Launched in late 1994, Aston Martin's stylish DB7 Coupe was powered by a Jaguar-derived engine and built on a platform originally conceived as an evolution of the Jaguar XJS. Some Jaguar parts were employed, but the DB7 was a unique design styled by Ian Callum - and the bespoke 3,228cc straight-six engine used an Eaton supercharger for 340hp.
Continual tinkering throughout the model's lifetime meant that no two cars are alike - the DB7 was subjected to a bewildering array of changes to engines, bodywork, electronic systems and suspension components. And with all manner of factory options available to those with the money to pay, potential buyers need to appreciate the quirky charms of this unique Aston Martin.
As you would expect with such an exclusive neo-classic performance model the running costs are high. Your DB7 will need regular servicing - cutting corners in this department is not advised - whilst general maintenance and fuel costs soon add up. Buying a DB7 at the bottom end of the market is a false economy.
The DB7 and its relatives were the only Aston Martins produced in Bloxham, and the only ones with a steel unit construction. 1996 saw the launch of the DB7 Volante (convertible) model and the difficult-to-repair composite bonnet was replaced with a more conventional steel item. Airbags, longer front-seat cushions, revised instruments and switchgear also arrived in mid-1996.
In 1999, the more powerful DB7 V12 Vantage was introduced at the Geneva Motor Show, in both Coupe and Volante forms. Its 5,935cc V12 engine produced 426hp and helped raise the DB7's top speed substantially, from 165mph to 185mph. With better interior detailing and a wider pedal box, six-speed manual and five-speed auto transmissions were now available.
Sales of the six-cylinder models soon slumped and production of these ceased altogether in 2000. Aston Martin released new GT and GTA variants in 2002, with the manual GT producing 441hp. These models also boasted improved aerodynamics, bonnet vents, a mesh front grille, shorter gearing for the six-speed transmission, a revised suspension and Brembo brakes. When DB7 production finally ceased, more than 7,000 cars of all models had been sold - securing Aston Martin's future into the 21st century.
Prospective buyers must be prepared to keep on top of all potential problems as soon as they occur, and when it comes to buying a good DB7 - provenance is the key. Owning a cherished, low-mileage example can be a dream, but neglected cars will almost invariably be big trouble.
- Any original composite bodywork panels (nose cone, bonnet, front wings and bootlid) need to be closely inspected - replacements from Aston Martin are expensive
- Check the air-conditioning for leaks and make sure that the electric windows operate properly
- If the boot is accidentally left open by the factory alarm system the internal light comes on and this can lead to a flat battery
- Replacement windscreens must be installed perfectly - a misaligned plastic scuttle trim can let water into the cabin. The Volante's fabric roof is built to last, but the rear three-quarter panel is susceptible to wear
- Leather and wood trim last well, but do look carefully for any cracks, splits or staining that might be pricey to rectify
- Rust does affect DB7s, especially later cars which were not as well rust-proofed as the earlier models. the jacking points, front bulkhead, floorpan, wheelarches and radius arm mounts are all likely spots
- The original 3.2-litre six-cylinder engine came with an optional Driving Dynamics pack including a modified exhaust and a larger intercooler; cars with these modifications should display a 'Works Prepared' badge
- Early differentials and manual gearboxes on six-cylinder models can be noisy - some were changed under warranty
- Look out for cracked exhaust manifolds, and any rattles from the timing chain suggest the tensioners need replacing; the rear axle, gearbox and differential will need their oil changing every 30,000 miles
- V12 engines and transmissions are very reliable but can misfire if the no. 12 coil packs have started to break down
- DB7 steering systems have suffered very few issues - but still check for leaks
- OE suspension bushes are pretty durable but will eventually perish with age
- The suspension components on V12s are more likely to rust than sixes, check the rear chassis legs and radius arm mounts in particular
- Factory alloys are especially prone to kerbing damage and the lacquer can also peel; check out the tyre-wear pattern - DB7s are very sensitive to incorrect alignment
- Very early DB7s had unusually large hubcaps covering much of the wheels, but most owners have removed them
- OE brakes on all models seem to be reliable - make sure there is plenty of life left in the pads
ASTON MARTIN DB7 (1993 SIX-CYLINDER)
Engine: 3,228cc, 6-cyl supercharged
Transmission: 5-speed manual/4-speed auto
Power (hp): 340@5,500rpm
Torque (lb ft): 368@3,000rpm
0-60mph: 5.8sec
Top speed: 165mph (manual Coupe)
MPG: 19.0 (NEDC combined)
CO2: 349/369g/km
Yours for: £21,995 to £45,995
ASTON MARTIN DB7 (1999 V12 VANTAGE)
Engine: 5,935cc V12
Transmission: 6-speed manual/5-speed auto
Power (hp): 426@6,000rpm
Torque (lb ft): 400@5,000rpm
0-60mph: 5.0sec
Top speed: 185mph
MPG: 11-14 (NEDC combined)
CO2: 469 to 476g/km
Yours for: £24,995 to £49,995
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