss-black and black-chrome detailing, dark exterior finishes, directional wheels and edition-specific sill plaques. It was not restricted to black exterior paint.
Production was limited to 300 cars worldwide across the Coupé and Volante. Its 503 bhp V8 engine was mechanically unchanged from the normal model.
20. What is a Q by Aston Martin DB11?
Q by Aston Martin was the company’s personalisation service.
Q Collection offered pre-developed components and trim options that could be selected through the normal ordering process. Q Commission allowed customers to work with Aston Martin on a more individual specification, potentially including unique colours, materials and personalised details.
A DB11 with a few Q Collection options is not necessarily a bespoke Q Commission. Original documentation is required to establish exactly how the car was ordered.
Engines performance and chassis
21. What engines were available in the DB11?
The DB11 was offered with two engines:
The original V12 produced 600 bhp, while the AMR version produced 630 bhp. The V8 initially produced 503 bhp and was increased to 528 bhp for the 2022 model year.
All versions drove the rear wheels through an eight-speed automatic transaxle.
22. Is the DB11 V12 engine an Aston Martin engine?
Yes. The 5.2-litre AE31 V12 was designed by Aston Martin and manufactured at the Aston Martin Engine Plant in Cologne.
It was not a Mercedes-AMG engine and was not simply a turbocharged version of the older 5.9-litre Aston Martin V12.
The engine used an all-aluminium structure, quad overhead camshafts, 48 valves, twin turbochargers, water-to-air charge cooling, variable camshaft timing and cylinder-bank deactivation.
23. Is the DB11 V8 the same engine as a Mercedes-AMG?
The V8 belongs to the Mercedes-AMG M177 engine family, but Aston Martin made significant changes for its installation in the DB11.
These included an Aston Martin-specific wet sump, engine mounts, intake and exhaust systems, throttle mapping and electronic calibration. The engine was also positioned low and far back in the DB11’s chassis.
The basic engine came from Mercedes-AMG, but its integration and character were developed for Aston Martin.
24. Was the DB11 available with a manual gearbox?
No. Every DB11 used a ZF eight-speed automatic gearbox mounted at the rear of the car.
The transaxle was connected to the front-mounted engine through an aluminium torque tube containing a carbon-fibre propeller shaft.
Large steering-wheel-mounted paddles allowed manual gear selection, while the DB11 retained Aston Martin’s dashboard-mounted Park, Reverse, Neutral and Drive buttons.
25. Was the DB11 four-wheel drive?
No. Every DB11 was rear-wheel drive.
The car used a mechanical limited-slip differential together with electronic Dynamic Torque Vectoring, traction control and stability-control systems.
Dynamic Torque Vectoring applied braking force selectively to help the car turn and maintain stability. It was not a substitute for four-wheel drive or an electronically controlled active differential.
26. How fast is an Aston Martin DB11?
Performance depends upon the derivative:
Model | Power | 0-62 mph | Maximum speed |
Original V12 | 600 bhp | 3.9 seconds | 200 mph |
V8 Coupé | 503 bhp | 4.0 seconds | 187 mph |
V8 Volante | 503 bhp | 4.1 seconds | 187 mph |
DB11 AMR | 630 bhp | 3.7 seconds | 208 mph |
2022 MY V8 | 528 bhp | 4.0 seconds Coupé, 4.1 seconds Volante | 192 mph |
The relatively small difference in acceleration figures does not fully explain how the cars feel. Engine response, weight distribution and chassis calibration give each derivative a distinct character.
27. What do GT Sport and Sport Plus change?
The DB11 has separate controls for its powertrain and adaptive dampers.
The powertrain modes alter throttle response, gearbox behaviour and exhaust character. GT provides the smoothest and most relaxed calibration, while Sport and Sport Plus increase response and hold gears for longer.
The damper modes adjust the suspension independently. This allows the driver to combine, for example, the Sport powertrain setting with the softer GT suspension.
28. What suspension does the DB11 use?
The DB11 uses independent double-wishbone front suspension and a multi-link rear arrangement.
Coil springs, anti-roll bars and adaptive Bilstein dampers are fitted at both ends. The Skyhook damping system offers GT, Sport and Sport Plus settings.
Suspension calibration varies between the V12, V8, Volante and AMR to account for their different weights, distributions and intended characters.
29. What brakes are fitted to the DB11?
The principal DB11 models use 400 mm by 36 mm ventilated two-piece front steel discs with six-piston calipers.
At the rear are 360 mm by 32 mm ventilated co-cast steel discs with four-piston calipers. The car also has an electric parking brake.
A carbon-ceramic option appeared in some later model-year and market documentation, but it was not the normal braking specification of the earlier DB11 range.
30. What are Curlicue and AeroBlade?
Curlicue is Aston Martin’s name for the system that releases high-pressure air from the front wheelarches through passages beneath the bonnet and outlets behind the side strakes. This helps reduce front-end lift and turbulence.
AeroBlade manages airflow at the rear. On the Coupé, air enters at the base of the C-pillars, travels through the rear bodywork and emerges through a slot in the rear deck.
A small powered Gurney flap deploys when additional rear aerodynamic control is required. The Volante uses a modified arrangement because its folding roof prevents the use of the Coupé’s full C-pillar ducting.
Equipment and practicality
31. Is the DB11 a four-seater?
The DB11 is officially a 2+2.
Its front seats provide proper long-distance accommodation, but the rear seats are small. They are most suitable for children, occasional short journeys or additional luggage.
Adult rear-seat usability depends upon the height and seating position of the front occupants. Buyers requiring regular accommodation for four adults should regard the rear seats as a significant limitation.
32. How large is the DB11 boot?
The DB11 Coupé has a luggage capacity of approximately 270 litres.
The Volante provides approximately 206 litres with the roof raised and 169 litres when the roof is lowered. A movable divider must be positioned correctly before the roof can be stowed.
Aston Martin offered tailored luggage designed to use the space efficiently. Soft bags are generally more practical than conventional rigid suitcases.
33. How quickly does the DB11 Volante roof operate?
The eight-layer K-fold fabric roof takes approximately 14 seconds to lower and 16 seconds to raise.
It can be operated at speeds of up to approximately 31 mph or 50 km/h. The roof can also be controlled remotely in suitable circumstances.
The luggage divider must be correctly positioned, and the battery should be in good condition before the roof is operated repeatedly.
34. Does the DB11 have Apple CarPlay?
The DB11 did not receive factory Apple CarPlay during its production life.
Aftermarket integration systems are available and can retain the original screen, rotary controller, cameras and audio system. A good installation makes the infotainment system considerably easier to use with a modern smartphone.
The quality of the hardware and installation matters. Any system should be tested for sound quality, call operation, camera switching and compatibility with the original controls.
35. Does the DB11 use Mercedes-Benz controls?
Some controls and electronic systems have recognisable Daimler origins.
These include the infotainment controller, certain column controls and parts of the menu structure. This was a consequence of Aston Martin adopting Daimler’s electrical architecture rather than developing every electronic component independently.
The dashboard structure, seats, leatherwork, transmission controls, air vents and overall interior design remained specific to Aston Martin.
36. Was Bang & Olufsen audio standard?
Not on every DB11.
Early cars generally received a 400-watt Aston Martin audio system as standard, with the Bang & Olufsen BeoSound system available as an option or as part of certain packs and special specifications.
Bang & Olufsen was standard on some highly equipped cars, including the Launch Edition and AMR Signature Edition. The original build sheet is the safest way to confirm the audio specification.
37. Which DB11 options are most desirable?
Desirability is subjective, but frequently valued equipment includes:
Condition and colour coordination remain more important than simply counting options. A well-specified car is not necessarily one on which every available feature was selected.
38. Why is the DB11 model year important?
Aston Martin introduced changes according to model year rather than calendar or registration year alone.
These changes affected engines, suspension calibration, badges, seat designs, wheels, equipment packs, trim choices and standard features. A car registered in one year may therefore belong to the previous model year.
The VIN and original factory build record provide a more accurate description than the registration date.
39. Did every DB11 have the Aston Martin script across the rear?
No. The earliest cars left the factory with the wing badge but without the separate Aston Martin script beneath it.
The rear script was introduced as a production feature for the 2018.5 model year. It became one of the easiest visual ways to distinguish many later cars.
However, Aston Martin subsequently offered a factory refresh pack that allowed the script to be fitted to earlier DB11s. Its presence does not therefore prove the car’s model year or original specification.
It was introduced by the company because the wings were not universally recognised everywhere in the world.In the UK market, the brand recognition is extremely high but this is not the case everywhere.
40. What was included in the DB11 factory refresh packs?
The Standard Refresh Pack combined smoked rear lamps with the later Aston Martin script badge.
The Carbon Fibre Refresh Pack added a carbon-fibre rear script and carbon-fibre front and rear wing badges.
These were genuine Aston Martin accessory packages, but they were installed after production. Owners concerned with originality should retain the invoices and, where possible, the parts removed from the car.
Buying and ownership
41. Is the Aston Martin DB11 reliable?
A well-maintained DB11 can be a dependable modern grand tourer, but it is a complex, high-performance car and should not be judged by the standards of an ordinary mass-produced vehicle.
The engines and ZF transmission are fundamentally strong. Many apparent electrical problems are caused by poor battery condition or low voltage rather than failure of multiple control systems.
Reliability depends heavily upon regular servicing, correct battery maintenance, software status and early investigation of small concerns.Like all cars, putting some miles on them helps reliability.
42. What problems should be checked on a DB11?
A pre-purchase inspection should pay particular attention to:
These checks do not imply that every DB11 develops the same faults. They identify areas where condition can significantly affect ownership costs.
43. Does a DB11 need a battery conditioner?
A conditioner is strongly recommended if the car is not used regularly.
The DB11 has numerous electronic modules, security systems and convenience functions that continue to consume a small amount of power while it is parked. A falling battery voltage can generate several apparently unrelated warnings.
The battery should still be tested periodically. A conditioner can maintain a healthy battery, but it cannot restore one that has lost a significant proportion of its capacity.
44. How often should a DB11 be serviced?
A DB11 should be serviced according to the schedule applicable to its VIN, age and market. Servicing is normally required annually as well as at the specified mileage intervals which are 10,000 miles.
Aston Martin’s original service plan covered scheduled servicing for the first five years or 50,000 miles, whichever came first. The permitted tolerance was generally one month or 1,000 miles either side of the scheduled point.
Low mileage does not remove the need for annual maintenance. Fluids, batteries, tyres, seals and brakes continue to age while the car is stored.
45. Is a DB11 expensive to run?
It is important to remember that the DB11 was a car costing more than £150,000 when new.
Depreciation has made used examples much more affordable, but the cost of tyres, brakes, body components, servicing and specialist labour still reflects the car’s engineering and original market position.
Compared to most cars at this level, they are actually sensible to run.Our servicing costs are shown elsewhere on our website.
46. Should I have a pre-purchase inspection?
Yes. A specialist pre-purchase inspection is one of the most valuable steps when buying a DB11.
It should include a cold start, physical examination, complete diagnostic scan, road test, battery assessment, body and structure inspection, tyre and brake measurements, verification of service history and a check for outstanding factory actions.
The inspector should understand the DB11 specifically. A general inspection may identify obvious faults but miss model-specific issues, incorrect specifications or the significance of stored diagnostic data.
47. Is an Aston Martin extended warranty worthwhile?
An extended warranty can provide useful protection against unexpected repair costs, particularly on a complex car such as the DB11.
The buyer should check the expiry date, transfer conditions, claim limits, exclusions, servicing requirements and whether modifications affect eligibility. Wear items, cosmetic deterioration, maintenance and pre-existing problems may not be covered.
A warranty should support the purchase of a good car rather than compensate for an inadequate inspection.
48. Is a low-mileage DB11 always better?
No. Mileage is only one part of condition.
A very low-mileage car may have old tyres, corroded brakes, a weakened battery, flat spots and mechanisms that have rarely been exercised. A higher-mileage car with continuous servicing and regular long journeys may be mechanically healthier.
The mileage, history and physical condition should tell a consistent story. We would generally prefer a properly maintained car that has been used to one that has spent years standing without appropriate storage care.
49. Can a DB11 be used every day?
Yes. The DB11 was designed as a usable grand tourer rather than an occasional track car.
It has an automatic gearbox, adaptive suspension, front and rear parking assistance, useful luggage capacity and a cabin capable of covering long distances comfortably. The V8 is particularly easy to use regularly, although the V12 is equally capable of everyday driving.
Its width, low nose and tyre and fuel costs require consideration, but regular sympathetic use is generally beneficial to the car.
50. Will the DB11 become collectible?
Certain DB11s are likely to attract stronger collector interest than others.
The AMR Signature Edition has a confirmed production limit of 100 cars and a clearly identifiable specification. Well-documented CEO Edition cars, important Q Commissions and exceptionally specified Launch Editions may also be of interest.
The DB11 as a whole has historical significance as the first production Aston Martin of the company’s second century and the model that introduced the new-generation platform and AE31 V12.
However, future collectability should not be assumed simply because a car is rare. Condition, provenance, originality, specification and documentation will remain decisive. The most desirable DB11s are likely to be those that combine a compelling factory specification with excellent maintenance and a complete history.Text here ...
Explore the story of the Aston Martin DB9, from its groundbreaking launch to its enduring appeal. HWM CEO Guy Jenner joins historian Steve Waddingham and owner Adam Osborne, sharing expert insight into the model’s evolution, driving character and the customer stories that make it so special.
Listen to the full podcast here
This is the Aston Martin Heritage Podcast with Gary Taylor. Hello and welcome to another AMHT podcast and thanks for tuning in. This podcast is a result of listening feedback via podcasts@amht. org. uk. We've been told several times that we have ignored a DB9 in various podcasts and that's probably true. We have covered a DBS, the vanquish and so on, but very little on the DB9. And to correct this, we are at Caffeine and Machine in Warwickshire, so thank you for them for accommodating us. We have around the table three distinguished gentlemen.
First of all, we have Guy Jenner, CEO of HWM Walton-on-Thames, the world's oldest Aston Martin dealership. We have Steve Waddingham, AML historian and AMHT trustee and we have Adam Osborne, a DB9 owner. So Adam, it's kick you off first of all. It's first time you've got a bit of appeal on the podcast, so this is your first Aston, understand, is it?
Yeah, that's right, very first two and a half years in or most. It wasn't James Bond, it wasn't The Persuaders that sort of tiptoe over what was it? It was Top Gear, so I think I'm part of a generational shift, perhaps, where Top Gear is actually a bigger influence than what?
Yeah, you are. Do you are only young a bit around the table actually? I don't feel that young. What did you see on Top Gear? Well, I think really, Brand awareness came from Bond, but I have this vivid memory of being in the dentist looking at a Top Gear magazine and what would have been that first generation vanquish, and it would have been connected probably to Bond at that point. But really, for me, it was the Top Gear program. When I passed my driving test, the month that I passed my driving test, this Top Gear magazine featured on the front cover, the DB9, the new King of Cool, as it called it.
And that was it. I was just, I fell in love from that point. And then by the following spring, Top Gear did that epic race to the south of France again. Yeah, trying. And that was it. It was just love from that point. And it became a 20 year sort of journey to get one, but I was determined to get one.
And it had to be very specific to sort of what had influenced me through Top Gear over the years. Do you know, I think there was also that thing that influenced me as well during that period was the Top Gear Cool Wall. Where it was something that was difficult to articulate what made a car really cool. Yeah. But they would rate all sorts of things. There were certain cars that were brilliant cars, but they just weren't cool. But the the Aston DB9, I think, made it beyond the Cool Wall.
Was it the car that ended up in the fridge? Of our end of the day, it's like a hands-on second. Yeah, yeah. Yeah, and I caught it moment in Top Gear. I put my hands up at this point. I say, at that point in time, I was going off of Top Gear. Yeah.
I like the old fashioned Top Gear where they talked about the size of the glove box and the Citroen XM or whatever in Chris Goffey. Yes. But I do remember watching that very episode and thinking, wow, that's amazing. He can't buy this sort of publicity to put it in the fridge. So yes, I would take my hats off to them. It wasn't an iconic episode for us. And Clarkson really loved the car, though, man.
He absolutely loved that car. Yeah. Yeah, I agree. And this is a point where the brand was transforming and it was considered one of the coolest brands in the world. Yeah. Yeah. At that point at the moment in time.
You would have been working with Inest and Steve, what, should we paint a picture of what the set up was like? Because at this point, Aston was still Ford-owned. Yeah. That's right. Yeah. So it was part of the Premier Automotive Group, P-A-G Premier Automotive Group, which was like a pyramid really, Aston Martin at the top, Jaguar Land Rover, which was separate brands at that point. Volvo and Lincoln and Mercury.
Yeah. But for the American, certainly Lincoln, I'm not sure about Mercury, but certainly Lincoln. And it might be a few westerns where you can spot the Oggilinkin-Dirt Act. Yeah. Make your Jaguar with the name. Yeah, you're very familiar with it. Yeah.
And the rules were that you could, we could choose components from anybody. Yeah. But they couldn't from us. So there was a little episode involving a plan to put our V12 engine into a Range Rover. Yes. And it came to nothing. Yeah.
That was a kind of, hang on a minute. We need to protect Aston Martin. So that never really got any further. So yeah, we could have an air vent or a door handle or a switch, but they couldn't do that from us. That was the kind of the pecking order. I think one of the things that protected the engine being used elsewhere is the fact that it was also hand-built and just couldn't get any volume. But the sheer cost of it would have been a precipitate to use it elsewhere.
So whether that was by design or not by Aston Martin team to protect it, it worked out for you. Yes. Yeah. I forget it just worked out. But yeah, and so at the time, the mood was, you know, all the brands were doing their thing and really, they're probably, that they're pinnacle at that point for a lot of the brands within the P. A. G Group.
Yeah. And Aston Martin was a happy ship really. We'd got a brand new factory being built. So the the build up to DB9 being launched was it was not going into another gear. Yeah. You know, it had to go back a little bit further and remember that in 1992, for that entire well, we sold 46 cars. Yeah.
And that's where we were, you know, we were at a point where this either closes down or we do something dramatically different. Well, that's why I wanted to provide some context that is before we get to the DB9 because it was such a leap forward, not just in the car, but in the production reference and everything. So we had DB7 before that. That's what I'm leading to. And it was a problem. Yeah. 40s its cars following year, we we show DB7 as a concept car, which I found out recently Walter Hayes was the channel at a time was being quite bullish.
He put the car Geneva Motor Show. Yeah. Pulled the cover off it and took orders on the stand for the car and Ford hadn't even signed it off. But he went back as a well. I'm really sorry, but I've got all these orders now. So we what do we watch?
We do. And it and that bulldozed it through and it got into production. And then whether you like DB7 or not, it saved the company. Yeah. So from 46 cars, hundreds of cars are following year and eventually reaching a peak of about a thousand cars. I think it was in 2002. You know, I remember thinking, wow, we've made a thousand cars.
That was a really big deal, you know, to reach a thousand cars per year in context of where you yeah, from the bulls. So then it's of course the momentum get going and Vanquish came along. So Vanquish was the car that showcased a technology that we could use in the future for other cars. A DB9 was the actual fruit of that. The DB9 was the right. We're now taking that technology idea and we're going to scale it up production wise and not and make a series of cars based on using the same sort of platform technology. Yeah.
So DB9 was always going to share its platform with other derivatives of car, which would include the Vantage. Yes. And then obviously later on the Rapide, being the much longer chassis. I understand that Dr Bez joined the company and when he arrived, initially the plan was for a Vantage to be a mid-engine product. Yeah. And I think you looked at and thought this is going to add cost and complexity. What we really need is just one platform that's that we can adapt.
Yeah. And and base all of our models off. And I think that feels like here in the force of time now that a mid-engine voltage would have been a really exciting product. But I think it I think it's absolutely right. Yeah. It would have added cost. And if you looked at the cutaway of the cars, so you look at the year see the cutaway picture, you'll notice that if you look at the front of a DB9 all advantage, you've got big cast alloy components, but they're linked together with sections of of aluminium extruded components.
And those components could be easily made longer or shorter. Yeah. But the fixed items at the cast, you obviously can't change the shape of a casting very easily. So there were significant components throughout the car that you could then use to build longer or shorter cars with. And so all the other costly bits, which were the cast sets to talk about make, once they were made, those could be used across thousands of other cars in production, which they were. So you know, if you look at the whole family of cars that started with DB9, there's over 56, 000 of them. But that's actually 56, 000 pairs of castings for the front suspension for instance, you know, and that was the genius to it.
It was a really credible way of making a range of cars. And actually, with the sort of vast at the time and the technology we were using on a car that was, you know, being built in reasonable numbers, we would be just on our own doing it really. In fact, we have more in common with Airbus making aeroplanes than we did at any other car maker because the way we constructed the body was similar to how Airbus were making parts of Airbus planes. So that was the technology we were using as aerospace technology, rather than automotive, really. Yeah. Sorry, you read about how, then, then, sort of comprehensively, designed cars of their, you know, era.
Yeah. And I'm in awe of the Dr Bezra really, and having that new facility for the first time ever, there was a purpose built facility wasn't there. Yeah. And obviously, the timing was perfect. It rode that economic cycle as well. Yeah. So it couldn't have been better time either.
Yeah, it was much, much more than just another car coming out. Yeah. It was a whole new factory that originally was big to us, quite a flask, area of for space because we are really, really using one end of it to build DB9. Yeah. Big hole in the ground at the other end was going to become the vantage production line. So initially, only one half of the factory was really being used. So yeah, watching it being built and, you know, gearing up for the launch of a factory and we did an amazing factory launch.
Yeah. Where all the dealers come from all over the world to see it. And when they arrive, we constructs to the way of taking them into the factory without them knowing they were in the factory. So we took them through a doorway, double doorway, and then through like a tunnel that led to what appeared to be a theatre, with theatre seating and a staged type thing at the front. And Dr Bez stood in front of the everybody and there was a series of speeches and things. And he sort of said, well, I'm sure you're already excited to see the new factory. So there's no time like a present and he kind of clicked his fingers and at that point the wall behind him fell down.
And it was all very carefully choreographed to make sure that as the wall fell, it actually like a parachute. So it kind of broke its own. So it came down in that slow motion. And it was a big gust of wind as this thing fell down. And behind him was the DB9 assembly line. And you can see two bright sets of lights coming towards you fairly rapidly as two DB9s sped through the factory and then basically drew up behind him in a V formation. I mean, for the health and safety point of view, you'd never get away with that today.
It was in front of the live audience who had not been warned that that was going to happen for around it was amazing. Yeah, I'm not sure there's a video of that somewhere, but I don't think there is. But it was the most amazing, dramatic way of not just launching a car, but launching the whole new company, if you like, in terms of where we were going to build things going into the future really. And all this been very, very different to the factories that they would have experienced previously. It must have been like coming to NASA HQ. Yeah, and paired to Bloxham. . . Yeah, it's after, yeah.
Yeah, because Bloxham was all farm buildings, a beautiful building. Yeah. You know, in a modern kind of factory unit to build the cars in. Yeah, well, the design studio as well, of course, that was the other thing. Well, that kind of beginnings a bit later. Yeah. Yeah.
The design studio was, I think that was open in 2008. Yeah. Built 2007, something like that. Yeah. Yeah. That was that came much later. Yeah.
And of course, at the point of DB9 being designed, we could still use four design facilities because we were part of that group. Yeah. We didn't have to have our own studio equipment because we could borrow other people's. But by the time the one at Gaydon was built, we were independent of we needed the studio by road. So yeah, that came a bit later on really. Yeah. That also, of course, remember the engineering department was less than 100 people.
Yeah. And it's grown into hundreds over the years. So DB9 was engineered by a much smaller group of people than anything else, evident, been done since, really. Yeah. So I've got some notes here as the wider DB9 matters. And it strikes people. What just said Steve and Guy, that. . .
It had a lot of weight in its shoulders. It was a brand new car, new production methods, and that sort of thing. It had a lot of responsibility, but the rest of it, didn't it? I mean, they just say brand new fact sheet, totally different way of producing cars, this VH platform, probably in its various ways and derivatives is still being used today. Yeah. The theory behind it. Yeah.
So, you know, DB9 was very important because, all right, if the vantage come out, that would have taken the responsibility, but the vantage didn't, it was the DB9, wasn't it? Yeah. And I can't name plate as well. Absolutely. I think we should probably talk a bit more about VH as a platform. Yes. So, I mean, really it got its first exposure with Vanquishwa, a form off, but that's where the technology started.
And to be fair, there was a company in Heffel who were the first to use it, or give it an automotive application. And the first thing about VH is it stands for vertical horizontal. And some people confuse, well, that means, ultimately what it meant was the vertical was the flexibility of allowing its usage up and down the range. You could use them different models. And then the horizontal in theory was for it to be used across the Premier Automotive Group, which never happened, but that was the theory behind it. So, we refer to VH, platform as anything that's on that platform. That would have been in that era, V8, Vantage, V12, Vantage, Rapide, DB9, Vanquish2.
It was an enormously flexible platform as next day. Yeah, it really was. And also, I just remember some of the figures that were drummed into us at the time. And I think if you got hold of a DB9 body, and try to twist it from one end to the other, you would need 28, 000 Newton meters of torque to twist it one degree. So, you know, we were, we'd made this very, very stiff body. Yeah. And also, with DB9, the strapped line internally for us as we, because we all had to be trained on how to sell the car.
Yeah. And it was the first time we would ever actually bought in an outside company to do the training, because there's a sheer scale of it across the world. Yeah, every dealer and for all the staff at the factory that we involved in being out would face it. And we were the first group to go through the training. And one of the strapped lines was about the car being perfectly balanced. And this was all about the weight distribution. So, the 50, 50 weight distribution.
And in order to demonstrate that to us on how training taughts, we were taken into an unused part of the factory. And we were given these, these trolleys, four wheel trolleys with water, containers, you know, the sort of water fountain type containers. We'd got all these things and they were all loaded onto the trolleys. So, they were loaded up, see, got equal amounts at one ends of the trolleys. And then there were trolleys where it was only at the back of the trolley. Yeah. And then there were trolleys where there was some of the weight towards the fronterson.
So, basically, we were then told to run around like an obstacle course of cones were these trolleys to see how we would get on. And of course, when you were trying to push a trolley, it's only loaded up at the back. There were cones going everywhere, you know, and of course, the point was when you pushed a one where it's perfectly balanced both ends, you could run through the cones very quickly. And that was demonstrating the basics of the theory behind the mass centralization. Yeah.
But, of course, the first one to have the transaxle, wasn't it? Yeah. And that was all part of it. So, the engine, the front of the engine in line, but a front axle, will have torque to connect in the gearbox at the back of the car. So, yeah, put in the heavy gearbox and also the fuel tank above it, which when it's full is like 80 odd liters of petrol. So, yeah, the theory was that you've got this absolutely perfectly balanced GT car that was really a sports car. Yeah.
And that was very, very different. And we were told, you know, things like our nearest competitor, so the car that was the target audience was the Bentley Continental. Yes. Which managed to kind of handle well because it used for the drive, it was grippy. Yeah. Yeah. And but the weight distribution was completely different.
Yeah. I can't remember to figure, but let's just say it was a lot more the percentage of the weight the car was at the front. Then it wasn't the back. Yes. And then, of course, a Porsche, where all the weight at the time is at the back of the car. And on all these were all kind of things that we were shown and demonstrated to to make us realize how well the car we were setting would handle. Yeah.
So, why would that be a big thing? Going towards the front of the car, the engine, the V12 engine. Yes. Guy, was that a effectively the same as from the DB7 Vantage or the vanquish based on?
Based on. So, first of all, the Aston Martin worked very hard with packaging in terms of that engine. It's a huge engine. Do you ever seen, Steve, you've seen so many in your tours of V12 engine?
Well, you say, I remember seeing, I remember going to Clown, many years ago, seeing the V12 and the V8 together. Yeah. V12's a monster. Is there huge? So, actually, you know, from memory, perhaps 300 kilograms?
Yeah. So, in trying to package that in that body and one, give it that beautiful sleek front. But two, keep the central gravity low and the mass as centralized as possible. When you pop the bonnet, you can see the last two simmers are essentially under the bulkhead. So, some people almost describe it as a front mid-engine car. Yeah. That's really, really critical to the way the car drives.
As an engine, so it came out with 450 brake horsepower, which critically, do you think about the high-rachy in within Aston? At that point, vanquish wireless and non-S model was 460 brake horsepower. So, I think that kept it in line with the range, but fundamentally, yeah, it was actually thinking about it. Vanquish was still on sale as a 460 horsepower car. I was for a few months before the S came out the end of 2004, didn't it?
And then it comfortably exceeded the DB9. It was 520. 20, that's it. So, it put a bit of a gap between the two models, was ground-or-wise, but we spoke about the transaxle. So, what was the gearbox?
Because it was a manual. Was it? Not initially. Unmushy. What, what, what, so gearbox is in yours, mad at Adam? I've gone for the automatic with the Touchtronic, Touchtronic too, I think, is it that?
More for the ability to A, replicate what Clarkson drove to the south of France and have a play with the paddles, but also for that long-distance cruising that I've got in mind for it. Clarkson's got a lot to blame for you, that's a story. So, guide to gearbox. So, yeah, it's a ZF box, automatic six-speed box, and the thing that stood out straight away was instead of having any form of gear lever in the centre, there was this beautiful cabin that would be constructed with buttons to select what gear. And then paddles on the other side, you could override the gearbox. And it's a lovely gearbox, I mean, it's, I don't think it was any issue with it in terms of why a manual finally came, it was really that there's always that sort of hardcore contingent that one of you want to be able to change gears and cells.
But auto is always the more popular option. Yeah, and the manual was a great car, it had a cult following, I think it still does. I'll ask you to remember that was maybe about 70 kilograms, so I still have something to do, right?
Yeah, a fairly big chunky, a bit of weight off it. So, if you really like manual cars and you could find one, then that's a great, great car. But most of them are automatic and it really suits the car and it suits the nature of the car, what we were trying to build really. It does. So, yeah, I think if you drive the two cars back to back, the auto feels like a proper GT and whilst the manual feels, it gets close to the vantage really in the way it feels, it feels like a, it more of a sports car GT and it feels quicker. Yeah. It's got quite a light flywheel, so it revs up quite quickly.
It's kind of exciting car to drive, but I think the auto feels more long-ligged. From what I've heard, the V12 manual makes it feel more alive, whereas with the auto, I find that if you want to bring it to life, you have to start playing with the paddles, really to start manipulating the revs because you could cruise long distances at 1500 RPM and it doesn't break a sweat. Yeah. Yeah. If you're in auto mode, if you want to have a little bit more drama and you really want to hear the V12 sing, you've really got to start playing with the paddles, but yeah, it's very true. And what you were saying about breadth of engineering capability, that sort of language filtered through to the marketing literature as well.
So I've got the original press brochures and also I think there's possibly some customer versions that I've got as well. And it talks about striking a balance. Yeah, that's it. And it's about, it's a breadth of ability as a car to do everything that you want to do with it. So it can do those Sunday afternoon drives on the country roads, but it can take you to the south of France in comfort as well. And just how capable it was as a coupé or Volante, but as a GT car basically with a spirited side to it as well. And that's what I think made it sort of more, well, as Clarkson described it, more lovable than a Bentley Continental GT or more rounded than those sorts of cars.
More breadth of ability than say Ferrari or something. I'm going to tread on some eggshells now. All right. And I've got Aston Martin snipers pointing at me. I've got red dot on my chest. Who designed this car?
I'm going to say these words and I think I've got it about right. Ian Callum, established much of the original design direction before he left Aston Martin in around 1999, then Henrik Fisker, who later became the design director, brought the production design to completion. So I think that is about right, about me being shot or being disagreed on. I think that's fair. I think that's fair. I think the thing that really, I don't think anybody knows really. No, it all comes with legs in the front of the time, but I think regardless, the big thing for me with the DB9 is it just strikes that balance of, you know it's a really sporty car, but it has this cleanness of design that means that it's not as a verb to some products.
There's some cars you can buy in the marketplace that you feel like you need to be wearing Sparco race boots to get out of. That all looks a bit odd if you want to go to dinner or to a fine hotel. A DB9 looks great to any location. Well, I'm going to suggest that when we finish this sit down podcast is that we go outside and we go around Adam's car with the portable mic and just taking some detail. We'll do a walk round. We can bring that, the walk round that we used to do, we used to walk around the car and show it the customism, you know, talk about, yeah, we can do that. Yeah, we do that.
And also, before we go on to the launch of the car, which was in 2003 at the Frankfurt Motor Show, DB9. So we had DB7. Yeah, and suddenly we had DB9. Now, why wasn't it DB8? So again, I've got all of it in here and it says, the theory was that the car was so advanced compared to the previous generations that it did, they needed to call it DB9 has been like a leap forward. It has been more done just an evolutionist. It was such a leap.
The other argument being that DB8, people could have confused it as being with a V8 engine. Yeah. I tend to get both arguments there. Yes. Now, you could argue that where we got DB12 D's days and I've got V8 engine and I don't think that's harming the DB12 in any way, is it?
No, but I think it's probably the opposite way around that if people make assumptions, it's got a 12-cylinder engine. Yeah, okay, yes. Well, there's another elephant in the room as well. And I think there's enough time as passed out to maybe open up slightly on this. Here we go. So, the answer, yes, to remember that I can the period of DB9 being launched. The Jaguar sports car was called an XK8.
Yes. And the biggest market in the world for cars was America, which it probably still is, called for out on the car anyway. Yeah. And because of the geography of where the company sat in that, in the P. A. G. group, whenever we did motor shows, we were right next door to Jaguar. Yeah.
Our stands would virtually overlap. In fact, you could tell which was which, how long would have a little wall-round it? Jaguar one would be open. But, you know, you could walk past and go, "How on a minute?
Isn't that similar to that one over there? We just, the problem we have with DB7?" Yes. And so, possibly, I'll just throw it in as a possible, possibly somebody thought that maybe if we call it DB8, and on the next stand there's one called an XK8, it all might still be a bit composing. So, it makes sense. Why does it just move?
Why don't we just be a little bit more controversial and go for an op number? Yeah. Because we already have DB7, and that would, well, would DB5 work well. So, why don't they call it DB9?
And I think somewhere lies the truth. There's a month or so of what we've set out. Not a bit of all, isn't it? Yeah. I'm next to the viewers, yeah. Yeah. I know somebody would know the answer, but he's not here today.
But, yeah, it's probably a bit of all of that, basically. Yeah. Steve, you mentioned Motor Show, so let's go to a Motor Show. Motor Show, remember those? Yeah. Yeah. Hey kids, ask your parents.
There we go. So, Motor Show, Frankfurt, September 2003, DB9 is launched. Yes. Yeah. Do anyone remember the feedback reaction? I remember how we launched it. So, I wasn't there for some reason.
I wasn't there at Frankfurt, but away it was launched. Was the a number of people from the workforce were selected to go to Frankfurt, to become a human kind of way of revealing the car. So, in front of all the awaiting press, there was a whole load of people dressed in black uniforms, with the Aston Martin logos on, that kind of almost marched out onto the stand and formed a big human shield of people. And then the car was actually behind them. So, when they all stepped back, we'll pack out again. The car was revealed. So, that was the way it is revealed that as far as I remember it, Frankfurt.
Can you remember the colour of the launch car? As well as John O'Mingber. Well, I remember the colours that we used on most of the early cars. I was even adding them, I don't know if they're looking at me, I think it knows how it's going to be. But the colours I remember seeing a lot of were things like Oyster Silver. With Iron Ore Red. Yeah.
Celeste Blue. Yes, there were a couple of old colours. Radio colours. Celeste Blue had been one of them. And Californian Sage. Yes. And also Snow Shadow.
Oh, yeah. Was it quite a rare colour? And Snow Shadow and we're talking colours from the 50s that were reintroduced. So, yeah, but I then clearly remember the actual launch colour. Well, I think that a lot of the press materials in Tungsten, and I'm holding my top gear magazine from October 2003, which those press packs that are referred to and customer packs are in Tungsten. And Onyx Black as well would have been, well, Onyx Black became the top colour. So, although you'd imagined it was Tungsten, some years ago you looked at how many of our cars were painted in certain colours.
And the number one colour was actually Onyx Black above the Tungsten, but Tungsten was second. Yeah, so it surprises me, because I don't feel like you see that many in black. No, no. I don't. 100% sure it does it justice. I think the lighter shades. I think if you look at the figures 2005, the biggest chunk of cars were Onyx Black, but the initial launch, I would say the orders that were coming through were a real mixture of the colours we've just talked about, in particular Oyster Silver and Tungsten.
And I can remember going up to Aston Martin Edinburgh sitting in the showroom with Roger Lane that sounds like that. We spent an entire day with people coming in on our reappointment slots and we would literally show them the car, sit down, specify the car, and it was an hour, maybe two hours, I can't remember. A body end of the day we'd done a whole huge number of people had been through the doors and confirmed their orders. And that's how we, because we had so much, so many orders for the car. That was the quickest way of getting those orders converted into specifications for us to go back and build. So I should remember flying back from Edinburgh with a big fistful of, you know, performance.
Yeah. And the two colours that we did the most of that day were Tungsten and Oyster, and lots of Vineyard Red or Black Cherry, which was the only cherry, beautiful dark red interior, which you could then put with right either walnut or mahogany, because you have mahogany as a dashboard wood colour, and you could also have the door cappings done in a wood as well. Yes, which if you really did look quite smart if you had those fitted as well. This car didn't take on to go into production. It's only about four months later in January 2004, unlike the DB7, because as you said earlier, well, I'm going to get quite tired of short of where we're going to make it until Walter Hayes, so we've got no deposits here.
We've got to make the car. The vanquish was famously delayed by Dr Bez for reasons we have covered in previous podcasts. So four months later, January 2004, the coupé begins production at Gaydon, so the DB9, why it matters is the first production car, and it's new headquarters. And off it went. Yeah. Absolutely right. And I see to remember that actually Aston Martin were taken back by just how many orders they took to begin with, so I think they were struggling to produce enough cars at Gaydon.
Yeah, I don't know what you were saying. I think we had a three-year wait in this at one point. Yeah. And I remember also people coming in that we knew for well were actually specifying the car for somebody else because they were going to flip the car and make a chunk of money on the top. Yeah. So I think it's peak people were making about in the UK, about £30, 000 on top of the retailed ones. Can you remember the just price of these cars?
So it's £3, 000 for DB9. Okay. I think it was £106, 000 for an auto, £100, 000 for manual. Yeah. So we're just above the £100, 000 in pound barrier at the first time with a DB because the DB7s were as a coupé were in the early 90s. I think when it first came out and probably towards the end of production were into the hundreds of thousands with a few bits and pieces or certainly if a lanternty and a GT. Yeah.
But they're also the DB. You have to also remember as well, leading up to the launch of DB9, the activity that been going on to keep us going to get to DB9 because everybody was talking about it. And we had to spote screen the end of DB7 production. So we had to kind of keep DB9 off of people's minds. So actually, I bet you know, you've got to go back in time to think about this one. We actually showed the vantage concept before we even announced DB9. So we had the concept car vantage was shown I think in 2002.
Yeah. And everybody was chattering about it and wanted to order it. And we were, and we even remember we were saying, well, we might build it and it's a way off if we do it. Yeah. But it kept everybody talking. It also started building up a, you know, a bunch of potential customers for it. And then also we did the Zagato DB7.
So we did here in 2002. We announced the DB7 Zagato. Yeah. Which sold instantly very, very quickly. It was an uproar because we hadn't made it available for America. So we then did the DBAR one that was crying already for the American market. Yes.
And that kept us going through 2000 and 2003. Those cars were based on the DB7 GT and GTA. Yeah. So again, those were the cars we were actually building and selling. And by the time Gadeum was ready, the first car to actually took through the factory to try out equipment were some of the very last of those. A Gato body cars. Well, that because one of the problems with with an open roof car.
Yeah. So DBAR one DB7 was always rotated on the road. And when we went to Gadeum, we'd got access to a test track for the first time. So the problem was if you were trying to rotate on Morton's day, you can carve an out of roof. Yeah. There was an obvious problem if it started raining. So we used the facilities at Gadeum to test all of the Gato AR ones.
And we had like a kind of gazebo set up. So if the cars were out on the track, it sounded raining. They could pull in and go underneath a gazebo not get soaked. So therefore the ones that had finished that, they went through the rectification and polishing and all the rest of the final bits of the processor built into car. That was actually done at Gadeum. Well, so like the Gadeum, shake down. Yeah.
So we were using the building to finish those cars off while they were doing the pilot build for DB9 at the other end of the building. So yeah, lots of activity in that period. Well, that's the matter. That's the matter. We're effectively very much on a roll because you know, we had the DB9 coupé went into production in January 2004. And at the Detroit Motor Show in January 2004, loan beholders of a lengthy version shown in a estimating were were confident they were going, wasn't they?
Yeah. Yeah. Again, I'll remember going up to dealerships with a valantine to get orders for them. You know, this was in the days of, you know, people wanted to see things a real life before they'd committed them. So we did a sort of road show around the country and it probably around the world in the other regions with a valantine taking orders. So I can remember going to Belfast to do a day at Belfast for the valantine kind of falling sage car in the showroom.
That's funny, isn't it? I think that was what color a car was from 2005 or something. Yeah. But I can't remember what I did yesterday. But I can remember everything about that day. And it was a fantastic thing to be able to do. Yeah.
It was a, it had a slightly different setup the valantine it was up. It was considered more of a cruiser, slightly less sporty, bit softer. Yeah, bit softer. And then I said a real suspension would have been a different different setup on it to make it softer. Okay. Okay, gentlemen, I don't know about you. I'm spending food, we're at caffeine and machinia.
In fact, this is some lunch. So let's put for some lunch, shall we? And then we come back and do about DB9 evolution. So you know, somebody specials on a race. Oh, there is. Should we go with some fish fingers and chips?
Okay, let's hear it a bit. You're listening to The Aston Martin Heritage Podcast. Discover more about the story of Aston Martin, the cars, the people, the history, with The Aston Martin Heritage Trust. You're always welcome to visit us at our museum in Oxfordshire. So find out more via AMHT. org. uk. Hello, Dennis. We're back from lunch.
And in the second part, we're now going to talk about the well, the evolution of the DB9. So Steve, I think the full process was, here was a car. Perhaps it was going to be Aston Martin's 9/11. It was going to be developed, evolve over a long period of time. Is that right?
Yeah, I think that was the kind of idea to begin in. And obviously, ultimately, that's what happened. Car was in production from 2004 to 2016, wasn't it? Yeah, so it was a lot of run. 13 years. Yeah. And remains, the best selling DB model of all time, about 16, 500 in round figures of the derivatives.
But so, yeah, it kind of evolved. And I know Guy will remember better than I can, all the different milestones of the development. But it was, you know, increases in horsepower, a big sort of refresh from the styling point of view in what we call 2013 model year, which followed on from a short live model called the Virage. Yes. So there was that. And then after a couple of years after the revision of the styling, we then got the GT versions, very much at the end of production, which was superb cars. And then of course, there were a few limited editions and things and on the way.
So there were various, I think, remember a car, an addition and right at the very end, there was a thing called the last of nine. Yes, the final nine. If one or nine, yeah. And they were nine cars all in a unique specification. But there were various other things as well, weren't there?
So and of course, Q came on board towards the end of DB nine. So you started to get even more scope for a personalization as we made it easier to access. Yes. Now known as queued. So yeah, so there's lots of different cars out there as a result of all of that, really. Yeah. And I think the first thing to clarify is model years.
So the interesting thing about a model year is it was always announced the year before its name. So point being us 2007 model year would typically be released from the factory like summer 2006 as an example. So when people looking to buy cars, what you can't do is look at an 0757 car and assume it's going to be a six or a seven model year. Actually, you need to check the chassis number. Yeah. I'm all really know your stuff in terms of the differences and we can go through some of the differences. But the first big upgrade was the Sporks pack and that was 2006.
That was that was introduced. It wasn't wasn't available for the Vlanto. It was coupé envy. Okay. And it was designed to sharpen up the DB nine in terms of handling. And you can tell a DB nine sport pack straight away when you look at the car because it had five double spoke alloys. So instantly you could see it was a sports pack car.
But there was some really subtle differences that definitely sharpened up. So it's sat six millimeters lower with firmest rings, up rated dampers, bigger front anti roll bar. And when you put one up in the air, it's got this sub panel underneath that's an underbody panel that prevents flex. And the car so again, it just sharpened up from front end. And to tell you how serious they were about sharpening up and making the unsprung weight lighter. So the wheels are lighter but they used titanium wheel nuts. Wow.
Yeah. Now you're talking nice push on the boat. Yeah. 100%. Yeah. Yeah. So I mean, they're a nice car.
They're sort of after and it really proved popular as an option to have your sports pack at the same time. So you could you have a standard car. You have a sports pack. And that's on manual and also or just also manual and all technology and also yeah. Yeah. So I remember driving a manual sport pack. Yeah.
Great car. Yeah. That's a really good car. So then you head into the 2007 one of the year. And it's quite a lot of subtle differences but it really is spec upgrade once you get to 2007. So the first thing they did, we haven't spoken about initial driving experience in the original cars. So when you drive in an original DB9, first of all I don't remember this Steve, it had a hair trigger throttle which I loved but you've you've got to adjust to it.
So the first time you drive while you try to deliberately set to make it aggressive. Yeah. Which you know, if you're driving a big V12 engine car, you want it to feel like it. It's been gravel off the drive way that sort of thing. Exactly that. I think it's the kind of delivery that if you can imagine yourself just trying to pull promptly out of a junction, you wind up lighting up the tires when you're trying to go away quickly. And you were just to that.
But I think the factory realized it was probably just one step to aggressive. And it also had a crook of the first cars was it had really quite bucketed sport seats. Yeah. So they were less accommodating of slightly bigger built people, maybe different markets. I don't know. So they made these ones. We got to 2007 or do you?
They made these adjustments where different seat design. So that was a bit more comfortable. The throttle became a little easier to modulate so you could be a bit more smooth or more progressive. And then it got important things like lumbar support, memory seats, heated seats from parking sensors. Just bits that made the car feel more of a luxury GT. And then importantly, we mentioned it earlier. Finally, they took the speed limiter off the valente version.
So all those early customers trapped at 165 miles an hour now, like a 286. Of course, I don't. Say a more relaxed version of the car because the vantage had come out by then. So was it perhaps move it away because the vantage was to sport your car?
Yeah. And perhaps the DB9 was give it more a unique focus away from the sport side of things. Yeah. I think also DB9 is a really lovely fast road car. But I think there's a risk that you want to drive a car like that swiftly but smoothly. You don't want you don't drive it aggressively. It doesn't really see the nature of the car.
So I think it was a case of calibration and making sure that the way it delivered its power was in keeping with a beautiful progressive V12 engine that was under the bonnet. So I just I think it was a case of refinement more than anything else. And this is something that you see all the way through the model years that there is lots of subtle refinement. And if you were to drive each car back to back, you'd notice the little tweaks and how the car was improved. Things like what we know as in the trade-end VH, noise vibration harshness improves and improves as you go through the model. So they become a little bit smooth, a little quieter, better damped.
So that's definitely noticeable. So the big next challenge is 2000 in 9 modier. And the way you can tell that it's got the emotional control unit, the key that you put in the center. Oh so that did dash. That wasn't there from beginning. No, no. And you'll know with your car you've got the original key.
Yeah, so the key that goes in the ignition barrel is an old Ford key. And then you've got the Volvo blipper for unlocking and locking. And along starts a boat, like a metallic gray car. Mine and more on mine black. Yeah, maybe very dark gray. But we it was recognizably a Ford key better for paint. Yeah, I mean it has the astanemium on it.
So this is a good way to identify a 2009 DB9. That's it. So you get three keys when you want to get the glass key. Glass key. Get a black plastic key. And then a metal emergency key. The emergency key would get you in with the key barrel.
Yeah. Should you have any too? Generally the glass keys are really expensive. So people hide those away because they're dropped in their crack. And the plastic key is the key that typically gets used. It works really well. And it was definitely a differentiator and part of the astan experience is yeah, that if you hold a glass key, it feels really special.
And I think Astana probably got the feedback. Well, Holmes had we recognised where the original keys from. And it was just this gradual improvement of the offering. Yeah, I think it was probably one of the few bits that instantly recognisable when the car came out because actually compares to DB7. We'd got our own door handles, we'd got our own. Yeah, the locks were better disguised as a lot barreled. But once you got the key in your hand, you had four and on a second, a notice key.
Yes. And you'd have to really look carefully around the car to spot any evidence of any other manufacturers bits in there. So getting rid of that key was fundamentally one of the last hangovers of what would have been the Ford ownership period, I suppose. Well, people like this glass ignition key. So I think people liked it. What was divisive was the name of it. Also, didn't it?
When you started the cars up, and I'm not sure if this went through, it's the rocks road through to the end, but certainly on the early cars, you had a script came up, power, beauty, so all the exactly right. Yeah. And all these things that the time did raise a few eyebrows, maybe a few little cheeky jokes on top gear or stuff like that about some of the stuff that would be seen to be marketing type stuff. Yeah. So that's 2009 or the year. There was one other thing added in 2009 model year, which is rare because it was an expensive auction. It was the B&O sound system.
Yeah. And it was a beautiful sound system designed specifically for the car before it was a premium audio. But the B&O, what they're famous for is the tweeters that rise up as dashboard. So they've just got this fantastic sense of theatre as you start the car on the new tweeters rise up. And that alone for people was kind of a real attraction selling point. Yeah. Yeah.
The DB9 spawned a couple of derivatives later on. In the DBS. It did. So well, just before it got this, there was 2010 model year first, which there was a, an option of a premium sport pack. Okay. And this was the first time adapted damping. It's printed on to DB9.
And DBS had adapted damping first. So I kind of filtered down, but came to DB9 with a more comfortable chew. So slightly less firm than DBS, but I tell you what, it made a big difference in the car. So it was a really popular option at that point. And then it became standard the following model year. So 2011 model year, then all cars had had a certain damping. Then we get to the interesting point with a change in the line up.
So it's an interesting period in Esther's time and Steve, you're a remanisc. But essentially, we had the Virage introduced. So is this 2011? So this would have been 2000, it's well model year. Yeah, actually 2011, the year, but the model year was 12, wasn't it?
I think. Yes. Yeah, it's out that way. And I remember that because, and I'll confess to this, at the time when it came out was working in the Heritage Department. And I'm sure Chris, where Miami mentioned in his name, Chris, who was the Heritage Manager at the time, is now retired with his DB5 looking on the Isle of White. But at the time, we were sat in this meeting and a guy came over from marketing at Gade and was just giving us a bit of an update on stuff. And I think it's fair to say that Chris probably wasn't really listening and he was kind of doodling something on a note pad about something else.
And then the chat just said, oh, by the way, there's a new model coming out called the Virage. And as he said it, Chris had just taken a mouthful of tea out of his phone, China teacup. And and it kind of launched it across the table. It was at the time that the name of Virage, to those of us that had been around for the first one, remembered it, maybe not as fondly as some of the people who thought it was a great idea, so how called a new model of the Virage?
So yes, it was quite a lot of an amazing moment. And we were like, what on earth have you called it that for? Because we both of us had worked at a time when those cars were new in the 90s. And they were less than perfect, should we say at the time. But anyway, as it turned out, it didn't matter because the car sold really quickly, all of the cars that we would plan to make sold. And it was a lovely, lovely car. So where did the Virage fit in?
Right. So you suddenly, you've got this hierarchy within the range, within the GC ratio, it had DBS at the top. And that was £175, 000. Yeah. Dbin I was £125, 000. And I think there was a view with Aston that Dbin I was a really sporty GT car. And when you think about some of the competition, Steve mentioned earlier, the Bentley Compton Intel GT was really the main competitor or other competitors around it.
Maybe you can agree with me, that's L55 AMG. They all had a bit of a softer, the bit of a softer experience to drive. And so I think Aston, we're conscious that they wanted to create a car that was just a bit more comfortable. So DBS of 175, Dbin I was £125, 000. And they sandwiched in the middle. Virage at £150, 000. So it was a more long-legged version of Dbin I.
I mean, I don't know what your take is of it, Steve, but I mean, it was a great car. I see. That's a very handsome looking car as well. It was a Virage. It was a lot of good, great car now. That's awesome. It's also now.
Yeah. And we made a big thing about the craftmanship, the interior. Yeah. The first time we'd ever used a technique called Welton, you know, normally you have finger pipping, see it, two bits of lever. I mean, you get a a strip of lever with a pipe in the middle and the sandwich in the middle. And you turn it over and you sow it between the other two pieces of lever. So I'm sure lots of people will know, can think and then mine's what a car seat looks like with piping on it.
And obviously you can then allow you to have a contrasting colour on the pipe. Yes. So you're often ever cream and red and cream, you ever saw it, but with Welton, it was a, it was like piping, but without the pipe. So you get a strip of lever, you turn it over so it's doubled in thickness and then you carefully sow it between the other two layers of lever. But it's all, you have to do it very, very accurately because if you go one way it sinks into the seat, you can't see it. But if you go the other way, it looks like a tag sticking out the seat. So it required a lot of practice by the bestown machine is.
And of course, a master that very quickly. Yeah. And it just meant that you could create a very subtle feature on the seat that would be almost impossible for a mass market car maker to be able to copy and do the same thing. Yeah. So it's just a little bit of showing off to say, look at this, you know, find the best of looking interior than this one. So I think that was the big thing with the garage. It's about craftmanship and it was very kind of beautiful from the front with the elongated headlamps that then later on became the headlamp using lots of the other cars at a range.
Yes. Well, when it first came out, it was unique to VW. It was. And it was just, the VW was just a, just something about it. It was a very, very good looking version of a DB9. Yes. But it very short-lived and it was replaced by an almost identical D9, whatever you want to call it, 2013, model, you're saying model, yeah.
Which was almost identical apart from the boot that had a more pronounced solid lip on the boot. Yes. And that is the only way you could tell by looking at it if it was a Viraj or a DB9, if the walk and the back of the car to the right. What do you think the Viraj has such a short life or low numbers, because it was in a market place that didn't exist. Was there a gap between 9 and S?
So in my opinion, I think that first of all, you look at, described the range hierarchy. There was too much going on in a relatively small price range. I think it was a beautiful car in itself. But there was equally the element that, right, if you think of a DB9 125K, by the time you got to Viraj, you might think, well, I might as well just have a DBS because I'm all by saying, I'm halfway to a DBS. So I think it became, beefy executed, respected car, but it was just, there was too much going on and probably too much cannibalisation across models. None of it was a reflection upon the car. I also wonder whether there was a DB9 as a name was so iconic that I think there was probably better brand recognition if you can call it its own brand with DB9.
So I think, in my opinion, it just all got a bit confusing and busy. And so that's what led to the full range. So as you say, you've got a DB9 or a DBS, people understood DB. Yeah. Got a Viraj. Don't know what I mean. Yes.
Exactly. Yeah. Even though it actually sold every unit that we'd planned to make in that, I think we exceeded it by, I can't remember the number now, but we ended up building a few more than we put on plans to in a shorter space. Yeah. But it's a very handsome looking car, is it?
Yeah. spawned off and it gave hints to the new DB9, is it one, 2013? Was it? Yeah. And that car, you could say what it looks like a Viraj, but actually even at a front that's identical, there's some very interesting things underneath the bonnet that nobody would even notice unless you compared car outside by side. So lift the bonnet on a Viraj and lift the bonnet on a DB9, 2013. And when you look at the edge of the bonnet, when the bonnet's open, if you imagine you got the outer skin of the bonnet with an inner skin that's joined in the nephet. Look around the edge of that, the outer edge of that inner skin of the bonnet and you'll see lots of holes in it, that size of your fingernail all the way along the edge of it.
Then turn and look at where the, they got the bonnet open. You can see where the front wing is bolted inside the, to the chassis of the car and you'll notice a run of triangular openings, holes that triangle shades all the way along like a crocodile sort of teeth effect, you know. And the reason is that when the bonnet's shut, you're driving down the road and a pedestrian steps out in front of you. If that person lands on the bonnet, those holes allow the bonnet to kind of act like a one-way memory foam. So they gently deform and actually the other thing that you wouldn't even notice is the engine sits. I think it's 19 millimeters lower. That's right.
Yeah, 19 millimeters. And the reason being that the gap, so now you've landed on the bonnet and it's deformed, the engine is still lower down in the car than it was originally. So there's a gap between it now deforming in a part of the bonnet and a top of the engine and the reason being is it reduces the charts of a head injury. So the idea is you get run over and the bonnet absorbs you and there's then a, even more of a gap below because the engine is lower in the car. Yeah, which of course didn't do the, the, um, surgery of the arm, so it made it arguably handle even better. But importantly, it can fly with the, the new legislation which came out in that year for pedestrian safety, of which every carmaker had to comply with.
Well, just as we go along, first of all, to keep up with the numbers, volumes, all sponsored by, um, and supported by Tim Kottingall, supplies all numbers, achy tibetra. It does, yeah, that's a star. Yep, really appreciate it. So Virage 656 coupé, 388, Valenteus, so a thousand and 44 in total. Yeah, outsold the original Virage 2 to 1. Yeah, got a good factor. Yeah, I'll be giving.
Yes. So, so yes, so this, this, this 30 model here is we move on. So 50% of the parts on the car when you, which is quite remarkable, that's, you know, it's almost, it's always get off a new car to entry. And the VH platform was on version 4 by then, so that was 20% stiffer again. The interesting thing at just, just, just from a, a used buying point of you, even from a racing point of view, this VH platform, so stiff, it retains its stiffness, long term, it's brilliant engineers. Uh, a new drive, competitor to cars that are, I mean, some of these cars are getting on for over 20 years old now. They all get a bit, but pretty loose and creepy in the chassis, but the VH platform stays really strong, it does retain its strength.
But 20% stiffer again for this, this version, and it's, it's lighter as well. And you're quite right. So the engine gets upgraded 510 brake horsepower, which is, it's DBS power. Yeah, yeah. And yeah, if I remember rightly, to have variable valve timing, yes, bang on, and that was, it was almost like, we used to say it's a DBS, but with mechanical, sorry, with variable valve timing, yeah, it was slightly higher spec than a DBS have been, although the DBS had been, was finished at that point and DBS been replaced by Vanquish. But yeah, if you were buying a brand new DBS 92013, you were effectively buying a DBS and another name, yeah, but with a few extra bits on it that were more advanced and certainly more advanced headlamps, things like that.
Yeah, it's a good looking car. You really want, you know, the perfect, many no object, DBS 9, if you can find one, well, I guess you've got the final nine, which, yeah, if you like, the color scheme, great, but the other one is the Bond edition, the DB9 GT Bond edition. I forgot about that. What a car that was. What's our boss?
Really just, I mean, it's a great looking car anyway, wasn't it? But it had, I think if I remember rightly, we use Spectra Silver, which was the color that was used on DB10, yes, in the film Spectra. And then it had like a black interior, great pipe in the, the sort of Bond, rifle, monogram, logo thing, embroidered in the interior. It was just a really nice car, little silver, Bond badges, 007 badges on the front wings, I seem to remember. That's right. Yeah. And I remember showing one to a lady that had ordered the car, all of the brand new Bond edition.
And she'd ordered it because she'd heard the car was coming out. Yeah. And she came in to see the car being built. And she'd already got a DB9 previously. And she said, the basically reason I'm buying this car is when I was a little girl, I really wanted a DB5 Korgi model for Christmas. And so I wrote the Sansa and so did my brother, because he wanted one as well. And on Christmas Day, we come downstairs, we're at the presents.
And he opened his up first, and he got his Korgi DB5. And I opened mine up. It was a SIMD doll. Actually, I didn't want to look on great form. So I just pretended I was really happy with it, but I spent the rest of my life with that SIM. And I used to play, and this is what she was telling me, I used to play with my brother's DB5 Korgi car and kept it secret for all these years. So when I heard this car was coming out, I just had to order one.
Yeah. And what I love these story. So anyway, we're showing it the car. And I said, would you like to write something on the back of the trim because the car was half built? Actually, it's great. So we've got the rear panel that sits in between the rear seats that's got the the bonn moe go. Yeah, board is on it.
Got a pen. So here you go. Is the best panel to sign on the back of. So you know, sign your name, whatever. And she said to me, can I write anything I want on the back of this? That's what it's your car. So within reason, yes, why not?
You know, so great. As you put on it, dreams can come true. Dot, dot, dot, and then sign them. Leave it. I just thought one amazing story. And for her to achieve, obviously worked very hard in life to get to be able to buy a brand new astronauted. Yeah.
But what a lucky fit. And that that's out there somewhere, that car. And hidden away behind the trim is that message. Dreams can come true. And yeah, that for me is one of my things. I love this story. Imagine years to come if and when that car becomes restored.
Yeah, we trimmed it. Well, what's this? And then someone took a photo of it and he was saying, say if everybody asks this, then it owns an accident, whatever car you've got. If you did take out bits of trim, you will find sedenters on the back of it from the trimmers. Yeah. So it is fairly normal for a trimmer to put their initials once that signed the piece. Sometimes you might even add the date on there.
Even at Christmas time, you might have a sprig of holly or even a pumpkin for if the car is a bit not sober. And it's just that little personal term, still, the people making the cars because they love making the cars. Yeah. So that's the big thing about all this brand of ours is it isn't just the cars. It's the people. It's the people who own them, like Adam and the reason why they own them and the story behind them. But the people who make them make them of love and they're really proud of these cars.
So, you know, everybody out there that owns an astronaut, you are driving around on top of lots of people. Don't take the car off the car. No, because it's saying we've been taking that car. The AMHT takes no responsibility. All right. Your own risk, give you a take your car a bit. So I had to and I know it works.
There are trimmers that sometimes retrim cars and find their name already on the car. I mean, they trimmed it when it was new. So it's all part of the magic of the astamarting. So the, the bond position just been talking about was just a version of the DB9 GT. Exactly right. The DB9 GT itself was the like the final version of the DB9 on a buttockson wise car. It was, yeah.
Yeah. Yeah. With it, it was the best off. It was 13, 14 years of refinement. Bit like the DB7 GT. Yeah. Yeah.
Yeah. That became deep. And I tell you what, I can remember vividly the final DB9 GT sitting in our hand over the paint and thinking, my goodness, that still looks good. Yeah. That still looks staggering. Yeah. Really kind of proffedic chest out.
Yeah. Yeah. So I look at me and it really was the ultimate evolution of the car. Wasn't it? It was. Yeah. Yeah.
I think they're still sort of after today. They still look sharp today. Very good car. So special additions. I'll list them out so that there was the first special addition was the DB9 Lamar addition. And that was built sort of great race here at Lamar. Yeah.
I always remember vividly for the tetraruse interior that it had great big red panels inside it. Sporx pack car. Yeah. Clear relamps. Feel the nice bits. I had to put my hands up at this point because I left Aston. But a lot of people would perhaps don't know this.
I left Aston for three years between 07 and 10. Yeah. So I kind of missed that car. Yeah. And then when I came back to Aston, I did two years with Chris at Heritage. Yeah. And then back into Gaydon, back into being with the brand new cars again, 2012.
So I kind of caught the end bit of deep. It was obviously there for the launch. Yes. And then I was there right at the end of it. Yes. So I got the kind of both ends of DB fine. Yeah.
But I remember loving DB9 just as much at the end. Yeah. As I did at the beginning. Yeah. Then we had 2011 or a year Carp and Black Morning Frost and Quantan silver dishes. 2013 model year was the centenary year. So there was the Zagato spider.
2005. Yeah. You're a little quite angular. Yeah. Yeah. Yeah. Yeah.
Yeah. Yeah. Because it was one of one. It was almost. Yeah. Forgotten. And also there was centenary DB9 additions, which would be quite a rare car, but yeah.
Fading gone a grey. So there were Skyfall silver with a meter right silver spike for the middle. Fading. Yeah. And they're very rare. We said we'd only build X number of East. I mean, virtually every car in the range there was a centenary version available.
That was. Yeah. And one of you built the most of was the vanquish. Yes. And I think they would limited to a hundred cars. But all the other cars because it was so expensive, there were only ever handfuls of each of those other models because the sheer cost of buying one. You know, you'd always be able to buy the next model up.
And you know, so but the, yes, there'd be a handful of DB9 centenaries out there somewhere. That painted faith from what I remember was enormously difficult. I'll do, wasn't it? But a headache. Yeah. But looks spectacular. Incredible.
And solid silver badges and all that sort of thing. Yes. 2015 carbon addition. Then into the cheating pond addition. And then finally, the last of the nine. Yeah. And the astamaton heritage trust provided the certificates for the last nine.
Yeah. Yeah. And I think they were covered in gray with sort of chocolate brown interior. And some sort of chocolate. Yeah. And but also the wood in those. They had a key gloss wood rather than the matte wood that most of the other knives had.
Yeah. And they really are spectacular. But they get nice. Yeah. Well, yeah. Good luck in finding one. So having covered all of that in the question for everybody's what DB9 would you have?
I have, I have driven a DB9 for Lantin. I did like those. I did like those very much. So I'm just going to go, I'm not going to choose a, and we'll, I sent a model year or anything like that. I think it was just a, just a lovely moment. A lovely clean lines. I wouldn't have any fossil wings and lumps sticking out of it.
But I think I'll have a DB9 for Lantin. It's purest form. But you need it. I'd be restricted when you get it. Yes. A word you wouldn't be able to get. Oh, oh, oh, oh, oh, I'll take it.
I'll take it. Somebody to get it. Do you? What about Eustie? Well, there's two, two cars that stick in my mind. One of which I drove. And I would let's go find it because it was actually spectacular.
It's car. It was an engineering car. And it would have been about, there'd been about 2012. It was before the GT came out. Yeah. I'm not sure whether it really was a GT under the skin, but it, yeah, it was like a scalded cat this thing. And I have the job of putting miles on it for a weekend, which I think I have to do a, I think I have to do a thousand miles over a weekend and it got to a taxi job.
Somebody's guilty. Yeah. Exactly. I bought it home and I sat, watching the six of God news on a Friday night thinking there's a DB9 on the drive. And I need to put some miles on it. I think I need to go out. So I said to my other half on, just going to pop out for some chips and she went, oh, which chip shop are you going to?
And I went with B. And I actually got in the car and drove, I've got my next door neighbor and we drove to Witt B and back for a bag of chips non-stop to put a few hundred miles on the car. And that was an epic car's drive. Yeah. And so that would be one that sits at my mind. But also there was a TV program. And I can't think what it was cool, but it was a kind of guy driving around buying antiques.
And it was, I've made a few years after the cars were probably out of production. But the car he was driving was a Californian saved early coupé. Yep. And he just, the way he drove it sort of round the nice parts of London and it just was so cool this thing. Even though it would have been a used car at the time. So yeah, that kind of sticks in my mind. And Californian saves looks good on it.
But yeah, I'd be happy with any of them, be honest. Guy, you've had a few go for your showroom. Well, so I think as always a temptation to say the first and the last. And I love both. But because that's the obvious answers, I think I would probably go 2010 model year sports premium pack. So I've got adapted damping manual. Well, I think I know massively improved it, but it would make it a rare car.
I'd have it hardly green. Wow. That's a hardly seeing color. It's a hardly seen car. Yeah. It's a cool color. Colorful ice cream, metallic sort of color.
Yeah. And it is sort of a purity to that age. The only thing it lacks for me was they put the Garmin satnav in a bit later on, which I mean, if I'm honest, the early satnav, I wouldn't even, I just, you would sit off. Big Garmin, I would actually use that. So, but yeah, that, I'd take that compromise. So I'd go for one of those. There's not many about manual automatic, but I think that'll be a cool car.
Well, where you going? It does it have to be your car, or would you? Well, yeah, yeah, I haven't listened to this. Yeah. It would have threw all the variations of DB9. So where would you be?
Well, the reason it means Steve Met was through the top gear episode and that particular eastern DB9 that clocks and drove. So I tried to find out what happened to that actual vehicle. Right, you wanted that. I wanted to try and find that car, but it sort of disappeared into Europe, I think you said, because I wondered whether it was a prototype or a pre-production mule or some sort of press car. It obviously was one of those early press cars that were all on very similar plates. So fifth gear tested an early DB9 with the same sort of registration type numbering in that snow shadow with that old quail interior. Yeah, so that's a very early car.
So that's an interesting interior color. Yeah, almost much there. Yeah, just from what I can tell from when you're watching the episode, it's sort of much as the exterior car. I think Adam and I were talking about the car he wanted for probably three years or so between the first phone call. Yeah, I mean, I got visions of that press car sitting at Gaydon gathering dust and me being able to take it off their hands. Because you wrote to us didn't you?
Yeah, I wrote to you trying to hunt it down, but that obviously wasn't going to happen. So I then embarked on a search for my own version, which became a blend really of what I'd seen on the front cover of top gear in Tungsten silver, what clocks and drove to the south of France with that early 450 horsepower car automatic. And what I found was the the newest of that 450 horsepower era that I could get really. So it benefited from the upgraded seats, for example, and slightly lower ride height, some upgraded electronic component, I think, as well as in there. You do this wheel spinning out junkens. Yeah, I mean, the wife is a little bit sharp on the throttle that around about.
We do have those instances, but yeah, you can modulate the throttle a bit more yet. But yeah, for me, it always had to be a coupé as well. And kind of just what you fell in love with when you were 17, really. What else?
What I love about the story of Adam and his car is the fact that for decades, I've had people telling me the reason they buy a car, this was their sort of golfing or whenever a kid, the algorithm always wanted an astronaut in, and they may or may not have bought a DB5 or they might have just bought an astronaut in, but but this was the first time in anybody had come along and said, the reason I want one is because I watch top gear. And that was a big moment for me, making me realize that things have moved on. And actually, there's a whole new generation of people growing at the moment that we have even met yet that have had their first experience with Astamartian, not through watching Goldfinger, but maybe through something else, and it could be that they have only ever seen the Daniel Craig Bond films.
You know, so it could be Casino Royale that has made some of what, Astam, or it could be more people that are out there that watch top gear every Sunday night. Well, I'll tell you something. There was another game or something. There was another top gear episode, which seems to have got some traction was again when Clarkson drove the V12 van Tish first time, and it was all, did it pretty much all in silence?
Yeah. It was just the music going through the road and the sort of thing. This is an idea, and that's, it's put, it's put, she was looking now, actually. And, and he was, and he wasn't, he was, this is the beginning of the end of cars as we know it, because cars will not be as raw as they can be now. Again, a young person seeing that, I think, and I've got everybody in this. That's an iconic episode. He called some of that a bit early, but he talks about how the economy, the environment, troubles in the Middle East, all of that rings just as true today.
It's not worse. The war on the motorist, the V12 thing, very iconic episode, but they were, they were massive champions of Astam Martin and, and sort of ambassadors really for the, for the make and the models. And there's, there's great episodes with the Rapide as well. So it's not just the DB9 that benefits it, join that era. Lots of models benefited as well from the exposure. I was going to sign off with your, your, your, your brain experience reminded me of our, our, our slowest deal. So, in 1978, a young boyfriend, a girlfriend came into the business and saw Mike Harding, who, um, ran our business for many, many years, and Mike was a fantastic guy.
This lady came in and said, look, it's my boyfriend's birthday. He loves Astam Martin. Is there any charge he takes out to one? And it must have been a slag day at the office. So Mike went, all right, yeah, snip out of the DB6. So he did that, took him out for a drive, showed them all the rest of the business and let them go away and they were made up. And, um, in 2014, that same couple came to the business and said, never forget Mike's experience in the time he gave us.
We'd like to buy DB9. We always said we'd come back and buy a car if we could. So, um, I think we've probably got the title of not the world's oldest Astam, but the world's slowest closes. That's the cast of Astam Martin. Well, that'll make another episode because I can think of other similar things over the years I've been told about reason why someone bought a car, but that's lovely to hear. It's nice. It feels nice.
It feels a nice way to, to, I think, what happened? I feel it's a nice way to rack up this, well, this probably is bumper DB9 podcast. So we're just going to pop outside and have a look at Adam's car. But before we do, just want to say this podcast arose because people came to us and said, when you go to do DB9, thank you for that. And that's why it's here. So if you have any ideas for a podcast you want us to cover, please do drop us a line at podcast@amht. org. uk. And you never know we might just do it and you never know.
It might be in my view being guests in a podcast and you'll sound great just like Adam did. Right. Let's go look at this car. We're outside at Caffeine & Machine at the hill in Wauwakshire. What year is this Adam?
It's March 2008 car. Right. So it's no, it's just pure, isn't it Steve? I mean, there's no no wings, no spoilers or anything. Yeah, exactly. So if you look at the front of the car, you've got the grill. You've got a very neat air intake below the grill and two smaller ones either side.
But the one thing that if you look at the car, it's very, very clean in terms of shutt lies that the the bonnet rolls right away down to the grill. Now the car before the DB7, the bonnet would land, so the bonnet would end about six inches before the grill. So you'd have like a nose panel, the front bumper of a DB7. So if you look at the lines on the car, where the bonnet opens, you follow that line to the top of the where the windscreen is, there's just one line. So the the front wing is just one piece. There's no brakes anywhere else. It's just joined at the bottom where the bumper is.
And the headlamps just come through the wing. Normally, if you look at other cars in the car part, the panels are kind of often cut around where the lights are to make it easy to build the cars. So when you're trying to build a car and you're moving it down a production line maybe a few seconds, you haven't got time to align things. Whereas on a DB9, we took advantage of the fact that we have got time perst each station to fit things. So it was a bit tricky at a fit ahead lamp to a DB9 than it would be for a mass production car, but that didn't matter because we weren't trying to do it in a hurry. And we took the Vantage of that and made this a really beautiful looking car with very few shut lines on it.
And it's just very, very elegant as a result. And then if you open the door, the door actually, as it opens out, where it actually comes up by 12 degrees. So if you open both the doors and stand at the front of the car and look at it, it's like a swan when its wings come up. So we called them swan wing doors. Part of the reason was that when you open the door, you've got a very high, if you look at the back edge of the door, it kind of flicks up. When you open the door near a high curb, particularly in America where the curbs are often quite high, you wouldn't catch the curb with the door. And as the door opens out, it's swinging upwards to clear that curb stone.
And also a beautiful piece of chrome going from the base of the A pillar all the way across the top of the door, and all the way across the back of the rear quarter window and then coming down in like a dog leg and finishing at the bottom edge of the door. Well that was one piece of chrome. That was a huge piece of metal to fabricate and then get it chrome plated to that level. So it was a, you know, some of you probably wouldn't even notice, but that was a difficult thing to make in production. But again, you know, it's expensive car, but we've got all the time in the world to make it, so we took advantage of that and made it very, very neat looking.
But I'm looking at a car thinking, if James Bond had driven a DB9, he probably would have driven this one, but Nick, because it has a look of Bond about it in a weird kind of way, but yeah, very, very elegant. I think we should end now with hearing the car start up when you reckon. Yeah, Adam, should we get over to you?
Sounds good to me. Really, Nick, to be asked in Martin Heritage for cars. Discover more about the story of Aston Martin, the cars, the people, they history, with the Aston Martin Heritage Trust. You're always welcome to visitors at our museum in Oxfordshire, so find out more via amht. org. uk.