Design cues
The overall design of the DB6 was somewhat less sporty compared to the DB5, and even tamer than the DB4. Instead, Aston Martin focused on giving drivers and passengers more elements to enjoy during the drive.
Given that the DB6 featured a lengthier wheelbase (101.5in compared to DB5’s 98in), it made it easier to accommodate 4 people and provide some well-needed legroom for the passengers seated in the rear. Even so, you wouldn’t call it a full 4-seater, but a more lenient 2+2 type coupe.
The roofline was also raised by 2”, allowing rear passengers more headroom and boosting the existing space for the front passenger and driver.
Other perks included elements such as power steering, air conditioning, and automatic transmission- all of which could be purchased optionally.
Engine and transmission
Rebuilding an Aston Martin engine will cost a fortune, so a good service history is crucial. Oil changes every 2500 miles are advisable, with timing chain replacement every 60,000 miles. Any coolant will need to be alloy-engine sympathetic, too. Oil pressure of around 100psi on a warm car under way is a healthy sign; if you’re seeing about 50psi and you don’t think there’s a problem with the gauge, then all is not well under the bonnet. Overheating can occur, thanks to blocked up waterways around the iron cylinder liners. Silt can collect at the back of the engine, as the water pump is at the front. If the car you’re interested in heats up very quickly from cold when idling, this is likely to be the symptom. Another cause of hot-running is coolant escaping through the liner bleed apertures on the right-hand side of the engine, so do have a look at this area. If you also see oil, then the coolant and oil are mixing due to a faulty lower O-ring seal.
While an electric fan is a wise fitment, it can be used to mask issues. One that stays on all the time is trying too hard to keep an engine cool, and should be regarded with suspicion.
You’re unlikely to find a DB6 fitted with the AE Brico fuel-injection system, as it was fitted to just 46 MkII cars, and its unreliability meant that many were subsequently converted back to carburettors. If you do come across one, however, and it’s running badly or misfiring, it’s best to walk away. The carburettor cars – whether with SUs or Vantage-spec Webers – are a much better proposition, although getting all three perfectly balanced can be a fine art. Converting from SUs to Webers is a popular upgrade.
The DB6’s ZF five-speed gearbox is tough (with a heavy clutch) but, eventually, synchromesh cones and bearings will start to wear – although sorting them out is relatively simple. More of an issue is excessive noise or jumping out of gear, as a rebuild is likely to be required. The gearboxes give their best when fully warmed up; like many classic sports cars, they’re baulky when cold.
Automatic transmissions tend to sap power and are slow around mid-range, and so they’re not well-liked. That said, they don’t have too many reliability issues. If they change up and down smoothly, there’s no excess noise and the kickdown functions properly, then all should be well.
Differential wear will show up as complaining bearings and backlash, requiring reconditioning or replacement. However, some diff whine is likely as par for the course.
Driving the Aston Martin DB6
For many car enthusiasts, the DB6 is the last ‘proper’ Aston Martin, although it wasn’t welcomed as such from the start. Before 1969, The DB series was an all-fun no-compromise model, aimed towards boasting a pretty face and great performance from beneath the hood.
As the DB6 model rolled out the production line, British car fans were slightly confused by the practical design cues integrated into the chassis and all around the body. Furthermore, the Kammback tail did not sit well with conservative customers of the brand. According to the critics, it simply looked out of place, although it served a big purpose in the stability of the car.
Fortunately, with time, both critics and fans managed to see through the change in design and noticed the improvements over the previous model. Many enjoyed the tidiness of the engine bay, with chrome elements left out to shine on lifting the bonnet.
The engine starts without much hassle, and the DB6 rolls away for a second giving the driver the illusion he’s set for a slow weekend leisurely drive. As you start checking the boundaries of the throttle pedal, even at 3000rpm you get some taste of what 3 liters of straight-six British engineering are capable of. Even after more than 50 years of existence, the DB6 wants to rev higher and push towards the redline.
Starting aggressively from a standstill, you can feel the weight shifting towards the rear axle, and while the DB6 is far from dragging its behinds on the tarmac or slipping, it does dig in quite a bit.
Oh, and the sound. Unlike the ear-piercing V12s of today, the straight-six brings on calm and controlled notes on the lower RPM range. However, once you delve into the world of 3000+ rotations per minute, the exhaust orchestra starts playing a different song. Deep, rough tones are complimented by high notes in a composition that extracts the best out of British car engineering.
The servo-assisted Girling brakes clamp the front and rear discs well, slowing the car down before turns. There is a slight pedal dead-zone before the calipers engage the pads against the discs but it’s something to be expected. It takes only a bit of getting used to, then you’re ready to go. Tap the pedal and let the weight distribution rest on the inside front wheel, allow the nose to slightly bruise the apex, and then stretch your right foot on the throttle like you haven’t stretched for a while.
That’s the way you take the unit around the corners; this British fella is a bit heavy and won’t be pleased if you throw it around corners. Instead, make sure to finesse your way around every bend while letting it run on the straights.
If you find yourself in traffic, the coolant keeps a steady 90C, and when five o’clock turns every major intersection into bumper-to-bumper traffic, the mechanical blades and the additional electric fan makes sure the engine doesn’t overheat.
The suspension makes the ride feel floaty and comfortable. It doesn’t bring emperor levels of comfort as a Rolls Royce would, but the suspension works well to keep most road imperfections away from the cabin and, consequently, reaching the driver’s arms through the steering wheel. If you don’t tickle the engine too much, you get to enjoy a smooth ride into the world of espionage and crime.
No more Superleggera
Developed by Felice Bianchi Anderloni, the concept of Superleggera translates as “Superlight”. The idea was to create lightweight car frames by shaping small diameters tubes along the body lines of a car, then covering the tubes with thin alloy panels. The sandwich would provide considerable structural integrity and toughness while maintaining a low overall weight.
While the early DB6 units still shared the Superleggera concept, later models had it dropped entirely and aligned to more modern construction techniques. As such, Aston Martin built the last DB6 models using body-on-platform techniques.
However, it must be noted that the change didn’t come just to keep in touch with the trend, but for performance reasons. The DB6 needed to optimize rigidity to compensate for the extended rear end. The extra length caused the rear-end to become unstable at higher speeds, making the car vulnerable to oversteering if corners were attacked too aggressively. Even with all the changes mentioned above, the company engineers managed to keep the weight down, adding just 17lbs of extra weight.
A lot of effort was put into improving the aerodynamics of the DB6 straight from the design table. The fastback body style caused many issues in this matter; the wing effect generated by the rear end would lift the car, thus a Kamm style rear spoiler was integrated to re-direct the airstream in the opposite direction, planting the rear end and the wheels on the asphalt.
История и дизайн
После того, как Aston Martin отклонил предложения о замене своего DB5 от оригинального DB4 Touring of Milan , было принято решение сосредоточиться на собственном автомобиле разработки, зарегистрированном 4 YMC. Испытания в аэродинамической трубе , начатые в феврале 1965 года, показали, что разработка была необходима для противодействия тенденции к аэродинамической подъемной силе , вызывающей снижение тяги задних колес на высокой скорости. Заключительные этапы разработки основывались на шасси DB5, удлинненном и получившем название MP 219 , с задней губой-спойлером и укороченным хвостом Kammback Aston Martin, ранее использовавшимся в прототипах для спортивных гонок. Было принято решение производить MP 219 как Aston Martin DB6, хотя от прототипа задней оси Dion отказались, а Aston продолжила свою конфигурацию с ведущим мостом, сократив время вывода на рынок, стоимость и сложность.
Представленный на Лондонском автосалоне 1965 года, DB6 уже имел устаревший дизайн, ставший первой моделью, спроектированной после переезда завода из Фелтема в Ньюпорт-Пагнелл . DB6 имеет сходство со своим предшественником DB5; при этом наиболее заметными отличиями являются колесная база, боковой профиль, раздельные передний и задний бамперы и задние панели, включающие заднюю часть хвостовой части Kammback. Хвост в сочетании с перемещенной задней осью и удлиненной колесной базой на 3,75 дюйма (95 мм) обеспечивает большую устойчивость на высокой скорости. Хотя это было модно — дизайн задней части в стиле Камма был похож на Ferrari 250 — он не оказался популярным среди консервативных, ориентированных на традиции клиентов Aston, когда был представлен DB6. Производительность была удовлетворительной: дневные дорожные тесты показали максимальную скорость модели Vantage от 145 миль в час (233 км / ч) до 148 миль в час (238 км / ч), при этом на борту Vantage spec DB6 достиг среднего значения при двухстороннем движении. 152 миль / ч (245 км / ч).
DB6 продолжил оснащаться высокотехнологичными задними амортизаторами Armstrong Selectaride с регулируемой кабиной, которые были доступны на DB5. Другие основные моменты включают в себя принятие четвертных окон передних дверей, воздухозаборник с маслоохладителем внизу на переднем балке, четверть бамперов на каждом углу, измененные группы задних фонарей; Кроме того, спойлер повлиял на общие пропорции DB6, увеличив длину примерно на два дюйма.
Другие заметные изменения:
- Линия крыши поднята на два дюйма, увеличивая пространство над головой, особенно для пассажиров на задних сиденьях.
- Действительно полезное пространство для ног задних пассажиров
- Более крутое, хотя и более высокое лобовое стекло
- Разделенные передний и задний бамперы
- Стандартные колеса из хромированной проволоки на диагональных шинах с белоснежными шинами
- Дополнительный усилитель руля
- Дополнительный кондиционер
- Стандартная пятиступенчатая механическая коробка передач ZF или трехступенчатая автоматическая коробка передач BorgWarner доступны без дополнительной оплаты.
- Дополнительная спецификация Vantage, сохраняющая карбюраторы Weber 45DCOE с тройной боковой тягой, с другими незначительными изменениями, повышающими заявленную мощность до 325 л.с.
Еще одним важным изменением от DB5 к DB6 стал отказ от полной технологии строительства superleggera , запатентованной изготовителями кузовов / стилистом Touring of Milan . Для более поздней конструкции DB6 использовалась более распространенная техника «тело на платформе»; в первую очередь это произошло из-за удлиненной задней части, требующей более прочной и жесткой конструкции с использованием опорной конструкции из гнутого листового металла. Удивительно, но вместе взятые модификации увеличили вес всего на 17 фунтов по сравнению с DB5.
80-120KWH BATTERY WITH A 255-MILE RANGE
the electric car will be powered by lunaz’ proprietary modular electric powertrain, which has been completely developed in-house and features tier 1 OEM battery cells and motors. the battery’s capacity ranges from 80-120kWh, giving a 255-mile range to the car. each car is equipped with CCS fast-charging capability.
every aston martin DB6 build by lunaz begins with a bare metal restoration, meaning its customer is afforded a full scope of personalization. each of these cars will represent a truly singular expression of the breed, remastered entirely in the client’s image.
every car by lunaz is equipped with CCS fast-charging capability
the re-engineering starts with an exhaustive inspection where each corner is weighed to understand the original weight distribution. this informs decisions on chassis setup, powertrain packaging and suspension. the internal combustion engine and associated systems are then removed and stored on behalf of the client before the chassis is prepared for re-engineering and electrification.
Aston Martin DB6: our verdict
Buy an Aston Martin DB6 and you immediately join a very exclusive club. Ownership of a 1960s Aston Martin is something that very few people get to enjoy, and it will make you the envy of everybody else. Cars like this never go out of style, never look dated, never look anything less than utterly beautiful. They are among the elite, not just of British classics but of any classics from any country.
The DB6 is more civilised, refined and better-behaved than its predecessors, but it’s also just as good looking. Perhaps even more crucially, it’s also many thousands of pounds cheaper. While you’ll still need to be affluent to afford one, the running and maintenance costs will still be around the same as for a DB4 or DB5. As perverse as it may sound, a DB6 is a money-saving option.
However, you still need to go into DB6 ownership with eyes – and wallet – wide open. Buying one is the first major expense; from there, these thoroughbreds will continue to demand care and attention. They can’t be run on a budget, and if you start skimping on things, then even bigger bills will soon start to mount up.
For all its needs though, the Aston Martin DB6 is still an immensely rewarding, hand-built masterpiece that’s just as much an automotive work of art as awe-inspiring grand tourer. If you can afford to buy one, why wouldn’t you?
Bodywork
Because they don’t have the same Superleggera construction of previous cars, DB6s are stronger. However, with a combination of aluminium and steel construction, you do have to keep an eye out for two different types of corrosion.
Rust affects the steel at the foot of the bulkhead, the jacking points and side members. The box sections (sills) between each wheel also fall victim to ‘tinworm’, but they’re clothed in aluminium, so any problems are difficult to see. However, if the area around the jacking points is sagging, it probably means the metal here is weak. The upper assembly for the rear suspension Watt linkage is behind the back seat, and should be examined for rot. It often hosts rot that goes unnoticed until issues are very advanced. Bumper supports are vulnerable, so are the door hinge mountings and the pedal box.
If water gets into the boot, it will start to pool, especially around the wheelarches, leading to rot. Don’t forget to lift out the spare wheel to see what lies underneath in the well. Under the bonnet, vulnerable spots are the area around the washer bottle, along with the master cylinder pedestals. Brake and clutch fluid does them little good.
Turning to the aluminium, any bubbles on the body should sound alarm bells, with the potential for an electrolytic reaction occurring with the steel underneath. It’s likely to be much worse under the surface. Such issues usually strike around the rear valance and door bottoms. Look out for filler as well, which will show up as rough areas or patches of paint in a slightly different shade. Aston Martin never used filler, unlike certain other exotic supercar manufacturers; if do come across some, it shouldn’t be there and natural body flexing may eventually cause it to crack or even fall out.
If you’re looking at a Volante, don’t forget to have a close look at the condition of the hood. If water has got in, whether through leaks or unexpected showers, it may try to escape by attacking the attacking the floorpan. The rear section of the cabin is the most likely spot for this to occur.
The others – DB6 Shooting Brake and Volante
The Aston Martin DB6 was already a piece that drifted away from the all-fun no comfort philosophy that Aston Martin had until the DB5. The new model would provide a more comfortable interior for the driver, passengers, and most importantly provide more space. Somehow though this was not enough for coachbuilders in the UK, with a few further steps taken.
Six examples of the car were transformed by coachbuilder Harold Radford from coupes to shooting brake designs back in the early 60s. Why would anyone need such a thing? Apparently, one of the customers that requested such a design was Middleton George Train. With deep pockets and connections, Mr. Train wished for a car that would provide a jaw-dropping design while also be spacious enough to match his two hobbies: golf and duck hunting. After all, golf bags and duck hunting rifles take quite a bit of space, and thus the elongated boot would serve its purpose with confidence. And if that wasn’t enough, Harold Radford added a roof rack just for good measure.
In 1966, Aston Martin introduced a convertible body style for the DB6. Named Volante (Italian for flying), the car followed the tradition of convertibles built on the previous DB5 and DB4 platforms. A total of 140 DB6 Volante units were built, 29 of which featured the high-performance Vantage trim. As of today, the Vantage Volante is one of the most sought-after models by collectors.
Фотогалерея Aston Martin DB6
Aston Martin в Санкт-Петербурге
- Автосалоны Aston Martin в Санкт-Петербурге
- Автозапчасти Aston Martin в Санкт-Петербурге
- Автосервисы Aston Martin в Санкт-Петербурге
- Авторазборки Aston Martin в Санкт-Петербурге
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Рекомендации
Л. А. Манваринг, Книга обозревателя автомобилей (12-е изд., 1966), карточка каталога Библиотеки Конгресса 62-9807, стр. 41-43.
- Кардью, Бэзил (1966). Ежедневный экспресс-обзор автосалона 1966 года. Лондон: Beaverbrook Newspapers Ltd.
- Л. А. Манваринг, Книга обозревателя автомобилей (12-е изд., 1966) перечисляет снаряженная масса (который включает заправленный топливом, охлаждающую жидкость и масло) как 3250 фунтов
- Крис Харви и Oxford Illustrated Press, Ltd, Aston Martin и Lagonda, глава VI, стр. 73, ISBN 978-0-902280-68-7
- Крис Харви и Oxford Illustrated Press, Ltd, , Астон Мартин и Лагонда, 1979; Глава VI, стр. 70–75,
- К. Харви и TOI Press, Ltd, Aston Martin и Lagonda, глава VI, стр. 69,
- К. Харви, TOI Press, Ltd, Aston Martin and Lagonda, Глава III, стр. 27,
- Крис Харви и другие Астон Мартин и Лагонда, Глава VI, стр. 72
- Книга автомобилей обозревателя, пятнадцатое издание, 1969 г., стр.
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Suspension, steering and brakes
The front suspension trailing arms mountings should be checked from underneath, as rust can cause them to detach. Other possible problems are the sockets where the rear arms of the lower front wishbones attach, as well as deteriorated steering rack straps. Its rubber mountings bushes also go; excess movement between the chassis and the rack when driving points to this.
In general, a DB6’s steering should be sharp with little play. Excessive wander is likely to be worn suspension bushes. Dodgy trailing arm bushes will reveal themselves if you reverse the car quickly and the tail lifts. But it could also be that the Watt linkage to the axle is working loose. Either way, further investigation will be necessary.
Interior and trim
Don’t expect a tired interior to be cheap to rectify; putting right flaws with the Connolly leather interior will cost many thousands, although it does wear well when properly cared for. Some patina can be a welcome sight, like a well-established traditional gentleman’s club.
If fitted, try the air conditioning, along with all the switches. While they’re not that prone to wearing out, some of them can be difficult to source.
Make sure you try the electric windows as well, as they’re not known for their reliability. If they go up and down only slowly, it suggests that the motors are failing.
As previously mentioned, you should also have a look around the driver’s pedal cluster for signs of rust setting in.
Технические характеристики
С технической точки зрения почти ничего не изменилось по сравнению с предыдущим DB5, кроме более длинной колесной базы; Рядный 6-цилиндровый двигатель объемом 4,0 л с тремя карбюраторами SU конструкции Тадека Марека остался прежним. В базовой версии он выдавал 282 л.с. при 5500 об/мин; эта мощность увеличилась примерно до 325 л.с. (при 5750 об / мин) в более спортивном варианте Vantage с более высокой степенью сжатия.
Передняя подвеска независимая, оснащена двойными поперечными рычагами, винтовыми пружинами, телескопическими гидравлическими амортизаторами и стабилизатором поперечной устойчивости. Задняя подвеска Salisbury с жесткой осью , параллелограммом Уатта , продольными шатунами и стабилизатором поперечной устойчивости, наконец , оснащена регулируемыми рычажными амортизаторами Armstrong Selectaride 2 калибра . Тормозная система осталась 4-дисковой двухконтурной с сервоприводом Girling .
Шины 8,15×15 устанавливались на 72-спицевые колеса с центральной фиксирующей гайкой.
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Triple carb engine
While strolling around the DB6 you may find your gaze centered towards the elongated bonnet. Pop the hood (be careful, as it’s hinged on the headlight-side, not the windscreen) and behold the beauty of the DB6 engine.
The DOHC six-cylinder engine found inside the DB6 can trace its roots all the way to W.O. Bentley. The engine was redesigned by Polish engineer Tadek Marek, known for his heavy contribution to the Aston Martin engines.
It featured the same 4-liter block found on the DB5, complimented by three SU carburetors. This was all in standard configuration. The upper trim called Vantage was offered with 3X Webber 45 DCOE carbs. The side-draft carburetors and the improved camshaft allowed the engine to go from the base 282hp at 5500rpm to 325hp.
USABILITY, RELIABILITY AND SUSTAINABILITY COME TOGETHER IN THE LUNAZ ASTON MARTIN DB6
each electrified aston martin DB6 by lunaz will undergo an exhaustive bare-metal restoration and re-engineering process. this means clients are presented with a concourse-level vehicle that addresses the key requirements of usability, reliability and sustainability.
driveability is ensured through the up-rating of brakes, suspension and steering while interior comfort and convenience is brought up to modern standards through the provision of air conditioning and the sensitive integration of the latest infotainment, navigation systems and full Wi-Fi connectivity.
each car goes through a bare-metal restoration and re-engineering process
внешние ссылки
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Хронология дорожных автомобилей Aston Martin Lagonda , с 1948 г. по настоящее время |
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| Тип | 1940-е годы | 1950-е годы | 1960-е | 1970-е | 1980-е годы | 1990-е годы | 2000-е | 2010-е | 2020-е годы | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 8 | 9 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 1 |
| Владелец | Дэвид Браун | Уильям Уилсон | Минден и Спраг | Виктор Гаунтлетт и др. | Форд | Независимый консорциум | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Городской Автомобиль | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Роскошный Автомобиль | Rapide | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 2,6 л | 3 л | Rapide | Лагонда | Тараф | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Гранд Турер | DB4 | DB5 и Volante | DBS и Vantage | V8 Vantage | Vantage | Vantage | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| DB1 | DB2 | DB2 / 4 и MKIII | DB6 | DB7 | DB9 и | DB11 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| DBS V8 и AM V8 | V8 Virage | V8 | Победить | DBS V12 | Победить | DBS Superleggera | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Ограниченное производство | Один-77 | Вулкан | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| DB4 Zagato | V8 Zagato | DB7 Zagato | БД AR1 | V12 Zagato | DBS / DB9 / Вираж Загато | Победить Загато | DBS GT Zagato | Валькирия | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Валгалла | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Спортивный прототип | V12 Speedster | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Внедорожник | DBX | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Концепт-кар |
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| Цветовой код |
Значок Aston Martin |
THE ASTON MARTIN DB6, ONE OF THE WORLD’S MOST BEAUTIFUL CARS, ELECTRIFIED
since 2018, lunaz has been restoring, re-engineering and electrifying some of the world’s most beautiful cars. continuing to further the legacy of these classics, lunaz has unveiled an electrified aston martin DB6. one of the most celebrated cars in british history, this aston martin joins the likes of the world’s first and only electric rolls-royce, bentley, range rover and jaguar sportscar models.
‘the introduction of electric aston martin DB6 cars has been driven by sustained demand from our existing clients,’ said david lorenz, founder and CEO, lunaz group. ‘it also reflects the desires of an entirely new classic car buyer. these women and men have been drawn to lunaz because for the first time they are presented with the powertrain and modern conveniences of today, clothed in a design that speaks of an era when aesthetic purity was the only requirement.’
images courtesy of lunaz