Rare Rides: A Trio of 1965 Aston Martin DB5s, a Complete Collection

Corey Lewis
by Corey Lewis

We’ve featured several Aston Martins on Rare Rides previously, but have never covered its most recognizable car: the DB5. Designed in Italy, the DB5 was an instant collector’s item when it starred as James Bond’s ride in Goldfinger.

Today’s collection includes all three different DB5 body styles, each rarer than the last.

First some basics. The DB5 was the successor to the DB4, a 2+2 produced between 1958 and 1963. The DB4 was designed by Carrozzeria Touring (a name we’ve heard before), a firm that worked frequently with Aston Martin in the Fifties and Sixties. Thus when the DB4 needed replacement, design work was handed to Touring once again. The new DB5 took the principles established in the DB4 and enhanced them: The design was familiar to Aston customers but more modern, as it implemented a more sweeping look than the DB4.

Underneath the DB5 used the same wheelbase as the DB4 but had a slightly longer overall length. The DB5 used an aluminum inline-six of 4.0 liters, sized up from the 3.7 found in the majority of DB4 examples. At the end of the DB4’s run, a few high-po versions used the 4.0. Depending on the year, the DB5 was good for between 282 and 325 horsepower, the latter figure available only in the Vantage version with its triple Weber carbs. Those carbs meant the Vantage coupe made its sprint to 60 in 6.5 seconds. The manual transmission here had five forward speeds and was from ZF, and there was an optional three-speed auto from BorgWarner.

The DB5 had a short life and was only in production from 1963 to 1965. During that time, Aston produced a low 1,059 total examples. The company moved on to the similar-looking DB6, which had a longer production life from 1965 to 1970.

Of the small overall number of DB5s, the vast majority were coupes. Aston also built a convertible version during most of the DB5’s run, a design also penned by Touring. With a much lower take rate, only 123 convertibles were produced. At the very end of DB5 production, Aston adopted the Volante name for the DB5 convertible and continues the use of that term today.

But the rarest DB5 was the shooting brake version. Limited to a prototype for company owner David Brown, Aston never officially produced any wagon-like DB5s. Instead, the shooting brakes were built by British coach firm Harold Radford. A custom-order type car, the shooting brakes were built only after a customer came to Aston Martin with interest. Total number built: 11.

Today’s DB5 collection is a special one. Three DB5s, one of each body style were gathered by a dedicated owner. Notably, each is of the high-powered Vantage variety. A coupe in classic silver, shooting brake in a misty green, and Volante in light blue. The seller mentions the shooting brake is especially unique, in that it’s the singular example in Vantage guise. The ask is $5.67 million, in case you were wondering.

H/t to commenter FreedMike for pointing out today’s collection.

[Images: YouTube via seller]

Corey Lewis
Corey Lewis

Interested in lots of cars and their various historical contexts. Started writing articles for TTAC in late 2016, when my first posts were QOTDs. From there I started a few new series like Rare Rides, Buy/Drive/Burn, Abandoned History, and most recently Rare Rides Icons. Operating from a home base in Cincinnati, Ohio, a relative auto journalist dead zone. Many of my articles are prompted by something I'll see on social media that sparks my interest and causes me to research. Finding articles and information from the early days of the internet and beyond that covers the little details lost to time: trim packages, color and wheel choices, interior fabrics. Beyond those, I'm fascinated by automotive industry experiments, both failures and successes. Lately I've taken an interest in AI, and generating "what if" type images for car models long dead. Reincarnating a modern Toyota Paseo, Lincoln Mark IX, or Isuzu Trooper through a text prompt is fun. Fun to post them on Twitter too, and watch people overreact. To that end, the social media I use most is Twitter, @CoreyLewis86. I also contribute pieces for Forbes Wheels and Forbes Home.

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  • SCE to AUX SCE to AUX on Jun 08, 2021

    The price is reasonable - no joke. I just need an army of friends to go in with me.

  • NigelShiftright NigelShiftright on Jun 08, 2021

    Up till now, I always thought there was no such thing as an ugly Aston. And no such thing as an ugly 2-door station wa.., oops, I mean shooting brake. (donning kevlar) This thing is both.

  • Daniel J Until we get a significant charging infrastructure and change times get under 10 minutes, yes
  • Mike I own 2 gm 6.2 vehicles. They are great. I do buy alot of gas. However, I would not want the same vehicles if they were v6's. Jusy my opinion. I believe that manufacturers need to offer engine options for the customer. The market will speak on what the consumer wants.For example, I dont see the issue with offering a silverado with 4cyl , 6 cyl, 5.3 v8, 6.2 v8, diesel options. The manufacturer will charge accordingly.
  • Mike What percentage of people who buy plug in hybrids stop charging them daily after a few months? Also, what portion of the phev sales are due to the fact that the incentives made them a cheaper lease than the gas only model? (Im thinking of the wrangler 4xe). I wish there was a way to dig into the numbers deeper.
  • CEastwood If it wasn't for the senior property tax freeze in NJ I might complain about this raising my property taxes since most of that tax goes to the schools . I'm not totally against EVs , but since I don't drive huge miles and like to maintain my own vehicles they are not practical especially since I keep a new vehicle long term and nobody has of yet run into the cost of replacing the battery on an EV .
  • Aquaticko Problem with PHEV is that, like EVs, they still require a behavioral change over ICE/HEV cars to be worth their expense and abate emissions (whichever is your goal). Studies in the past have shown that a lot of PHEV drivers don't regularly plug-in, meaning they're just less-efficient HEVs.I'm left to wonder how big a battery a regular HEV could have without needing to be a PHEV.
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