The Aston Martin DB6 was a British grand touring motorcar introduced by Aston Martin in September 1965. The car had improved aerodynamics and specification over its predecessor, the DB5. The final DB6 was produced during the first week of January 1971, giving the model the longest production run to date of any Aston Martin model
After Aston Martin rejected proposals for a replacement for its DB5 from Touring of Milan, the decision was made to focus on their own development car, registered, 4 YMC. Wind tunnel testing, begun in February 1965, showed work was needed to counteract a tendency toward aerodynamic lift [a result of the fastback styling] causing reduced rear-wheel traction at high speeds. Final development phases relied upon DB5 chassis, suitably lengthened and titled MP 219, with rear spoiler and abbreviated Kammback tail Aston Martin previously incorporated in sports-racing prototypes. The decision was made to produce MP 219 as the Aston Martin DB6 although the prototype de Dion rear axle was rejected, Aston’s soldiering on with its well-located live-axle configuration reducing cost and complexity.
Introduced at the 1965 London Motor Show, the DB6 was notable as the first model engineered following a factory move from Feltham to Newport Pagnell. From its frontal aspect, the DB6 looked virtually identical to the DB5; the greatest difference is in both wheelbase side profile and rear panels incorporating the Kammback. The tail, combined with the relocated rear-axle and the 3.75-inch (95 mm) lengthened wheelbase, provide more stability at high speed. Though the rear-end Kamm-styled design was similar to the Ferrari 250, it did not prove popular with buyers when the DB6 was introduced, although road-tests of the day observed top speed of the Vantage model between 145 mph to 148 mph, with the intrepid John Bolster reaching his maximum two-way average of 151 mph.
Design elements include adopting front-door quarter windows, an oil-cooler air scoop low on the front valance, quarter-bumpers at each corner and overall length of the DB6 increased by approximately two inches.
Other notable changes:
? Roof line raised by two inches
? Genuinely useful leg room for rear passengers
? More steeply raked albeit taller windscreen
? Split front and rear bumpers
? Standard chrome wire wheels on bias-ply whitewall tyres [in USA market]
? Optional power steering
? Optional air conditioning
? Standard ZF five-speed manual unit and a Borg Warner or optional three speed automatic gearbox available at no extra cost
? Optional Vantage specification retaining triple side-draft Weber 45DCOE carburetors with other minor revisions raising quoted output to 325 hp
Another major change from the DB5 to DB6 was the abandonment of the full superleggera construction technique patented by coachbuilders/stylist Touring of Milan. For later DB6’s construction, the more common body-on-frame technique was used; this was primarily due to the extended rear requiring a stronger and more rigid design using folding sheet metal frames.
