2013 Aston Martin DB9 5.9L Petrol · CD10 AAA

The most recent MOT on 5 June 2026 recorded a pass, but it was accompanied by three advisories – thin nearside front brake pads, an under‑tray that prevents a full visual inspection and a slightly damaged outer shoulder on the off‑side front tyre. Earlier in the same month the car failed a test on 1 June 2026 for dangerous rear tyre tread depths, a major parking‑brake efficiency shortfall and excessive binding on the nearside rear service brake, together with the same front‑pad advisory. Prior to that the vehicle recorded a clean pass in May 2025, a failure in May 2025 for fractured front coil springs and ineffective wipers, and another clean pass in May 2024. The pattern shows a recent improvement – the vehicle has moved from outright failures to a passing result – yet several recurring issues remain unresolved, indicating that the maintenance trend is only partially stabilised and further remedial work is advisable. At 104,935 miles the DB9 has averaged roughly 8,000 miles per year over its thirteen‑year life, a usage rate that sits comfortably within normal expectations for a low‑volume sports coupé. The relatively modest annual mileage suggests periods of light use or extended storage, which can be as consequential as high mileage because rubber compounds age, metal components can seize and corrosion may develop on hidden chassis areas. Consequently, while the mileage does not point to accelerated wear of major wear items, the age of the vehicle means that time‑related degradation must be examined alongside the recorded miles. Prospective buyers should give particular attention to the brake system. The nearside front pads are already thin and will need replacement soon; listen for any squeal or pedal pulsation that may indicate glazed pads or uneven wear. The rear service brake binding noted in the June 2026 failure can manifest as a dragging sensation, uneven rear braking feel or a noticeable pull when applying the brakes – a thorough inspection of the rear caliper pistons, brake lines and parking‑brake mechanism is essential, and the parking‑brake efficiency issue should be verified and corrected. The fractured front coil springs recorded in 2025 are a serious suspension concern; any clunking, excessive bounce or uneven ride height may reveal that the springs have not been properly replaced or that associated bushings are now compromised. Because an under‑tray was fitted, request removal or a detailed inspection beneath the chassis to rule out corrosion, cracked mounting points or hidden fluid leaks that could affect structural integrity. Even if the brake and suspension items are addressed, age‑related checks remain vital. Verify that both front tyres have sufficient tread (minimum 1.6 mm) and inspect the sidewalls for cracking, especially on the off‑side front tyre that was noted as perishing; tyre rubber can deteriorate after ten years regardless of mileage. Confirm that the wipers now clear the windscreen effectively and that the blades are not hardened, as the 2025 failure suggests they may have been replaced but could be nearing the end of their service life. Examine the battery for sulphation and test its cranking voltage, as a twelve‑volt unit in a 2013 vehicle often requires replacement after eight to ten years. Finally, inspect all fluid levels – engine oil, gearbox oil, brake fluid and coolant – and look for any signs of leakage or discolouration, remembering that many fluids degrade on a calendar basis and should be refreshed at regular intervals even on a low‑mileage car. A comprehensive test drive that includes gentle acceleration, steady cruising, braking, and a short high‑speed run will help reveal any lingering vibration, exhaust smoke, or steering irregularities before finalising the purchase.