Description
A very smart example of the Aston Martin that bridged the gap between the six-cylinder cars of the Sixties and the V8s of the Seventies, presented with lots of history testifying to a great deal of expenditure over the years
In 1967, Aston Martin launched the car that steered it away from its previous Carrozzeria Touring-penned cars, which had begun with the DB4 and 1958 and evolved into the DB5 and DB6. The DBS unveiled to the press at Blenheim Palace in September 1967 was originally going to be called the DB7 (so much so that DB7 badges were actually produced) but its more modern ‘clean sheet’ design prompted a rethink. Thus it was christened the DBS instead. Responsible for its muscular, purposeful looks was William Towns, who had joined Aston Martin as a seat designer but whose car proposals obviously impressed Aston Martin’s top brass more than the competing ones from Touring. Much wider than the previous DB6, but also lower and shorter, it took some of its styling inspiration from the Ford Mustang.
Also like the Mustang, the DBS was intended to sport a V8 engine, which Aston Martin had been developing since 1963. However, it wasn’t ready in time for the debut of the DBS and so the new Aston was initially fitted with the same 3995cc six-cylinder 292bhp unit of the DB6. As the DBS was a heavier machine, this blunted its outright performance. The more powerful Vantage variant, as here, addressed this by having triple Weber carburettors in place of the standard SUs, to boost power to 325bhp.
After the DBS belatedly got a V8 engine in 1969, the six-cylinder incarnations continued through to 1972, with 787 examples produced overall. Of these, only around 300 were the more powerful Vantage versions, making this a rare bird even among Astons.
Our stunning Fiesta Red manual transmission example was originally registered on Bonfire Night 1970, which must have made that particular 5 November one for its new owner to remember. The original green logbook, which is in the history file, shows five owners through to 1973 (albeit with two of them appearing to be the same company). The current V5C shows five keepers. During its life, the DBS has had over £100, 000 spent on it, which must have included some restoration work as, even though its odometer shows just 55, 125 miles, it is in remarkable order for a 54-year-old car, even one very well looked after. The interior looks refreshingly original though, with its leather having the warm and inviting patina that you just don’t get with hide that has been Connolised.
On the outside, the Fiesta Red paint is still vibrant and consistent in shade; there’s no hint of the UV fading that can often afflict scarlet cars. It’s free from any significant marks or blemishes and the panel gaps are tight and consistent across the body. The black-painted front valance under the bumper often deteriorates with age, but here there’s no corrosion, just a few random (and inevitable) stonechips. All the brightwork is sparkling and free from tarnishing or rust, and the same is true of the wire wheels. There’s no scraping on the rims and all the spokes are tight; just one of the hub spinners exhibits minor scratching. Tyres are Avon 205 R15 07H radials, with no cracking of the sidewalls and plenty of tread left. Underneath, the car has been undersealed, and even the chassis bolts are managing to resist corrosion. A stainless steel exhaust is fitted.
The original interior is well-preserved. The instrument panel, which apes the shape of the front grille, contains a comprehensive set of gauges, all of which are functioning as they should (with the oil pressure gauge showing a healthy reading). A modern Alpine stereo with CD player and USB input is fitted, but for those who want something a little more period-appropriate, the original Radiomobile Stereo 8 radio and eight-track player comes with the car, complete with a couple of ABBA cartridges and a Music Explosion compilation of Seventies hits plus a head cleaning tape. Ideal if you really want to immerse yourself in the music of the decade in which the DBS was born, although the Radiomobile is untested. Aside from the Alpine radio, everything else is as standard. New carpets look to have been fitted at some point however; either that or very few people have ever got in this car with wet or muddy shoes. The boot area is also clean and tidy, with the battery and spare wheel retaining their covers. There’s a tool roll as well, albeit missing a few items.
Under the bonnet, the engine bay hasn’t been over-detailed. It’s a working environment but still looks presentable enough to show off at events. The chassis and engine number plate is in place, as are the three Weber 45 DCOE 9 carburettors that gave the Vantage its extra horses compared to standard DBSs. The air filter looks brand new, while all fluids are at the correct levels and clean. There’s no sign of any leaks.
The DBS drives as it should. It starts easily from cold and idles smoothly and steadily once warm, with no indication of overheating. The five-speed ZF gearbox displays the usual characteristic of being somewhat sluggish through its ratios until hot, but once there, all gears are easy to select, with a slick movement. As heavy as the DBS is, the Vantage engine delivers rapid and exhilarating acceleration with no missing or hesitation. The brakes do their job equally well; progressive enough to gently bleed off speed at normal speeds, but with enough bite when required to bring the Aston to a quick and controlled halt from much higher velocities. The driving experience is still exactly as Newport Pagnell intended, despite the package of five decades.
Accompanying the DBS is a file of paperwork that includes the V5C, original green logbook, many invoices and the owner’s handbook. Please note that the private registration number shown in the photos won’t be part of the sale.
This is a fine specimen of one of Aston Martin’s last six-cylinder models – well, until the much later DB7, that is. In its bright Fiesta Red, it’s a radiant and show-stopping example just asking to be driven and enjoyed.
