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We’ve long known Aston Martin would eventually provide ultra-luxury SUV buyers with something to step up to, and thankfully the production-ready 2021 DBX simultaneously introduced at the Los Angeles…

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Aston Martin debuts 2021 DBX performance SUV in LA and China

2021 Aston Martin DBX — Say hello to the all-new Aston Martin DBX, a great looking addition to the ultra-luxury SUV category. (Photo: Aston Martin)

We’ve long known Aston Martin would eventually provide ultra-luxury SUV buyers with something to step up to, and thankfully the production-ready 2021 DBX simultaneously introduced at the Los Angeles and Guangzhou International auto shows last week (after a special private VIP preview during the 2019 U.S. Formula 1 Grand Prix in Austin, Texas earlier this month) is much better looking than the storied British luxury marque’s Lagonda Concept from the 2009 Geneva Motor Show.

To be fair, Dr. Ulrich Bez and his team were way ahead of their time with that early concept, and in retrospect its blocky frontal styling and angular LED headlamps would’ve aged reasonably well, although the ‘30s-era Lagonda de Ville Saloon-inspired narrow, near-vertical rear window and curved notchback trunklet would’ve remained controversial to this day, whereas current CEO Andy Palmer and his crew (with Bez still looking over his shoulder as nonexecutive chairman) made sure the new DBX looks appealing from front to back.

In fact, the DBX’ rear three-quarter view is quite possibly its best angle, while the front design might actually incorporate more classic Aston Martin styling cues than any other current model, or at least more than the avant garde Vantage and outrageous Valkyrie supercar. Ironically it’s the body-wide Vantage-like LED taillight treatment that helps highlight the DBX’ shapely backside, whereas the frontal design is more reminiscent of today’s DB11. Most importantly, the majority of premium crossover SUV shoppers should find the new DBX enticing.

We’re just glad the new 2021 DBX doesn’t look anything like the 2009 Lagonda SUV Concept. (Photo: Aston Martin)

Aston Martin spent five long years developing the crossover you’re looking at, but so far the time well spent has not resulted in electrification. An “E” version, along the lines of the Rapide E, is likely in the works, and was the claimed power source for the original 2015 Aston Martin DBX Concept coupe as well as the 2019 Lagonda All-Terrain Concept that wowed Geneva motor show goers back in March of this year (which was heavily inspired by the Lagonda Vision Concept introduced one year prior), the former an elevated, bulked up two-door coupe that looked nothing like today’s production version, and the latter an ultra-sleek crossover that makes us wonder if Aston is considering making Lagonda its dedicated electric brand in similar fashion to how Volvo is positioning its new Polestar division, but nonetheless we’re treated to a more potent version of the AMG-sourced 4.0-litre twin-turbo V8 that’s found in the aforementioned Vantage and the larger 2+2 DB11.

The 2015 Aston Martin DBX Concept coupe shows how Aston could expand on its DBX offerings in the future. (Photo: Aston Martin)

In DBX form the V8 puts out a substantive 542 horsepower and 516 pound-feet of torque, which is 39 more horsepower and 11 lb-ft of additional torque over both sports cars, yet its greater size and mass make it a tad slower off the line at 4.5 seconds from standstill to 100km/h, compared to 3.6 and 4.2 seconds respectively for the Vantage and DB11, while its top speed is 291 km/h (181 mph) compared 314 km/h (195 mph) and 322 km/h (200 mph), which is still mighty respectable for an SUV.

2019 Lagonda All-Terrain Concept — The Lagonda All-Terrain Concept, which debuted earlier this year, could make it to production with an all-electric drivetrain. (Photo: Aston Martin)

Aston uses a nine-speed automatic for the DBX, up one gear from both Vantage and DB11 models, while its standard Pirelli P Zeros (or optional Pirelli Scorpion Zeros or Scorpion Winters) grip tarmac (or gravel, sand, mud and snow) via standard all-wheel drive that apportions torque through electronically controlled centre and rear differentials defaulting from a 47/53 torque-split to nearly 100 percent powering the rear wheels. The rear differential joins brake-based torque vectoring to improve high-speed handling, while hill descent control aids with steep inclines, and 16-inch rotors bound by six-piston front calipers provide stopping power, important for this 2,241-kg (4,940-pound) utility.

While that might sound like a lot of weight for an Aston Martin, it’s certainly not much for a mid-size five-passenger luxury crossover SUV, the Gaydon, UK-based automaker choosing to use its extensive experience with alloys to create a wholly new bonded aluminum platform architecture. An adaptive air suspension supported by a 48-volt anti-roll system makes sure the DBX stays flat during hard charging, enhanced by six driving modes including Sport and Sport+ settings, while its standard 198 millimetres (7.8 inches) of ground clearance can be raised by 46 mm (1.8 inches) for clearing obstacles when off-road, this improved upon via Terrain and Terrain+ modes. Speaking of heading off-pavement, the new DBX is also capable of wading through 500 mm (19.7 inches) of water.

Alternatively the suspension can be lowered by about two inches to allow for an easier lift height to its 631-litre (22.3 cubic-foot) dedicated cargo hold, which can be extended via optimally divided 40/20/40 rear seatbacks to accommodate up to 1,529 litres (54 cubic feet) of life’s gear, making the DBX by far the most practical model the brand has ever produced.

While practical, it’s hardly short on luxury. The exquisite Bridge of Weir leather is painstakingly stitched together and looks the part, requiring a total of 200 hours per car. Aston chose its DB11 for front seat inspiration, carving out their backsides for more second-row knee space, and while the brand’s marketing team included a shot of the front seatbacks as seen from the rear compartment (see this image and every other photo Aston Martin provided in our comprehensive photo gallery above) it’s unfathomable to comprehend how they forgot to shoot a single photo or any video footage of the rear seating area, although from photos in Aston’s online Lifestyle Store and Accessories catalogue we were able to learn the rear seat is a three-person bench. If this wasn’t bad enough, an even a bigger oversight for a production SUV is the lack of cargo compartment photography or video, at least without dogs and/or bespoke luggage blocking the view.

The branded bags and puppy peripherals are joined by plenty of other upscale items, including small accessories like a leather key pouch, a leather umbrella strap, and a leather centre console organizer, plus bigger “Halo” upgrades like event seating (that adds a rear-facing third row for tailgate parties), a leather upholstered hamper, or a similarly finished field sports cabinet.

The DBX accessories list also includes less pricey items such as customized saddle bags that attach to the folding second-row centre armrest, rear outboard “comfort” leather headrest pads, a black leather child safety seat (that may be available in tan leather too), a heated ski boot bag, adjustable roof rail cross-members, lockable roof-mounted storage, top-mounted and rear-mounted bike racks, a leather and fabric flip-out rear bumper protector (designed so dogs won’t scratch up the rear bumper while jumping onboard), a dog partition, a dog washer (complete with a hose), and a roll-up leather and grey cloth doggy bed for two, albeit thus far no puppies are being offered.

Some standard features include 22-inch alloy wheels, frameless windows, separate armrests for front occupants, ambient interior lighting with the choice of 64 different colours, and a large panoramic glass sunroof that adds an airy ambience overhead, while if you’re concerned Aston’s beautiful handiwork might fade from too much overhead light, a sunshade can be powered forward to darken the mood, this available in Alcantara to match an equally suede-like optional headliner.

High-grade leathers and Alcantara are hardly unusual finds in an ultra-premium vehicle, let alone many lesser brands’ products, but Aston provides plenty of unique alternative interior options that just might appeal even more, such as an unusual 20-percent synthetic and 80-percent Australian lambs wool upholstery material, which Aston calls a “luxurious felt-like fabric.”

Other options include leather upholstery brogue detailing, quilting, perforations and colour splits, plus plenty of available veneers. If you want something even more bespoke, Aston’s “Q” customizing shop will fit you up just like 007 (the DBX will reportedly make an appearance as James’ — Daniel Craig — family car in the 25th Bond film, “No Time To Die”).

Back to features that will likely matter more to most, the DBX will come standard with a 12.3-inch high-definition TFT digital instrument cluster, while the centre infotainment display is an equally bright and clear 10.25-inch screen, Aston choosing to fit it within the centre stack rather than standing upright on top as so many rivals do. It only includes standard Apple CarPlay, however, which means the majority of smartphone users that use Android devices will need to rely on the system’s standard interface, while a 360-degree surround parking camera will improve safety, as will adaptive cruise control, automatic emergency braking, lane departure warning, lane keeping assist, and more.

All of this ultra-luxe goodness doesn’t come cheap, the DBX available in Canada from $218,400 plus freight and fees, which puts it right where it needs to be from a pricing standpoint (out of reach from the masses yet right in the midst of its strongest competitors). The Aston’s price entry point is probably closest to the $240,569 Lamborghini Urus, an SUV that’s similarly sized too, but the Italian’s standard 641-horsepower V12 means that zero to 100 km/h takes just 3.6 seconds while its terminal velocity is a staggering (for an SUV) 305 km/h (190 mph).

The V8-powered Bentley Bentayga, on the other hand, which can be had for only $176,800, will hit 100 km/h in 4.5 seconds, just like the DBX, and tops out just a single kilometre per hour shy of the Aston’s 291 km/h (181 mph) terminal velocity, plus it seats two more occupants in its third row and can manage considerably larger loads. What’s more, the Bentayga also comes in 600-horsepower 12-cylinder form, this $241,900 utility managing naught to 100 km/h in a scant 4.1 seconds before attaining a 301-km/h (187-mph) top speed.

For those curious about the new $370,500 Rolls-Royce Cullinan, its 563 horsepower V12 is slower than all of the above to 100 km/h, but 5.2 seconds is still respectable considering all the weight its hauling, while its terminal speed is limited to 250 km/h (155 mph).

At the other end of the ultra-premium spectrum lies the somewhat less prestigious Maserati Levante at only $95,500, but the $138,500, 550-horsepower V8 GTS variant aligns most agreeably with the DBX in both size and performance, thanks to a zero to 100 km/h sprint time of just 4.2 seconds and a near identical top speed of 292 km/h (181 mph), while Maserati also makes a GTS Trofeo version that starts at $187,500 and pulls off the same two feats in only 3.9 seconds and 304 km/h (189 mph) respectively.

Of course, there are much less expensive and less prestigious crossover SUVs that can match the DBX in straight-line performance and possibly through the curves too, but as already detailed out in this preview there’s much more than performance making this new Aston Martin special.

Even better, the first 500 DBX customers will receive a special “1913 Package” commemorating 106 years of Aston Martin heritage, complete with unique front fender badging outside, sill plates on the way over the threshold, and an inspection plaque inside summarizing the early adopter SUV’s limited-build run, while each of these models will be personally inspected and endorsed by the company’s aforementioned CEO, Mr. Palmer. Additionally, an exclusive build book will be signed by Palmer and the DBX’ Chief Creative Officer, Marek Reichman, with all of these extras getting topped off by an invitation to a celebratory cocktail party at the Waldorf Astoria, London, attended by a member of the Aston Martin Lagonda executive team.

The 2021 DBX will be built two and a half hours southwest of Aston Martin’s Gaydon, England headquarters at a new facility in Saint Athan, Wales, with deliveries arriving in the latter half of 2020. While you’re waiting for yours to arrive, make sure to peruse the complete photo gallery above, which includes images of all the preceding concepts from newest to oldest, plus enjoy the full array of Aston Martin supplied videos below:

Aston Martin DBX: Behind The Scenes – Daisy Zhou (0:59):

Aston Martin DBX: Launch (9:01):

Aston Martin DBX Chapter 6: In Motion (0:45):

Aston Martin DBX Chapter 5: Adventure (0:55):

Aston Martin DBX Chapter 4: Indulgence (0:51):

Aston Martin DBX Chapter 3: The Engine (0:21):

Aston Martin DBX Chapter 2: The Grille (0:41):

Aston Martin DBX Chapter 1: Testing (0:37):

Aston Martin DBX SUV testing in Sweden (0:39):

2019 DBX – Aston Martin’s first SUV (0:38):

Two cars in one, or at least that’s the arrangement you’ll need to accept if you want to get your hands on a new 2020 Aston Martin DBS GT Zagato, shown here in its best renderings yet. You’ll…

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Aston Martin reveals stunning new 2020 DBS GT Zagato

Two cars in one, or at least that’s the arrangement you’ll need to accept if you want to get your hands on a new 2020 Aston Martin DBS GT Zagato, shown here in its best renderings yet.

You’ll also need to shell out $9.8 million CAD (£6 million GBP), which is a bargain when factoring in that a classic 1962 DB4/GT Zagato sold for a cool $15.4 million CAD (£9.45 million) a few years ago.

Of course, rare classics with racing pedigree are almost always worth more than a new car, even one as hard to come by, as visually stunning, and as brilliantly fast as the new DBS GT Zagato. Still, there’s another reason I referenced a classic Aston Martin Zagato.

All 19 2020 DBS GT Zagato customers (the same number of original 1960-1963 DB4 GT Zagatos built) will also be taking home a continuation DB4 GT Zagato, which is a true classic ‘60s era Aston, albeit produced new from old chassis number allocations.

The two cars make up Aston’s “DBZ Centenary Collection”, the more modern of the pair based on Aston Martin’s already fabulous DBS Superleggera, which stuffs a big twin-turbocharged 5.2-litre V12 behind its gaping maw of a front grille, capable of churning out a formidable 715 horsepower and 664 pound-feet of torque. The powers that be at the company’s Gaydon, UK headquarters haven’t made mention about any straight-line performance increase in the upcoming DBS GT Zagato, despite the original ‘60s car making significantly more than a conventional DB4, but it has other attributes that nevertheless make it very special.

Any similarities to the now three-year old Vanquish Zagato were intentional, with Aston even painting the launch model shown here in what appears to be a near identical deep Volcano Red metallic (or something close) with rich gold trim highlights (the DB4 Zagato in behind wears a more fitting Rosso Maja red), the glittering secondary Au hue even embellishing the twinned five-spoke 20-inch alloy wheels.

Other design details pulled forward from the Vanquish Zagato include its gigantic front grille, double-bubble floating black roof panel, pronounced rear fenders, and rocket booster taillights, but that’s not to say this new Zagato-badged Aston is merely a redo of a past model. Of course, the DBS Superleggera under the skin influences its design much more than any previous model could, its longer, lower and leaner body featuring more creases and sharp-angled folds than the earlier Aston, which was decidedly more rounded and curvaceous.

Ultra distinctive is a gold-coloured active grille insert that’s actually comprised of 108 individual segments of carbon fibre. When the new DBS GT Zagato is not in use, these tiny pieces come together to form what appears to be a solid, flush panel, although when the ignition is turned on these little pieces reposition in order to allow front ventilation, a process that makes the grille “flutter”, says Aston.

Other unique details include extremely long and deeply sculpted side vents, these also adorned in gold, while the side sills don’t feature this supercar segment’s usual carbon fibre extensions, but rather tuck rounded rocker panels under the body as in days of yore. Of course the headlights are much more in line with modern Aston Martin design than anything from the Vanquish’ era, while those intricately detailed aforementioned taillights get fitted neatly within a sizeable horizontal black panel that hovers above an even larger wing-like rear diffuser.

Everything black is open-weave carbon fibre, of course, even the roof that’s actually a single piece stretching from the windshield’s edge to the base of the rear deck lid, with its noted twin-hump design followed by a complete lack of rear visibility. This car was made for Franco “What’s-a behind me is not important” Bertollini (Raúl Juliá – The Gumball Rally, 1976), although while there’s no rear window, nor even louvres to see out the back, Aston did include a rearview camera for backing up, mounted in a centre mirror-style monitor similar to General Motor’s Rear Camera Mirror.

1960 Aston Martin DB4 GT Zagato — This is the 1960s-style Aston Martin DB4 GT Zagato you get as a bonus. (Photo: Aston Martin)

As for the beautiful DB4 GT Zagato, which made its debut at the 24 Hours of Le Mans last month (we’ve expanded on this story’s gallery with 20 detailed solo photos of this breathtaking classic in its most modern production trim), it’s the latest in Aston Martin’s line of continuation cars, which began with 25 DB4 GT Continuation models that sold for $2.4 million CAD (£1.5 million) each in 2017, and (it doesn’t get much better than this) 25 recreations of the classic movie car from the 1964 James Bond (Sean Connery) film Goldfinger, complete with all the cool offensive weaponry and defensive armour that made the eccentric Q (Desmond Llewelyn) a hero to gadget freaks everywhere. The Goldfinger DB5 Continuation will arrive in 2020, just like the two new Zagato models featured here, but for only $4.5 million CAD (£2.75 million) each.

If you’re still scratching your head about the stratospheric price of the two combined Zagato models featured in this story, consider for a moment the original 1962 DB4/GT Zagato’s price noted earlier wasn’t even the most expensive DB4 GT Zagato to be auctioned off. After the original 19 examples were created from 1960 to 1963, Aston Martin built four more on unused chassis allocation numbers in 1988, all of which were dubbed “Sanction II” models, while in 2000 the automaker created another two cars to “Sanction II” specification (which meant they received a larger 352-horsepower 4.2-litre engine), albeit renamed them “Sanction III”, these latter examples fetching $18.6 million CAD ($14,300,000 USD) in 2015 and $16.5 million CAD (£10,081,500) in 2018, making them some of the most valuable cars ever sold.

Of course, it would be unwise to invest as if these 19 new DB4 GT Zagatos will grow in value like their earlier siblings, but then again if past success is any reflection on future prospects, the lucky new owners should be sitting rather pretty in a few years, if not immediately after taking delivery, while they might even end up receiving their all-new 2020 DBS GT Zagatos for free.

Aston Martin has been ultra active so far this year. Some time ago they promised to produce at least one new model every 12 months for the next seven years, so being busy certainly makes sense. This said,…

New Car Reviews

2019 Aston Martin DBS Superleggera Overview

Aston Martin has been ultra active so far this year. Some time ago they promised to produce at least one new model every 12 months for the next seven years, so being busy certainly makes sense. This said, no one expected they’d bring three cars to market this year alone.

No wonder Aston Martin has become the world’s fastest growing carmaker as per percentage sales growth, which is a big change from a few years ago when it seemed more like of an alternative to more developed names like Porsche, Ferrari, and even Maserati.

We all know there’s an Aston Martin supercar on the way at some point in the future, but until that mid-engine exotic arrives the Gaydon, England manufacturer has something considerably more practical yet every bit as enticing on the offing.

Meet the 2019 DBS Superleggera, 007’s next ride and potentially your next love. It’s a credible foe to Ferrari’s 812 Superfast and a worthy replacement for James’ previous Vanquish, while it’s also one of the lightest and certainly meanest Astons to ever hit the street.

The name DBS should be well known to Aston Martin fans, as the Marek Reichman and Henrik Fisker designed model was the brand’s flagship model from 2007 through 2012, its predecessor the 2001 through 2007 first-generation Vanquish S. The DBS nameplate first appeared on in 1967, while the name Superleggera pays homage to the historic super lightweight construction technology of revered Italian coachbuilder Touring.

Like the Vanquish, which was based on the previous DBS that was originally sourced from DB9 roots, the new DBS Superleggera rides on the current DB11 platform architecture. This means it gets a 2+2 layout, the practical element referred to a moment ago. It’s no Rapide as far as rear seat roominess goes, but the two seatlets allow the possibility of a double date downtown if the rear passengers are smaller in stature, or more realistically the ability to drop kids off at school on the way to the office.

Continuing on the practical theme, a rear liftback provides more room than most supercars for gym bags, office gear, or the beautifully crafted four-piece Aston Martin branded set of available matching leather luggage.

The brown and black luggage shown is gorgeous, but interestingly it doesn’t match the DBS Superleggera’s black and red interior at all. Then again this is an Aston Martin, which means that red highlights on black aromatic Caithness leather and Alcantara is hardly the only interior combination on offer, but rather almost anything imaginable can be handcrafted by the skilled artisans on the Gaydon factory floor. The leather and Alcantara come standard, as does the race-inspired flat-bottom Obsidian Black steering wheel and gorgeous quilted Sports Plus performance seats with DBS embroidered logos in the headrests.

Basing the DBS Superleggera on the new DB11 also means that the gauge cluster and infotainment interface are as modern and up-to-date as anything in the industry, which actually might be a saddening story to lovers of the stunning analogue dials in the outgoing Vanquish S. Take some relief in the digital tachometer continuing to spin counterclockwise, and rejoice in the standard centre-mounted tablet-style 8.0-inch display that’s eons more advanced than the outgoing system, including its standard 360-degree parking camera with Parking Distance Display and Park Assist, navigation with detailed mapping, Bluetooth phone connectivity with audio streaming, Wi-Fi, and more. It’s all controlled by a knurled metal-edged rotating dial that sits under a comfortable palm rest on the front portion of the lower console, that’s both easy to reach and operate.

Now that we’re talking features, each DBS Superleggera also comes standard with full LED headlamps, signature LED taillights, a gloss carbon fibre exterior body pack, a quad of exhaust pipes with matte black finishers, 21-inch forged Y-spoke alloy wheels, a black cross brace under the hood, keyless entry, Piano Black interior trim inlays, side mirror tilt down on reverse, an electromechanical park brake, dual-zone automatic temperature control, front and rear parking sensors, heatable memory-infused front seats, tire pressure monitoring, and much more for a base price of just over $365,000.

The options list is even longer and more varied, and is by no means limited to exterior paints, the various body pack, roof panel, roof strake, hood louvre, side louvre, and mirror cap finishes, alloy wheels, black, red, grey or yellow brake calipers, and available titanium exhaust on the outside, or leathers, quilted or perforated upholstery, carpeting, trim inlays, interior jewellery, seatbelt colours, embroidery, and seatback veneers on the inside.

Some functional options that can add to the DBS Superleggera’s daily livability include ventilated front seats, a garage door opener, Bang & Olufsen BeoSound audio, Aston Martin tracking, and more.

Saving the best until last, all of the DBS Superleggera’s beautifully sculpted Reichman-designed bodywork is made from carbon-fibre composite, whereas an extruded bonded aluminum framework is hidden below. This keeps its curb weight down to just 1,693 kilograms, distributed 51:49 front to rear for optimal balance. The various exposed carbon-fibre aero bits are designed to maximize downforce while minimizing drag, critically important for such a lightweight car traveling at speeds of up to 340 km/h (211 mph).

Amazingly, the DBS Superleggera’s bodywork generates 180 kilograms of downforce at VMAX (maximum velocity), which is the highest figure ever registered for a series production Aston Martin. Even better, the increased downforce doesn’t cause any extra drag. Could it be the F1-inspired double diffuser or the modified DB11 curlicue and Aeroblade aerodynamics that allow such impressive aero characteristics? No doubt a combination of all three, plus this super GT’s beautiful shape from imposing nose to upswept tail.

Zero to 100km/h takes just 3.4 seconds while 0 to 160 km/h arrives in a mere 6.4 seconds, so inhale deeply before takeoff or you might end up feeling lightheaded from breathlessness. Likewise, Aston claims class-leading in-gear acceleration of 4.2 seconds from 80 to 160 km/h while using fourth gear, this showing the overall tractability of the powertrain.

The engine is Aston Martin’s in-house designed and built 5.2-litre twin-turbo V12, capable of spooling up a sobering 715 horsepower and 664 lb-ft of torque from just 1,800 rpm. All of that power exits the rear wheels via an alloy torque tube filled with a carbon-fibre propeller shaft, a new rear mid-mounted ZF eight-speed automatic gearbox, a mechanical limited-slip differential, dynamic torque vectoring, and a lower 2.93:1 final drive.

Taming this beast of an engine is a chassis that Aston evolved from the DB11, featuring forged double wishbones up front and a multi-link setup in back. The newest version of Aston’s adaptive damping system comes standard, comprised of sensors that detect road conditions as well as driver inputs before instantaneously making adjustments, all predicated via three dynamic driving modes dubbed GT, Sport and Sport Plus.

The speed-dependent electric power assisted rack and pinion steering is reportedly sharp thanks to a 13.09:1 ratio and just 2.4 turns lock-to-lock, while making contact with the road below are 265/35 front and 305/30 rear Pirelli P Zero performance tires mounted on 21-inch forged alloy wheels that frame 410 mm front and 360 mm rear ventilated carbon ceramic brake discs.

“DBS Superleggera not only marks the return of a great Aston Martin name, but signals our return to the very pinnacle of the Super GT sector,” said Dr. Andy Palmer, Aston Martin President and Chief Executive Officer. “Handsome beyond measure, its lightweight carbon composite and aluminum body is sculpted into a shape with tremendous presence and charisma. Thanks to the remarkable torque available from its twin-turbo V12, DBS Superleggera also packs a breathtaking punch, yet its dynamics have been carefully honed to engage drivers of all ability levels. Immaculately styled, obsessively engineered and outrageously potent, the new DBS Superleggera is every inch the Aston Martin flagship.”

A credible replacement for the Vanquish S and new flagship for the Aston Martin brand, the new 2019 DBS Superleggera is now available to order from your local Aston Martin retailer. I’d say don’t miss out, but its stunning design, superb performance, and limited supply make such a statement too obvious to mention.

The age-old question “Porsche 911 Turbo or Aston Martin Vantage?” has taken on even greater relevance this year, due to the arrival of the all-new 2019 Vantage. Making the argument from Gaydon,…

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New 2019 Aston Martin Vantage now available for $172,495

The age-old question “Porsche 911 Turbo or Aston Martin Vantage?” has taken on even greater relevance this year, due to the arrival of the all-new 2019 Vantage.

Making the argument from Gaydon, England even more appealing, the revolutionary new Brit is $11,705 less expensive than the continually evolutionary German, at $172,495 compared to $184,200 (2018 model year pricing).

If you think that’s impressive, consider the 2019 Vantage is a shocking $50,940 more affordable than the previous generation, that being the $223,435 2017 iteration that only came to Canada in 565-horsepower V12-powered trim.

Then again, only a year prior the base 2016 V8 Vantage was priced at a mere $109,400, just above the 370-horsepower Porsche 911’s starting price, but before we stop celebrating the just-noted $50k savings and begin to lambaste the UK powers that be for upping the new 2019 model’s price by $63,095, consider its 4.7-litre V8 only made 420 horsepower and 346 lb-ft of torque compared to the new 2019 model’s 4.0-litre twin-turbo V8 that puts out 503 ponies and 505 lb-ft of twist, and then factor in that it’s a completely redesigned car from the ground up, making the outgoing model look and feel like the modern-day classic it truly was.

After all, the Vantage dates back to 2005, and during that near 14-year period it had only seen minor updates. Such is common amongst smaller industry players in the ultra-luxury sector, with similarly positioned cars such as Bentley’s Continental GT dating all the way back to 2003, despite a second-generation in 2011 that looked very much like the original.

That Continental is totally new for 2019 too, and beautiful in its own right, but we can safely say the new Vantage is a far more radical design departure from its predecessor than Bentley’s upcoming Conti is from its forebear. The new AMV 8 was heavily influenced by the sensational DB10 prototype best known for its “star car” appearance in the 2015 James Bond film Spectre, although close inspection shows a great deal of refinement from concept to reality.

The result is a major deviation from the classic Aston Martin grille design, or at least the placement thereof. To be clear, the general shape of the grille remains the same, this easier to see with Vantage models featuring the inner outline of their grille painted in a coat of bright, colourful Lime Essense, but with cars that alternatively leave this section shaded in a darker hue the lower portion of the grille seems to completely disappear into the road surface below. Certainly Aston will allow customers to play with this optical illusion via the myriad paint colours available, which should provide some wonderful results. In the end, enlarging and lowering the classic AM grille has created an entirely new, much more modern look for a brand that was probably relying too much on past glories before, while keeping all-important heritage fully intact.

The flush LED headlamp clusters look small in comparison to that grille, while the always long and elegant Aston hood appears even more extended thanks to the need to reach further downward to meet the grille. Likewise, the front fenders snuggly hug a large set of alloys, leaving a mere sliver of bonded aluminum bodywork above before bending inward to incorporate subtle functional side gill wheel well vents. These bleed rearward into the door skins that hover over wide sill extensions, the latter visually pulled around the car from the front splitter.

Those thinking the design departure is radical when watching a new Vantage approach may realize they hadn’t seen the half of it upon witnessing its hind end round the corner, the model’s single curving car-width taillight an impressive display of LED creativity in action. The rear lamp fluidly flows with the uniquely shaped Kamm-like tail design, raised up in the middle like sports car racers of the past, while the working rear diffuser under the bumper cap looks as if it could’ve been pulled directly from a World Endurance Championship (WEC) Vantage GTE racecar.

Like with the new DB11 V8, the new hand built 4.0-litre twin-turbocharged eight-cylinder stuffed under the Vantage hood hails from Mercedes-AMG, although Aston tunes it for their unique feel and sound. Standstill to 100km/h takes a mere 3.6 seconds, this aided by a 1,530-kilogram curb weight. Aston’s engineering team positioned the new engine as far forward and as low as the chassis design allowed, which resulted in ideal 50/50 weight distribution.

That balance was aided by the new Vantage’ rear-mounted, eight-speed ZF automatic transmission, while the carbon-fibre driveshaft that spins in an alloy torque tube benefits all performance criteria. The automatic is standard, which means no manual gearbox is available for the time being, but rumour has it a seven-speed DIY transmission will become the base gearbox in the near future.

Of course, Aston provides the Vantage with driver selectable modes including Sport, Sport Plus and Track, while the new electronically controlled differential is a Gaydon first, this working in conjunction with the braking system to enhance high speed handling via torque vectoring.

Being that the Vantage is the sportiest Aston in the lineup, its speed-sensitive electric power steering features a tighter lock-to-lock ratio than the larger DB11, while it’s also tweaked for more aggression off-centre. Added to this is a 2,704-mm wheelbase, the new Vantage 100-mm shorter than the DB11 and therefore more reactive to turn-in through tight, fast-paced corners.

Sharing components with its larger sibling would only make sense, and to that end 30 percent of the aluminum Vantage chassis comes from the DB11. This of course means that 70 percent of the Vantage chassis is completely unique, this portion including the rear frame that’s now solidly mounted to increase lateral rigidity. The stiffer design results in 2.2 degrees of roll per cornering G-force, which compares to 3.0 degrees with the DB11. Additionally, the newest version of Aston’s Skyhook adaptive suspension provides progressively firmer damping characteristics in its various drive modes, while that 30-percent figure mentioned a moment ago relates to the front suspension components pulled from the DB11.

As you might expect, the new Vantage interior is now fully immersed in the 21st century, so therefore along with the usual Aston Martin handmade detailing of carbon-fibre, aluminum, leather and suede-like Alcantara trim and upholstery finishings, it incorporates the latest high-resolution digital displays ahead of the driver and atop the centre stack. The latter is an 8.0-inch touchscreen, which, like in the DB11, is sourced from Daimler’s parts bin, along with its knurled metal rotating wheel controller and palm rest.

Speaking of knurled metal, Aston has kept its trio of rotating metal knobs on the centre stack, albeit now the centre one is part of the HVAC system, while a bevy of metal trimmed rocker switches fills the open spaces in between while rows of buttons line each side of the aforementioned infotainment controller on the lower console. Additionally, the ignition and gear selector buttons have been repositioned from a horizontal row high on the centre stack to an inverted “V” formation below, where the stack bends into the lower console, while shifts continue to be executed by large, metal paddles fixed to the steering column.

The steering wheel is an appropriately sporty flat-bottomed, leather-wrapped design that features just enough switchgear to appear modern yet not enough to look cluttered. It frames a fully configurable TFT gauge cluster, just like the DB11, which is an important step that once again locks Aston into the new century, yet traditionalists will miss the glorious mechanical/analogue dials that have long been part of the AM mystique.

Comfort is reportedly large on ultra-luxury buyers’ wish lists, even in the more performance-oriented classes, so therefore the new Vantage passenger compartment is improved ergonomically with more headroom and legroom, plus some additional side-to-side spaciousness.

As you might expect, the new Vantage is well equipped with luxury and convenience features too, but take note you’ll still need to pay extra for heatable seats, parking assist, blindspot monitoring, adaptive cruise control, etcetera. Four option packages include Sport, Exterior Black, Tech, and Comfort, with each of these allowing for ample personalization as well.

The 2019 Aston Martin Vantage is available now, but those wanting the convertible Volante version will need to wait until 2019.

Before delving into another story here on TheCarMagazine, make sure to browse through the largest photo gallery we’ve ever put together on any car by clicking on the big photo at the top of this page, and after that check out some videos of the new 2019 Aston Martin Vantage below:

2018 24 Hours of Le Mans – The Pursuit Of Beautiful (1:50):

ASTON MARTIN RACING IS BACK! IT’S TIME TO BE BOLD (1:19):

The new Aston Martin Vantage – #BeautifulWontBeTamed (1:29):

Vantage GTE: The Birth Of A Future Champion (9:04):

New Vantage – Cold Environment Testing in Finland (1:19):

New Vantage Launch – Tokyo (2:22):

Daniel Ricciardo & Martin Brundle meet #NewVantage (1:48):

New Vantage Road and Race Car Launch (1:08):

Beautiful Won’t Be Tamed – The New Vantage (1:18):

When Max Verstappen met #NewVantage (3:11):

Is there a more beautiful grand touring car on the planet? Certainly the all-new DB11 will be high on auto enthusiasts’ lists, but for many sports car aficionados the more classic GT lines of cars like…

New Car Reviews

2018 Aston Martin Vanquish S Road Test

Is there a more beautiful grand touring car on the planet? Certainly the all-new DB11 will be high on auto enthusiasts’ lists, but for many sports car aficionados the more classic GT lines of cars like Aston Martin’s Vanquish still rule supreme. For this reason it hardly looks dated despite hailing from Aston’s earlier design language.

The second-generation Vanquish arrived on the scene in 2012 for the 2013 model year, so it’s still fairly fresh as far as super GTs go, and now the new Vanquish S builds on appearances while upping performance for one of the most enticing models to hit the road last year.

The visual changes are subtle yet effective. A reshaped front splitter, grille surround, and rear diffuser are formed from exposed carbon-fibre, providing reduced frontal lift with minimal added drag. Additionally, dual twin-tip exhaust outlets free up exiting gases and enhance the auditory experience, while options include painted graphics packages, 20-inch diamond-turned five-spoke alloys, and carbon-fibre hood louvres.

The real meat of the Vanquish S can be found under that long, elegantly domed hood, Gaydon’s naturally aspirated 6.0-litre V12 now tuned to 580 horsepower at 7,000 rpm, which due to larger, freer-breathing intake manifolds results in a 12-horsepower gain over the outgoing non-S Vanquish, as well as ultra-quick throttle response. Peak torque remains the same with 465 lb-ft arriving at 5,500 rpm, which is good enough for three-tenths off of the previous 568 horsepower Vanquish’ zero to 100km/h sprint time of just 3.5 seconds instead of 3.8, ahead of an identical 323-km/h (201-mph) top speed. Still, there’s much more to the Vanquish S performance advantage than mere straight-line acceleration.

Aiding responsiveness and overall refinement is a more polished eight-speed Touchtronic III automatic gearbox, which in Vanquish S tune provides quicker yet smoother shifts for faster, more positive engagement, while the new model not only improves high-speed handling via aero upgrades noted earlier, but also from a retuned suspension, modified damper internals, revised spring rates, and new anti-roll bar bushings.

The result is a car that’s incredibly strong off the line, the immediacy of its power made even more potent due to the Vanquish S’ lighter-weight all-carbon fibre bodywork, which of course does much more than just quicken off-the-line performance. Thanks to that lightness and increased rigidity it aids lateral control too, for a car that feels much more agile than anything so large should when pushed beyond limits that would humble lesser competitors.

This lightness was most noticeable during fast-paced transitional manoeuvres that can often unsettle large GTs, yet the Vanquish S held its ground so naturally it was if I were Daniel Ricciardo diving down the inside of multiple opponents in his Aston Martin-branded Red Bull Racing F1 car on his way to winning the 2018 Chinese Grand Prix—how I wish. More likely I’d end up taking out my teammate at the first turn, or more precisely on the 40th lap as was the case in the Azerbaijan Grand Prix two weeks later (of course it’s unfair to fully blame Danny Ric for slamming into Max Verstappen’s gearbox when the latter blocked with an illegal second move).

Of course, the Vanquish S is no Formula 1 car, which is a good thing if you care one iota about comfort and bringing along family and friends. It’s brilliantly quick for a road car and masterfully adept at keeping within a given lane at extreme speeds, but I give it even higher marks for delivering such off the charts performance while multiple backsides are snuggly ensconced within wonderfully supportive leather sport seats. The ability to power-adjust the driver’s seat and manually position the steering wheel for what I found to be ideal ergonomics moved my comfort and control experience up a solid notch too, this not always the case in ultra-premium exotics.

On that note front seat roominess is exemplary, so all but the smallest jockeys and tallest NBA centres shouldn’t have a problem fitting in, and even those sized outside of the norm can likely be custom fitted by Aston’s bespoke department. As for rear seat accommodations, bringing along two or a maximum of three extra passengers will first depend on whether you’ve opted for the $5,563 2+2 Seating Arrangement and then on the height of first row occupants, as pushing the front seats all the way rearward completely eliminates second-row legroom. A driver measuring up to my slightly below average five-foot-eight frame will allow for a smaller adult or kids behind, which is a far cry more accommodating than the two-seat version or some other dual-income-no-kids alternative, so I can recommend the Vanquish S 2+2 for a medium-build person or couple with up to two small children. Additionally, the trunk is fairly well proportioned for this class of car, and beautifully finished as you might expect.

Those kids will feel pretty lucky to climb inside a Vanquish S, and possibly not for the same reasons as you. Looking at the car I was immediately filled with thoughts of 007 remotely piloting an original V12 Vanquish (2001–2005) in the 20th James Bond spy action film Die Another Day (2002), yet once we opened the door and peered inside my considerably younger partner came up with Spiderman, her mind inspired by the beautifully detailed “web” of hand-stitching across the seat inserts, door panels, and even the roofliner. It’s actually Aston’s $4,632.84 optional Filograph Quilting upgrade, just one of many improvements made to the car I was driving.

The rest of the interior’s leather was stitched in a courser contrasting thread, this a $752.40 upgrade, while the seats had $1,248.50 Micro Perforated Leather inserts. As with all Aston Martins the Vanquish S comes fitted with a level of luxury few peers can match, some additional highlights including an available Satin Chopped Carbon Fibre centre stack panel, included in my tester for $3,904.56, or Bridge of Weir Caithness leather (not included).

Other interior options that were added to my tester car include an $8,415 Contemporary and Luxury Pack, a $2,105 Interior Shadow Pack, a second glass key at $990, and more, while exterior upgrades included $12,160 for a Carbon Fibre Plus Pack, $5,563 for a Vanquish S Graphics Pack, $2,778 for a Shadow Exterior Pack, $2,105 for black brake calipers, $990 for black mesh grilles on the hood and side strakes, a $361 aluminum fuel filler cap, $177.50 for V12 side badges, and more for a total of $55,979.80 in extras overtop the base Vanquish S’ suggested retail price of $352,380, resulting in a grand total of $408,359.80 before fees and taxes.

Of course, paying the price of a (very small) Toronto or Vancouver condo for a sports car won’t be in everyone’s budget, but this inadvertently produces some of its allure, exclusivity. You won’t see many of these super GTs driving around the corner, even in the latter Supercar Capital city (although I saw a gorgeous white Vanquish in Richmond, BC last month, tentatively driven by a young 20-something woman), but everyone in the know will know exactly what it is, a Vanquish S commanding immediate respect. There’s also a very real cost that comes with engineering and then handcrafting small numbers of cars from carbon-fibre, let alone all the other meticulously detailed handy work found on the exterior and throughout the cabin.

To that end, the Vanquish S uses Aston’s proprietary glass key fob that slots into the middle of the centre stack, and gets pushed further to ignite the engine. You select gears via the pushbuttons to either side, this being a basic PRND layout, while manual shifting takes place via paddle shifters to each side of the steering column. These don’t rotate with the steering wheel but rather stay fixed in place, which is exactly what’s required in a high performance car, as you’ll always know exactly where they are when you need to give them a tug. The steering wheel is also a straightforward, uncluttered device, with minimal switchgear. Seat controls are on the transmission tunnel, while most of the buttons on the centre stack are touch-sensitive.

That centre stack will be familiar territory to Aston Martin fans, and looks more boutique than the recently updated DB11 and Vantage interiors, but I love that about it. The four big metal knobs feature knurled edges, and there’s a substantive weight to them that most buying into this price class should appreciate, but of course their aluminum construction means they don’t really weigh much at all, important for a car with such sporting pretensions.

Referencing that young woman noted a moment ago, it’s easy to appreciate why both sexes are drawn to this car. Vanquish S styling crosses all boundaries: man, woman, young, old, and everyone in between. It’s aforementioned stitched leatherwork is artistic perfection, while all metals look and feel as if machined by hand from billet aluminum, the roof pillars are wrapped in suede, the wool carpets and floor mats are richly woven, the entire car impeccably put together.

Amongst favourite details, the Vanquish S’ analogue gauge cluster spins the tachometer counterclockwise in Aston Martin tradition, just a little nod to the past that any classic car fan will appreciate, while the infotainment display atop the centre dash is easy to use and filled with some of the brand’s more recent graphical, system and feature upgrades, the latter including navigation with nice colour mapping, a backup camera and more. Most importantly, though, the young woman just mentioned shows the Vanquish is relatively easy to drive for a super GT, despite its otherworldly performance. Truly, I could live with this car day in and day out, and I would never say that about many low-slung, mid-engine supercars.

Some might think it difficult to justify the $350k Vanquish S starting price, but compared to many of the supercars in the less comfortable class this Aston Martin super GT is a bargain, but still some without means or appreciation may see it as frivolous. After all, none of us need a car like this, yet even though it’s completely out of my personal reach from an ownership perspective I’ll appreciate the person who steps up to purchase it, as I’ll still be able to enjoy its beautiful lines and sonorous exhaust note whenever it passes by, and that will bring back particularly pleasant memories spent with this Cobalt Blue example.

If you do have the means, I highly recommend the Vanquish S, as it ideally combines the best modern-day construction technologies with some glorious examples of yesteryear’s handcrafted artisanship skills, plus it goes like a bat out of hell.

More than a year has passed since I drove Aston Martin’s then new 2017 DB11 Launch Edition, but the memory remains indelibly stamped in my limbic system. It’s easy to recall the animalistic snarl…

New Car Reviews

2018 Aston Martin DB11 V8 Road Test

More than a year has passed since I drove Aston Martin’s then new 2017 DB11 Launch Edition, but the memory remains indelibly stamped in my limbic system.

It’s easy to recall the animalistic snarl of its 600 horsepower twin-turbo 5.2-litre V12, not to mention its otherworldly 3.9-second sprint to 100km/h, which happens to be 0.7 seconds quicker than the wonderful DB9 I remember fondly as well. I’ll still have to take Gaydon at its word regarding top speed, as my city’s local racetrack wouldn’t even be capable of speeds up to 322 km/h (201 mph), that number 27 km/h faster than the DB9 that I also enjoyed fully at moderate speeds yet never experienced at full flight. So with a powertrain like that, what’s all the fuss about a downgraded V8 variant?

The new 4.0-litre twin-turbocharged V8 makes a sizeable 503 horsepower and 498 lb-ft of torque, which might be a step down from the V12, but is a major move up from Aston’s outgoing 4.7-litre naturally aspirated V8 that put out 430 horsepower and 361 lb-ft of torque in top-line “S” guise. Interestingly, this allows a zero to 100km/h sprint time of 4.0 seconds, which as you’ll note above is near identical to the V12-powered DB11, while the V8’s top speed (that I’ll likely never see) is rated at 301 km/h (187 mph).

This one hails from Mercedes’ AMG headquarters, unlike the in-house engineered and produced V12 that remains an upgrade, but it nevertheless continues to be individually hand-built. At this point, purists might begrudge Aston for deriving its entry-level engine from an outsider, but keep in mind the old AJ37 V8 was initially sourced from Ford before being thoroughly massaged and hand-built for A-M application. Also notable, excuse the pun, the new engine’s mechanical melody and exhaust system’s bellow are wholly unique when compared to the old V8 and either old or new V12, moving away from higher pitched tenor-like lightning cracks to a baritone’s thunder, albeit both fully capable of stimulating adrenal releases from enthusiasts.

As a bit of an historic aside, Aston Martin has had a V8 in its lineup since 1969, the original DBS V8 and even more appealing (in my opinion) V8 series 1 through 5 models that followed being personal favourite Astons, likely due to their prominence in my formative years. Aston built just over 4,000 V8 examples within a 20-year tenure (a tiny figure considering the company delivered more than 5,000 cars last year alone), including high-powered Vantage and drop-top Volante versions, not to mention the unorthodox 1986–1990 V8 Zagato. V8 power continued in the 1989–2000 Virage and then came back for the 2005–2017 Vantage we all know and love, now replaced by an all new 2018 Vantage with the new DB11 V8’s mill behind its radically reworked A-M grille.

As for DB models (DB incidentally short for Sir David Brown, Aston Martin’s owner as of 1947, and DBS for David Brown & Sons, his great uncle’s gear manufacturing business (that supplied Aston Martin amongst others) who’s sons first gave him an apprenticeship at age 17, before he eventually became its managing director), only the DBS used a V8, making the return of V8 power in a DB series car eventful.

While the engine comes completed from AMG, Aston adds its own air intake, exhaust system, and slimline wet sump lubrication design, the latter allowing a lower centre of gravity. A-M also created new ECU software and reprogrammed the engine and throttle mapping, giving it performance characteristics and sound qualities more familiar to the brand, all before fastening it into the DB11’s engine bay via bespoke engine mounts (you really need to take a look around under its clamshell hood as you not only get an excellent view of the nicely finished engine and robust aluminum strut tower braces, but also get to peak at the suspension bits below some wafer-thin racecar-like CFRP fender panels).

I’d like to think Aston Martin owners are environmentally conscious, although such issues probably don’t matter as much to the brand’s performance- and luxury-oriented clientele as to the automaker itself, which is forced to deal with a literal world of regulating bodies that are forever increasing their emissions restrictions. It therefore only makes sense for A-M to be proud of the new V8’s CO2 figure of 230g/km, which allows for lower taxation rates in key growth markets like China.

Likewise, the V8 is considerably more fuel-efficient than the V12, its Transport Canada numbers being 13.0 L/100km in the city, 9.8 on the highway and 11.5 combined compared to 15.5 city, 11.4 highway and 13.7 combined. These figures reflect the use of the DB11’s standard auto start/stop system, which alternatively can be shut off if you’d rather listen to the engine/exhaust rumble at idle.

Both engines use an eight-speed ZF automatic transmission mounted mid-ship for better weight distribution, and it’s by far the smoothest Aston gearbox I’ve ever experienced, yet it transitions through cogs at a wickedly quick rate when switched to Sport Plus mode. Alternative default GT and Sport modes provide less aggressive application, while you’ve got the choice of DIY steering wheel paddles or complete automation.

After time well spent with the new 2018 DB11 V8 I can attest that most buyers should be completely satisfied with its everyday performance. Even slight dabs at the throttle produce instant response, this aided by a lightweight, extra rigid carbon-fibre driveshaft, yet acceleration ramps up smoothly and effortlessly, while that sonorous growl is ever-present, albeit never overwhelming.

Yes, leave any thoughts of supercar extremism to the new Vantage, as the DB11 is a brilliantly capable grand touring car that’s big on refinement, comfort and ease of use. In fact, it’s one of the easiest ultra-luxury GTs I’ve driven around busy city streets. The evenly weighted yet wonderfully reactive Bosch electric steering is near effortless to direct even when negotiating confining parking spots or tooling around town, which is surprising considering how meaty the rubber is underneath and how unfathomably capable it is through the corners.

It really does feel more agile through tight figure-hugging curves and more stable at high speeds, Aston attributing this to “detailed revisions to the suspension bushing, geometry, anti-roll bars, springs, dampers and ESP software,” or so it said in the DB11 V8 press release. It’s all aided by a smaller engine that’s 115 kilos (254 pounds) lighter than the V12, while the entire car weighs in at just 1,760 kilograms (3,880 lbs). Of course the lighter engine reduces mass over the front wheels, plus the V8 gets pushed rearward behind the front axle for better weight distribution. It all makes for a thoroughly sporting GT that never forgets that comfort is king.

On that note, there is no difference between V8 or V12 cabins, as each DB11 receives an identical list of standard features and the same extensive menu of available colours and optional trims. My tester, finished in elegant Arizona Bronze, including its mirror caps, door handles, roof strakes and top panel, plus black mesh hood duct finishers, gloss black lower extremities with bright details elsewhere, and rounded out by standard 20-inch 10-spoke alloy wheels framing subtle light grey-painted calipers, was fitted with a gorgeous saddle tan leather interior featuring beautiful quilting and ornately decorated perforations, not to mention oh-so British brogue detailing highlighted by lovely cream leather underlay below.

I need to stop right here to explain how incredibly soft the leather is. It’s exquisitely finished, while the detailing of the perforations and stitching are like nothing else I’ve ever seen. Aston Martin truly does some of the best leatherwork in the industry, and the DB11 pays the utmost respect to this tradition.

The stitched leather continues onto the dash top, instrument panel and most everywhere else inside, Aston even wrapping the steering wheel in matching hides for a look that was more about country club class than racetrack flash. A unique swath of black Satin 2×2 Twill Carbon vertically split the dash top into two before surfacing the centre stack background as well as the door inserts, the latter panels enhanced with yet more tan leather and satin aluminum detailing even including the speaker grilles, the genuine lightweight metal similar to other brightwork throughout the interior, which Aston collectively calls its “Jewellery Pack” (alternatively available in a “Dark” tone). The roof pillars and headliner were covered in black suede-like Alcantara for a rich look and sumptuous feel, not to mention a hushed overhead ambience.

All in all, I believe this is Aston’s best work to date, as it combines the old world charm its cars have been lauded for since the marque was created 105 years ago, with a completely new level of refined modernity.

On that note, Gaydon did its level best to keep up with industry-wide in-car infotainment developments with its previous DB9 and Vantage models, but when production runs last a dozen years or so it’s nearly impossible to meet the demands of new consumers being weaned on iPads and Android tablets. Fortunately the DB11 relegates small displays with simple graphics and rudimentary controls to the past, not to mention Aston’s glorious analogue primary gauges.

The new model replaces the mechanical wizardry of whirring dials, the tachometer of which always spun in the opposite direction to anything else on the market, with a colourful display of fully configurable readouts, each rich in contrast, high in resolution, and graphically artistic. It’ll be an impressive sight for anyone stepping up from an older model, and truly adds to the driving experience thanks to loads of functionality, but something tells me that one day in the not too distant future Aston will be reoffering analogue gauge clusters as multi-thousand-dollar upgrades, in similitude to the move up from a quartz-infused luxury timepiece like the Omega Speedmaster Skywalker X-33 to a mechanical one such as the same Swiss watchmaker’s Professional Moonwatch.

Unless you’ve spent time in Mercedes’ more recent models you probably won’t notice where Aston sourced its electronics, the gauge cluster less obvious yet the 8.0-inch tablet-style infotainment display atop the centre stack and palm rest/knurled metal rotating selector on the lower console dead giveaways. The latter is infused with all the latest functions, such as character recognition, multi-touch responsiveness, gesture capability, etcetera, while the former displays an entirely new level of clarity, artistry, and processing speed. The result is an easily sorted system with superb navigation accuracy, wonderfully detailed mapping, split-screen backup and overhead 360-degree surround parking cameras, and plenty more, while the audio system delivered good sound quality, albeit not as impressive as the optional Bang & Olufsen BeoSound system tested in last year’s DB11 V12.

Along with the enhanced displays is much improved centre stack switchgear, the topmost circular buttons set aside for Aston’s pushbutton ignition and trademark gear selection, the midsection for the dual-zone auto HVAC interface, which included heated and ventilated seat controls, those just below for infotainment, audio, parking sonar, camera, the aforementioned auto start/stop system, locks, etc. It’s a tidier assortment of buttons, knobs and toggles, still enhanced by stylish satin silver anodized metal yet no longer overwhelmed by big billet aluminum knobs. Consider it gentrified, if you can say such about an Aston Martin, thanks to touch-sensitive switchgear, crisp, clear backlit script and displays, plus more, but it’s still oozing with character.

The 2018 DB11 V8 starts at $233,650, a significant $20k and change more affordable than the V12 version, while standard features on each include simpler full-grain leather upholstery than noted above, the Alcantara headliner, pushbutton ignition, configurable gauges, 8.0-inch infotainment display, navigation, 360-degree camera, and dual-zone auto climate control mentioned earlier, as well as Wi-Fi, two USB ports, front and rear parking sensors, and much more.

Myriad exterior and interior colourways and trim options are available, while additional extras include multiple wheels, various leather textures and inlays, seat embroidery and/or embossing, a mid-grade Premium audio upgrade as well as the top-line B&O system, a universal garage door opener, blindspot monitoring, auto park assist, and more.

From a livability perspective, the driving position is superb, with excellent reach and rake from the steering column, and wonderfully comfortable, multi-adjustable seats. Their three-way warmers and coolers improve comfort yet further, while everything else about the DB11 is much more user-friendly than the previous model. What’s more, the steering wheel has a slightly flat bottom, making ingress and egress easier.

Continuing this practical theme, the powered seat system only requires a slight tug on a strap up top to tip the seatback forward before it glides in the same direction via its own power, allowing relatively easy access to the rear seats. You probably already guessed those rear seats are very small, but they’re good enough for children. This makes the DB11 a good GT choice for someone with a young family or for grandparents with grandkids, although anybody regularly transporting larger teens or adults might want to consider the longer and more accommodating four-door Rapide S.

If you’re fortunate enough to see a DB11 parked at the side of the road or witness one pass by, or better yet if you’re in the dealership preparing to go for a drive, an easy way to differentiate the new V8 from the V12 are the nostril-style engine vents atop the hood, the V8 removing two from the centre panels for what I think is a cleaner look, while darkened headlamp bezels and unique wheels help to set it apart further.

This last point probably summarizes the new DB11 V8 quite well. While most of us would probably gravitate to the V12 if money were no object, if only because it’s higher up the pecking order, it’s not necessarily the better car. Both models thoroughly impress in their own unique ways, and each is different enough to be preferred over the other. I can also attest to these being the best Aston Martin GTs ever made.

If you’ve ever witnessed one of Aston Martin’s V8 or V12 engines blast past at full song or even better, experienced the soul stirring sound from within the cockpit, hopefully from behind the wheel,…

Latest News

Aston Martin pressing forward with its first production electric vehicle

Aston Martin RapidE EV — Aston Martin’s RapidE, a fully electric powered version of its Rapide S four-door coupe, is making progress toward production. (Photo: Aston Martin)

If you’ve ever witnessed one of Aston Martin’s V8 or V12 engines blast past at full song or even better, experienced the soul stirring sound from within the cockpit, hopefully from behind the wheel, word of an all-electric model about to be born from the storied Gaydon, Warwick, UK manufacturer might not elicit the same kind of enthusiasm that the second-generation Tesla Roadster did to the comparatively startup Palo Alto, California firm’s legions of EV zealots attending last month’s Hawthorne, CA semi truck launch program.

Truth be told, the good folks at Aston will have to work very hard to beat the Elon Musk dream car’s claimed 2.0-second sprint from standstill to 100km/h, but of course the RapideE won’t be competing directly with Tesla’s tiny sports car when it arrives on the market. Instead, Aston is projecting its 800-horsepower EV will achieve a 4.0-second sprint from standstill to 100km/h, a 250 km/h (155 mph) top speed, and an ambitious range of 400 km (250 miles) without de-rating, a technical term for reducing power in order to extend range.

The details planned to achieve such performance haven’t been disclosed, but it’s thought a battery of at least 80kW should fit within the current car’s prop shaft torque tube, ideal for its low, central location, and helpful in keeping the Rapide’s passenger and cargo compartments as unaffected by the transition as possible. On this note, it’s undetermined whether the final RapidE will utilize the current single electric motor, like the test mule concept, or house two smaller motors at each rear wheel, being that both have advantages. The latter might allow for some extra frontal cargo space, which is always a bonus with grand touring cars like the Rapide. Aston is sharply focused on keeping the RapidE’s weight as close to the current gasoline-powered model as possible, which will be important to achieving the EV’s performance targets.

As it is, the Rapide S is a long, low and very lean four-door coupe, capable of whisking four adults from nil to 100km/h 4.4 seconds, and then on to a 327 km/h (203 mph) top speed, much thanks to a front mid-mounted 552 horsepower 6.0-litre V12 with 465 lb-ft of torque, plus a Touchtronic III ZF eight-speed automatic gearbox capable of shift increments of just 130 milliseconds, which drives the limited-slip diff-enhanced rear wheels via a lightweight, quick spinning carbon-fibre prop shaft. Proposing to potentially shelve all this mechanical wonderment for something purely electrified is the equivalent of getting hyped up about an ETA quartz powered movement replacing the ébauche, escapement, balance spring, etcetera in a Jaeger-LeCoultre Master Control Chronograph.

2018 Aston Martin Rapide S — Aston promises even better performance than its Rapide S, plus a 400-km range even when utilizing much of its power. (Photo: Aston Martin)

Still, anyone in business and/or finance knows you should never bet against the market, and these days the car market is certainly turning toward things electric. On that note, the RapidE was originally a concept developed in conjunction with the equally legendary performance car marque Williams, albeit the Grove, Oxfordshire, UK-company’s heritage is in motorsport, specifically Formula 1 in which it’s earned 16 championship titles by the likes of Alan Jones, Keke Rosberg (last year’s F1 champion Nico Rosberg’s father), Nelson Piquet, Nigel Mansell, Alain Prost, Damon Hill, and Canada’s own Jacques Villeneuve. It also has a less known engineering division.

Williams Advanced Engineering, which is also working to develop models for Nissan’s performance division Nismo, the sub-brand behind specially-tuned models including the GT-R, and previously partnered with Jaguar to create the esteemed C-X75 hybrid supercar, while also having designed and assembled the first battery system for the fully-electric open-wheel FIA-sanctioned Formula E championship, has been partially responsible for the RapidE’s development, the EV’s full-scale production initially planned for right about now. Unfortunately the previous production partner, China’s LeEco, a cellphone and streaming firm, pulled out due to financial problems resulting from its work with floundering EV car builder Faraday Future, so instead Williams will take over engineering integration of a small 155-unit RapideE run set to arrive in 2019.

“Williams Advanced Engineering has always endeavoured to work collaboratively with its customers to meet their sustainability challenges and find energy efficient solutions,” said Paul McNamara, Technical Director at Williams Advanced Engineering. “For today’s car manufacturers, this is particularly important as legislation demands more energy efficient vehicles. This project with Aston Martin will draw on the extensive battery and EV experience we have accumulated and we are extremely pleased to be supporting this prestigious British company with their future electrification strategy.”

The upcoming RapidE, which appears based upon the Rapide AMR concept, looks much like a regular Rapide in its current test mule phase, other than blue accents and unique RapidE badging with a stylized plug forming from the final E’s middle prong. Inside, the RapidE’s instrument panel gets battery life and regenerative braking indicators, replacing some of the now redundant gasoline engine’s gauges. So far there aren’t any changes planned for the interior, trim aside.

Likewise, the RapidE’s suspension should carry forward mostly unchanged. The prototype rides on an identical setup to the current V12-powered road car, and while the former is hardly ready for primetime (with those having driven it complaining of truck-like handling) Aston will need to keep RapidE production costs within reason. So far the prototype doesn’t include any electronic driver assistance systems such as stability-control software, while its even missing a finished cooling package to keep the battery from overheating, the old radiator now unnecessary. Reportedly, straight-line performance and range are test mule weak points too, the British brand still having plenty of work to do before the production RapidE is ready.

Aston and Williams are charging ahead to solve such issues, all of which are necessary hurdles for any manufacturer to overcome when transforming a gasoline-powered vehicle to fully electric, and the finished product should coincide with the launch of Aston’s new DBX crossover SUV and Lagonda luxury sedan. We’ll have to wait to see if EV versions of these latter two models materialize in production form (the DBX concept used four wheel-mounted electric motors), but it only makes sense being that some of the British brand’s most important markets are planning to eradicate internal combustion engines in the not too distant future. In fact, it’s quite likely that delays of these models coming to market stem from a need to make sure they’ve been inherently designed to accept electrification, something the Rapide was not, which has caused greater challenges and compromises in the transformation.

“Having unveiled the RapidE Concept back in October 2015 we reach another milestone with the confirmation that we are now putting the first all-electric Aston Martin into production,” said Dr. Andy Palmer, Aston Martin’s President and CEO. “RapidE represents a sustainable future in which Aston Martin’s values of seductive style and supreme performance don’t merely co-exist alongside a new zero-emission powertrain, but are enhanced by it. The internal combustion engine has been at the heart of Aston Martin for more than a century, and will continue to be for years to come. RapidE will showcase Aston Martin’s vision, desire and capability to successfully embrace radical change, delivering a new breed of car that stays true to our ethos and delights our customers.”

It’s good to hear Mr. Palmer confirm that internal combustion engines won’t disappear from the automaker’s lineup entirely, although their future availability will hardly matter in jurisdictions planning to totally eradicated them, such as Aston’s own Britain that’s promised to ban diesel and gasoline-powered engines by 2040, following a similar position across the English Channel in France, and since followed up by comparable sentiments in important premium car markets such as California and China, the latter already a leader in electric car development and production.

Such steps are arguably important for the greenification of the world, depending on how the electricity is sourced, but for performance car enthusiasts the thought of never again hearing the glorious mechanical machinations of an Aston Martin’s internal combustion engine are just too sad to contemplate. Still, being how important electric powertrains are to Aston’s low- and zero-emission Second Century Plan strategy, the RapideE is just the beginning. In fact, electric propulsion will be part of every Aston Martin by the mid-2020s, whether in the form of full electric power or hybrid, and EVs are expected to make up 25 percent of A-M sales by 2030.

There’s been a V8 in Aston Martin’s lineup since 1969, and while the latest version wasn’t designed in-house by famed engine-builder Tadek Marek or massaged from the Ford-sourced albeit hand-assembled…

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Lighter, nimbler Aston Martin DB11 gets twin-turbo V8 power

There’s been a V8 in Aston Martin’s lineup since 1969, and while the latest version wasn’t designed in-house by famed engine-builder Tadek Marek or massaged from the Ford-sourced albeit hand-assembled AJ37, it’s very special just the same.

This one hails from Mercedes’ AMG headquarters, unlike the in-house engineered and produced 600 horsepower twin-turbo 5.2-litre V12 that’s currently under the DB11’s long, elegant hood, but it nevertheless remains individually hand-built.

The new 4.0-litre twin-turbocharged V8 makes a considerable 503 horsepower and 498 lb-ft of torque, which is a major step up from the current A-M 4.7-litre naturally aspirated V8 that puts out 430 horsepower and 361 lb-ft of torque in top-line “S” guise. This allows for a near identical standstill to 100km/h sprint time of 4.0 seconds to the V12-powered DB11 that manages the feat in 3.9 seconds, whereas the V8’s top speed is rated at 301 km/h (187 mph) compared to the V12’s 322 km/h (201 mph).

Being that terminal velocity is more about bragging rights than anything useful, similar to the “need” for a 390 bar Rolex Deepsea or even a 120 bar Sea-Dweller when a regular 30 bar Sub will do just fine (serious divers use wrist computers anyway), most DB11 buyers should be more than satisfied with the V8’s everyday performance, while even more appealing is the smaller engine’s 115-kilo (254-pound) weight reduction, most of which is over the front wheels, as well as the car’s lighter 1,760-kg (3,880-lb) curb weight, plus the fact the V8 gets pushed rearward behind the front axle for better weight distribution.

According to A-M’s press release, the new layout and reduced weight makes for “an increased sense of agility,” although such improvements also need to be attributed to “detailed revisions to the suspension bushing, geometry, anti-roll bars, springs, dampers and ESP software.” Therefore, “the V8 appeals to those customers drawn to a refined and comfortable GT with a more sporting bias,” continues Aston Martin. We’re certainly ok with that.

While the engine comes completed from AMG, Aston adds its own air intake, exhaust system, and slimline wet sump lubrication design, the latter allowing a lower centre of gravity, before creating new ECU software and reprogramming the engine and throttle mapping, giving it performance characteristics and sound qualities more familiar to Aston Martin owners, and finally fastening it into the DB11’s engine bay via bespoke engine mounts.

“As an engineer I find the DB11 a fascinating car,” said Max Szwaj, Aston Martin Chief Technical Officer. “One with great depth of character and ability. Of course the V12-engined variant is an icon – an ultimate, if you like, but the V8 is very much its own car. One with a distinct and carefully crafted character that’s truly seductive. It has been hugely rewarding to put our stamp on this new engine – both in the way it sounds and performs – and to use its impressive attributes as the impetus to reveal a little more of the DB11’s sporting character.”

As for distinctive characteristics that set the V8-powered DB11 apart from the V12 model, A-M removes the two nostril-style engine vents from the hood’s centre panels for an arguably cleaner look, adds darkened headlamp bezels, and leaves all other differentiation up to unique wheels all-round. The two remaining engine vents are available in black or a titanium-finish mesh.

There are no differences with either V8 or V12 cabins, as each car receives an identical list of standard features and the same extensive menu of available colours and optional trims.

We’d like to think Aston Martin owners are environmentally conscious, although such issues probably don’t matter as much to the brand’s performance- and luxury-oriented clientele as to the automaker itself, which is forced to deal with a literal world of regulating bodies that are forever increasing their emissions restrictions. Therefore A-M is proud of the new V8 engine’s CO2 figure of 230g/km, which allows for lower taxation rates in key growth markets like China.

“The DB11 is the most complete and sophisticated car Aston Martin has ever made,” said Dr. Andy Palmer, Aston Martin President and CEO. “Now, with this new V8 engine option we have broadened its appeal by offering a car that will bring the DB11 to more customers around the world while still blessed with the exceptional performance and memorable character that sets Aston Martin apart from its rivals. Having driven the car during its development phase, it is not just the engine that has changed the character of the car, but also the resulting dynamic changes to create a remarkable GT car with its own distinct personality from the V12.”

The new V8-powered DB11 will be available in the North American markets during Q4 of 2017, with pricing starting at $198,995 USD. Expect Canadian pricing and other details closer to availability.

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