Aston Martin DBX review

The car’s powertrain consists of a modified version of the Mercedes-AMG-sourced 4.0-litre turbocharged V8 (with revised turbocharging and cooling systems and a lower compression ratio), which produces a peak 542bhp. This isn’t the kind of figure that will lure people out of quicker rivals on its own, but with engine capacity-based tax rules set as they are in important markets such as China, you can see why Gaydon might start with a V8 version of this car, then perhaps aim for a plug-in hybrid next and save any fire-breathing V12 for later down the line.

The DBX is also notable for shunning the ZF eight-speed gearbox that other Astons have in favour of Mercedes’ nine-speed torque converter. It’s this transmission’s upper torque limit that is rumoured to be the reason why the V8’s peak torque output has been pegged at 516lb ft.

The gearbox does allow for a maximum towing capacity of 2700kg, though, as well as low-speed torque multiplication – and downstream of it the car has an active centre differential capable of sending almost 100% of drive to the rear axle, and a torque-biasing, electronically locking ‘e-LSD’ rear differential.

The DBX’s height-adjustable air suspension gives it as much off-road ability as owners of a near-£200k exotic car are likely to want. The numbers (on right, and which apply to the car at its maximum ride height) are further proof that while Gaydon clearly wanted some dual-purpose versatility for the DBX, it didn’t intend to make this a car with the last word in mud-plugging ability. These are the statistics of a semi-serious SUV rather than a proper off-roader.

Even so, the car is available with the choice of Pirelli all-season or full-on winter tyres, if you’d prefer either to the standard-fit performance P Zero road tyres. We tested it on mud and gravel with the all-season option, and it didn’t struggle to climb slippery grades or handle fairly deep ruts.

The DBX also features a special breather pipe for its actively locking rear differential, specifically so it can be reversed into standing water when launching a boat from a trailer without issue.

Comfort and Isolation

Aston Martin has certainly been clever in the development and tuning of its inaugural SUV. Even in its softest suspension setting, there’s a distinct closeness about its vertical body control that’s complemented by a silken pliancy over long-wave inputs, which lends the DBX a primary ride that’s not only eminently comfortable over distance but also distinctly Aston in its athletic, GT-car sense of feel.

Impacts from ruts and bumps are authoritatively damped out when travelling at pace, but at lower speeds you do notice them. These impacts aren’t alarmingly forceful or uncouth, but there’s a notable amount of thumping and sproinging that can occasionally be heard as you roll over rough patches of road. The DBX’s 22in wheels no doubt play a part here, but the volume of these impacts highlights just how tricky it can be to work with a material as light and potentially prone to noise resonation as aluminium. Aston certainly hasn’t done a bad job, mind, and for what it’s worth not one of our testers considered the DBX’s at times vocal ride to be a deal-breaker.

The seats look great but a few of our testers complained about a lack of lateral support and expressed a desire for a slightly longer base-cushion length. The integrated headrests add to their sporting appeal but do compromise adjustability a bit more than we’d otherwise like.