Tag: aston martin db9

The forgotten one

On By ChristofferIn News, The Dream Garage, The Thrill of OwningLeave a comment

Life as a motor journalist can’t be easy. Depending on what you write or say your audience often finds you biased, and if you don’t love the car you’re reporting on, manufacturers won’t like you very much, putting at risk your future access to their cars. An example of the former are my own feelings as someone who reads motor press from different countries. I can’t remember a single sports car test in Germany’s most important car magazine Auto Motor & Sport where a German car didn’t come out on top. And British Evo, the magazine whose tagline this blog takes its name from, had a period about a year ago where there would be a McLaren in every single issue. Literally. You wouldn’t think you could ever tire of McLaren, but Evo at the time proved you wrong.

An example of criticism not going down well with manufacturers also comes from Evo, who at the introduction of the Aston Martin DB9 had the audacity to picture it on the front of the magazine against a title that read “Why the DB9 it fails its toughest test”. The journalists in question were actually summoned up to Aston HQ in Gaydon and basically told they were wrong. It didn’t jeopardise their future access to Aston cars in any way, but they’ve testified to this not being a very pleasant experience…

Not a cover that made people happy at Aston HQ…

The DB9 may have failed the ultimate test in Evo’s eyes, but it was certainly the car that put Aston on the map for a larger public than had previously been the case. As one of the most beautiful modern sports cars ever, it was built for all of twelve years until 2016 with various updates along the way. And just as the DB9 was not an update to the DB7 but very much a new car, the same was true in 2017 when its successor, the DB11, was introduced. And so we’ve finally arrived at this week’s topic. You see, the DB11 is officially a failure, and even Aston will tell you that. Underneath however it’s a pretty good 2+2 GT car, which today is somewhat of a bargain. Let’s look at why it’s worth considering!

Many DB11’s are two-tone to help enhance the design

When it was introduced at the Geneva Auto Show in 2016, the DB11 received a lot of praise for its looks and was seen as a worthy successor to the DB9. Relatively quickly however, it became clear that not everyone was convinced by the design that remains quite decisive to this day. Personally I find the DB11 stunning and far better live than in pictures. Especially the rear sets the car apart from anything else in a positive way and as a 2+2 GT, I find it one of the best looking cars out there. And by the way, 2+2 is exactly what it says, with the rear seats meant for luggage or rather small children.

Turning the key certainly doesn’t make matters worse. Initially the DB11 was offered not with Aston’s 5.9 litre V12 from the DB9, but rather with a new 5.2 litre twin-turbo V12 developed in-house and producing slightly more than 600 hp. A year later Aston used its by now well established relationship with Mercedes-AMG to complement the V12 with the well-known, double-turbo V8 offered in various AMG models. The V8 delivered around 100 hp less than the V12 but with almost the same torque, and with more than 100 kg less weight on the front axle.

Cosy, but also far more spacious than a DB9!

The concept the DB9 and various other Astons up until the DB11 were built around was referred to as VH (Vertical Horizontal), a name that basically doesn’t tell you anything unless you’re an Aston engineer. We won’t dwell on it here but the construction carried with it that both the DB9 and other cars, especially the DBS, were very stiff and not very pleasant on longer rides. Given their character as GT more than sports cars, this wasn’t ideal. The DB11 doesn’t take the VH concept further and is built on a new chassis, bringing far more comfort than its predecessors. It carries over to the cabin which has the right amount of leather for an Aston, meaning a lot, and is generally a nice place to be. Its infotainment unit is the same Mercedes used in the early 2010’s pre-MBUX and is of course hopelessly dated, but it lets you connect your phone and the (optional) B&O stereo more than compensates for it. Driving-wise, most agree there isn’t much to complain about either. The DB11 doesn’t shoot the lights out and isn’t made for throwing round a track, but it does a pretty fabulous job as the GT it was built to be.

The DB11 was introduced as one of Aston’s “make or break” cars. The firm’s CEO at the time was still Andy Palmer and he felt it so important to convince buyers of the car’s qualities, and fundamental quality, that he apparently gave his personal mobile number to the first 1000 of them, telling them to call him should they have an issue. It’s unclear how many did, but what is clear is that it didn’t help much. The DB11 failed pretty spectacularly, to the point where Aston cancelled it after only 18 months of production – at least in its first version. By then, only 4200 cars had been produced. The second version that remains in production to this day is referred to as AMR (Aston Martin Racing) and saw the V12 boosted by another 30 hp. The V8 wasn’t affected by the update and has remained unchanged, but both versions will see a major review in 2023 as part of a general overhaul of Aston’s model line-up.

A far nicer front than on the current Vantage!

DB11’s today start around EUR 100′ for both versions, meaning half or even less than half of their price as new for cars that are two-three years old. I’ve written lately about cars preserving their value in today’s market, but this is clearly not one of them. Until now that is, because we may just have hit the bottom in terms of resale values here. If you like the looks (and how could you not?!?) and are in the market for a 2+2, EUR 100′ for a V8 or V12 Aston is really quite attractive. Between the two I’d go for the V8 given it produces the same torque and drives better given far less weight on the front axle. It’s also an engine that is tried and tested throughout in various AMG cars. There is however a reason to look at the first version of the V12 given only 4200 few were built. When the AMR update was introduced, CEO Andy Palmer referred to the pre-AMR cars as future collectibles. I’m not sure about that, but I’m quite sure that EUR 100′ is a pretty attractive entry ticket for one of those, collectible or not. The DB11 is a fabulous car that you don’t see on every corner, and the downside from here is certainly far more limited!

It’s Aston time!

On By ChristofferIn The Dream Garage, The Thrill of Owning1 Comment

If you were to ask a random bunch of people what they thought was the most beautiful car over the last two decades, I’m quite sure Aston Martin would get a lot of votes. Starting with the DB9 in 2004, following on with the V8 Vantage in 2006, and then the Vanquish in 2012 (that Sven fell in love with in an old post in Swedish that you can read here), we’ve been spoiled with beautiful cars coming out of the factory in Gaydon. The head designer at the time Henrik Fisker, who’s also been featured previously on this blog as we’ve written about the Karma, can take credit for most of these, even if he didn’t fully design the DB9, rather finishing off the car that was done by Ian Callum.

Aston Martin DB9 – it doesn’t get much better

The thing is though, Astons have not only looked expensive – they have been so as well. Until now. Because as we speak, around EUR 40.000 will get you a low-mileage V8 Vantage, or for that matter a DB9. That is pretty much a steal, especially in the case of the DB9 which was considerably more expensive than the V8 when it was new. I strongly doubt good, relatively low-mileage cars will get much cheaper over the coming years.

Let’s first settle the fact that although both exist both with and without roof (the V8 is then called the Roadster, the DB9 the Volante), the design only fully comes into its right in coupe form. The fixed roof also saves around 100 kg (meaning around 1600 kg for the V8 and 100 more for the DB9) and means there are fewer parts that can break – not unimportant when you’re talking about a hand-built British sports car, as we’ll come back to later.

…or maybe it does, just slightly, in the shape of the V8 Vantage…

The DB9, as a 2+2 seater, is around 30 cm longer. To me the V8 looks nicer, more compact, with better proportions. And given the back seats cannot by anything but very small children anyway (and by the time you buy an Aston, they will be too big anyway…), there’s little reason to choose the DB9 for them. There is however a very big reason to choose the DB9, and that is of course the fabulous, 6-litre, naturally aspirated V12 from the (old) Vanquish, developing around 450-520 hp depending on construction year. The V8 in the Vantage developed around 380 hp as 4.3-litre, and around 420 hp after 2008 as 4.7-litre (in later years there was also a V12 Vantage, but that’s at a very different price point today). Most will agree that power is thus plentiful in both cases, as is the sound, both with 8 and 12 cylinders.

Oh yes!

Both cars were reworked in 2008, meaning more power but also improved build quality, and some slight design quirks. With some luck you can squeeze in a post-2008 car to the EUR 40.000 budget, or stretch it a bit, in which case it’s probably a good decision.

So what’s the downside? Certainly not the engines, that have a solid reputation even in higher mileage cars, as long as they’ve been properly serviced. The interior has aged less well than the timeless exterior design and should be inspected carefully. Unfortunately, there’s also been quite a few quality issues with everything from the slightly upward-opening swan doors, to – many – electrical issues. Therefore, having a specialist inspect the car you’ve just fallen in love with might be one of your better decisions in life. And then there are of course the running costs, and the insurance, and… But then again, if you’re looking for cheap car to own, an Aston shouldn’t be on your list in the first place.

A V8, here in manual version.

Both the DB9 and the Vantage had long runs and large production numbers in Aston terms. The DB9 was replaced by the DB11 in 2016, the V8 Vantage was produced a year longer. Something like 17.500 DB9’s were produced in total and around 22.000 V8 Vantages (exact numbers seem impossible to find!).

To me an Aston is in a class of its own. The “baby” Aston V8 Vantage was discussed as a 911 alternative when it was launched but I think that misses the point. The 911 (at this price point typically a low-mileage 997, or slightly cheaper as a 996 4S) will objectively always be the better car, but you see one on every corner. How many Astons did you see this week? It’s a rare thing of beauty and a traditional driver’s GT car. It’s actually a car where performance is secondary (but not the engine noise!), since its more about the feel, the sound, the whole experience. Personally I would go for a post-2008 V8. But if you want nothing but the best it can only be the V12 DB9. Because a naturally aspirated V12 can never be wrong!

The Thrill of Owning… a 12-cylinder GT coupé!

On By ChristofferIn News, The Thrill of Owning1 Comment

A few months ago I wrote a short laud to the mechanical twelve-cylinder, which much like one of those friendly, vegetarian dinosaurs is heading towards rapid extinction.

Having given the matter some thought during the long and mostly sunny summer (isn’t that what summer is for?) and done some quick market research, it struck me that the damage is probably even greater; beyond not only the mechanical 12-cylinder but most probably any modern 8- or 12-cylinder engine that won’t pass modern emission standards (and that cannot be cheated with as easy as a VW diesel engine), it is a whole car segment that risks dying; that of the elegant, powerful, luxurious and highly desireable GT coupé. This is a car type that was never associated with strollers, Ikea furniture or skiboxes, but rather with leather bags for two, sunshine and magnificent drives in company of a lovely lady along the Grand Corniche in southern France. And importantly, unlike the flashy convertible, the true coupé is always be understated. If that is not a type of car worth preserving, then I don’t know what is!

Bentley-Continental-GT-V8-S-coupe
When the road is the goal…

The German magazine “Auto, Motor & Sport” a few years ago did a survey among readers on whether GT coupés fit the description in the above paragraph, or are rather meaningless, ugly and unpractical. Luckily 91% seem to love GT’s, which is some consolation. I would also think this is an interest helped by… a slightly maturing age. Sure, an Elise is a true driver’s car, but it’s also one that leaks water, kills your spine and lacks any form of practicality. Not so the GT, which will transport you in utter comfort anywhere you want, always in sublime comfort and with sufficient room for your weekend bags, and without messing up the little hair you have left. The kind of thing you start appreciating after a certain age!

The really great thing, and the reason for this post, is the fact that many of those true GT coupés with large engines have seen massive depreciation in spite of often having quite low mileage and a perfect ownership and servicing history. This is probably because those who had the money to buy them as new were, you guessed it, a bit older, and typically haven’t driven them that much. So if they were beyond your means as new, they are not any longer, in spite of not being more than 7-10 years old.

You could obviously define this segment in many different ways, but to stick to the theme of 12-cylinders and illustrate the point, I have chosen three fantastic coupés that cost somewhere around EUR 200′-250′ when they were new and have today dropped to EUR 40′-50′ with 50.000 – 100.000 kms on the clock, thus offering an extreme value for money. Whether they will depreciate further time will tell (but as we all know, when the offer is reduced, the price tends to go up…), but already at today’s prices, it is difficult to find better – and more stylish! – bang for your buck.

  • Bentley Continental GT: the car that made Bentley a mass brand (at least if you live in Zurich) was launched in 2004 and features the same VW W12 engine as the top version of the VW Phaeton at the time. In the Continental it develops a healthy 560 Hp and 650 Nm of torque, and has the additional benefit of being four-wheel drive. Contintentals are today in amply supply from EUR 40.000 for 1-2-owner cars.

2013_bentley_continental_gt_speed_71_1920x1080

  • Aston Martin DB9: launched in the same year as the Bentley, the utterly beautiful DB9 (which was co-designed by Henrik Fisker) has a 12-cylinder engine producing 457 hp, so less than the Continental, but then at 1800 kg the car also weights half a ton less. They can today be bought for around EUR 50.000, often with less than 50.000 kms on the clock.

Aston-Martin-db9-61-1024x576

  • Mercedes-Benz CL 600 and CL 65 AMG: the C216 CL-series was produced from 2006 to 2010, and both the 600 and the Überhammer CL 65 AMG, one of the most potent machines ever built by the guys in Affalterbach, was launched the first year and feature the same V12 engine which in the AMG version develops 612 hp, 100 hp more than the 600. At 1000 Nm, the torque of the AMG car is almost absurd, and just for the fun of it, the CL 65 does not have four-wheel drive, so that’s 500 Nm of torque per rear wheel… Still, this is a coupé on the S-class chassis, so comfort and refinement are sublime in both versions. Both the CL 600 and CL 65 AMG are a bit more difficult to find, but prices today start at around EUR 50.000, for both, again with less than 100.000 kms on the clock. If you are going to be unreasonable, why not be so all the way and go for the AMG version…

mercedes-benz-cl-65-amg-04

The enormous depreciation these and other GT’s have seen have the additional benefit of leaving you just enough money to afford running them – and especially for the CL 65 AMG, for buying a few sets of rear wheels per year… The purchase price may be comparable to a new Opel, the running costs are certainly not. But then again, grooming your image was never for free!