Considering a DB11?
Discussion
AMGWiz said:
Couldn't agree more. I put the PS5s on mine; they massively reduced the road noise and massivly increased the levels of grip. I no longer have the rear breaking loose with the merest of provocation! I wonder how much of the improved handling on the DB12 is down to the fact that they now fit PR5s as OEM...
Regarding the AMR upgrade. I see lots of people saying it's just software - well yes, the engine/gearbox upgrade is, but the AMR version had quite a lot of chassis and steering updates too (according to AM's chief engineer) which transformed the handling. In fact, when the V8 was first released, people raved about how much better it handled and mistakenly thought it was just down to the lighter nose, but whilst that helped, it wasn't the whole story. AM put all the "AMR" chassis updates on the V8 first. They then brought out the V12 in AMR guise with the same chassis updates that had been used on the V8. Later they dropped the AMR badge, but all V12s made after the AMR were basically still AMRs as they had the same updates.
You can read more about it and the interview with AMs chief engineer here: https://www.evo.co.uk/aston-martin/db11-coupe/2130...
Having spoken with an AM development engineer, I can confirm that the dealer-sourced AMR software update impacts engine, gearbox, damper and exhaust calibration. Regarding the AMR upgrade. I see lots of people saying it's just software - well yes, the engine/gearbox upgrade is, but the AMR version had quite a lot of chassis and steering updates too (according to AM's chief engineer) which transformed the handling. In fact, when the V8 was first released, people raved about how much better it handled and mistakenly thought it was just down to the lighter nose, but whilst that helped, it wasn't the whole story. AM put all the "AMR" chassis updates on the V8 first. They then brought out the V12 in AMR guise with the same chassis updates that had been used on the V8. Later they dropped the AMR badge, but all V12s made after the AMR were basically still AMRs as they had the same updates.
You can read more about it and the interview with AMs chief engineer here: https://www.evo.co.uk/aston-martin/db11-coupe/2130...
The 2022 Model Year revisions retained these software changes, but reverted to pre-AMR suspension hardware, with thinner ARB and softer bushes.There were further gearbox calibration improvements that factory AMR cars will have missed, that you will have benefitted from, if opting for a dealer-sourced AMR upgrade from July 2021 onwards.
Edited by drocter81 on Thursday 11th April 00:17
TonyChocolony said:
Absolutely superb write up Calinours, thank you. Couldn't agree more with all your points.
Thanks - Much appreciated 
I copy below another little post I did about the engine. I hope that you also enjoy.
Originally posted by me sometime in late 2023:
Well, we have a thread about the fantastic AMG V8 variants as used by AML. Some on here will know that I’m both an owner and a fan of the other recent Aston engine offering, the turbo V12.
For anyone else who may be interested in the blown V12, the AE31 (Aston Martin Engine # 31) as fitted to DB11, DBSS, V12 Vantage 2016-2023 and a handful of more limited and expensive, still continuing bespoke stuff (Speedster, Valour), some info as to why it never set the high performance world, even the Aston world on fire…
As well as being immensely strong and smooth, fact is the AE31 is an extremely well engineered and robust engine, and does not get the respect it deserves, even in the petrolhead places like PH.
This is partly because of timing, partly bad luck, but mainly bad decisions/poor management. Such decisions hurt sales, damaged reputation and of course ultimately contributed to the ousting of the previous management.
Some reasons IMHO the fabulous AE31 was almost DOA..
1. It was launched in the DB11, which while beautiful, many considered it not such an instant design classic as the DB9.
2. It was downsized (5935cc to 5204cc) redesign of the long serving, well developed and much loved Ford bankrolled n/a V12 and it was turbocharged. Being turbo put a lot of puristy Aston folk off, even though 5 litre plus blown engines were nothing new for AM.
3. A huge heavy V12 launched when the world was already downsizing to smaller lighter configurations and just beginning the move away from the IC engine altogether.
4. The V12 should not have been launched first. The AMG V8 powered version of the DB11, launched just over a year later had an extra years worth of chassis development (stiffer bushings, retuned dampers) and was 100kg lighter in the nose, was over USD20k cheaper and had almost the same torque as the very heavily sandbagged V12. So of course the V8 car felt just as fast, and way sharper. After driving the V8 and talking to AM engineers at its launch who freely admitted a bit of tweaking and chassis development (because that’s what happens…) all the fickle journos who had so loved the V12 a year earlier then slagged it off. They should have launched the AMG V8 first as the ‘cooking’ version, then the higher end own-engine V12 later.
5. AM made the mistake of panicking when V12 sales fell as a result of the success of the V8, they said they were ‘withdrawing’ the V12 and ‘replacing’ it with the ‘new’ DB11 AMR. This was a bit cynical, the AMR was 99.9% the same car as the DB11. All AM did was copy the hardware chassis tweaks made for the V8, these being slightly harder subframe bushes. AM also claimed a very slightly (0.5mm or 40thou) thicker front ARB. Apart from the light forged wheels, smoked rear lamps, dark headlamp internals, and some garish AMR logos, it’s the same suite of hardware, the same car. The key differences for the AMR were essentially new firmware maps for the sportier driveline and suspension modes, ie recalibrated engine, transmission and dampers. The 30hp higher peak on the AMR came from holding onto that heavily limited 700Nm of torque for another 500rpm at the top end.
AM effectively disowning their own product so soon really damaged the original DB11 V12 with it being essentially disregarded as a failure within 2 years of its own launch. Watch any slightly ill informed youtuber video review. Such stuff does nothing for the reputation of the company, the product or, sadly, its own fabulous V12 engine.
6. Perhaps the biggest mistake - the specification of the ZF8HP70 in all versions of DB11. This version of the ZF8 was rated at 700Nm maximum (hence the name) This was fine for the AMG 4.0 V8, which at that time was maxing out at around 685Nm, but meant that the V12, even in AMR tune, had to be heavily torque limited, to just 700Nm. Using a low spec and presumably lower cost transmission (ZF8HP75 was available in 2016) meant that AML could never, during its entire run in the DB11, really differentiate their mighty, in house, 5.2 V12 from the much cheaper AMG 4.0 V8.
Only when the far more expensive DBS Suoerleggerra was launched in 2018 did we get to see what the V12 was really made of. It had the ZF8HP95 and the otherwise exact same AE31’s twin, twin scroll turbos could finally be allowed some boost. In DBSS, the AE31’s Torque went from 700 to 900Nm. Power went to 726hp and the last versions (DBS ultimate) left the factory (again, exact same AE31 engine assembly part number) with 770hp. I’d lay odds that the aftermarket, esp in USA could easily take this motor to 1000hp with minimal changes, perhaps just new fuel pumps and turbos.
7. Traction. The front engined rear drive DB11 and DBS always struggled to get their power down. They were both traction limited. It meant fairly ordinary numbers for those who cared. This was partly due to the continued used of those awful hard Bridgestone tyres, a hangover from the Ford days. Modern sticky tyres improve things greatly.
Fact is, the AE31 was and is a beast, an absolute mother of a motor. It was designed from the outset with a very high quality forged crank, forged rods and forged pistons. It is immensely strong and immensely smooth, even in low boost excellent throttle response DB11 form, and with most of the exhaust gases bypassing the turbos to limit the power it makes a fabulous exhaust noise, despite being turbocharged, as well as an intoxicating intake roar under heavy acceleration and high rpm. It is a true Aston Martin Engine.
https://youtu.be/0IREtCujKJk?si=CPV4-mams6usnhqh
Edited by Calinours on Saturday 13th April 22:13
Edited by Calinours on Saturday 13th April 22:19
Thanks again Calinours. I finally picked up my first Aston- a V12 DB11- a few months ago. After initially looking at VH platforms- GTs and late model Vanquishes - I noticed DB11s at a steep discount. I considered the newer tech, warranty and the fact that it might be the last Aston with that magnificent V12 and test drove both it and the V8. It was no competition. The AE31 is a masterpiece; a real keeper.
Even more gratifying after the purchase has been my continued apathy for the looks of the exterior of DB12- I just can't make peace with that basking shark grill, superb car though it may be . Gripes about the DB11s Mercedes "switchology" aside, I think the DB11 is another contender for greatest Aston (aren't they all?) and an incomparable GT.
Even more gratifying after the purchase has been my continued apathy for the looks of the exterior of DB12- I just can't make peace with that basking shark grill, superb car though it may be . Gripes about the DB11s Mercedes "switchology" aside, I think the DB11 is another contender for greatest Aston (aren't they all?) and an incomparable GT.
Thought I'd reply to this thread of info and add a few questions of my own....
I'm in the hunt for my first Aston - a DB11. Presuming a v12 just 'because it's a v12' but will test a v8 also. This has already been discussed at length (thanks!) and the best way is to just try both.
What I haven't found so much info on is:
- Premium vs B&O audio. Heard only positives about both in isolation. Love B&O generally and like the visual drama of the tweeters rising. Anyone know how they compare in case I don't find one that ticks every box for spec?
- I'm familiar enough and comfortable with the general service & running costs but a couple of things I'm struggling to shed light on are cost of new brake discs / pads (any aftermarket equivalents people are using?), cost of a replacement turbo (or is it so rare I should forget about it?), any other bigger ticket items with a reasonable chance of happening? I'll likely be using a respected specialist for maintenance.
- Anyone have a spec list of what came standard on the different versions (normal, launch, ceo edition....)?
- Ground clearance - how well do they cope with speed bumps, multi-storey ramps etc?
- Storage. We will do road trips in it. Only 1 child (8yrs) so have one rear seat and the boot for storage. Boot seems OK - looks like perhaps 2 carry on cases and some small bags and jackets? Anyone found a good solution to maximising the storage space of a rear seat?
Any wisdom greatly received!
I'm in the hunt for my first Aston - a DB11. Presuming a v12 just 'because it's a v12' but will test a v8 also. This has already been discussed at length (thanks!) and the best way is to just try both.
What I haven't found so much info on is:
- Premium vs B&O audio. Heard only positives about both in isolation. Love B&O generally and like the visual drama of the tweeters rising. Anyone know how they compare in case I don't find one that ticks every box for spec?
- I'm familiar enough and comfortable with the general service & running costs but a couple of things I'm struggling to shed light on are cost of new brake discs / pads (any aftermarket equivalents people are using?), cost of a replacement turbo (or is it so rare I should forget about it?), any other bigger ticket items with a reasonable chance of happening? I'll likely be using a respected specialist for maintenance.
- Anyone have a spec list of what came standard on the different versions (normal, launch, ceo edition....)?
- Ground clearance - how well do they cope with speed bumps, multi-storey ramps etc?
- Storage. We will do road trips in it. Only 1 child (8yrs) so have one rear seat and the boot for storage. Boot seems OK - looks like perhaps 2 carry on cases and some small bags and jackets? Anyone found a good solution to maximising the storage space of a rear seat?
Any wisdom greatly received!
MasterBetty said:
Thought I'd reply to this thread of info and add a few questions of my own....
I'm in the hunt for my first Aston - a DB11. Presuming a v12 just 'because it's a v12' but will test a v8 also. This has already been discussed at length (thanks!) and the best way is to just try both.
What I haven't found so much info on is:
- Premium vs B&O audio. Heard only positives about both in isolation. Love B&O generally and like the visual drama of the tweeters rising. Anyone know how they compare in case I don't find one that ticks every box for spec?
- I'm familiar enough and comfortable with the general service & running costs but a couple of things I'm struggling to shed light on are cost of new brake discs / pads (any aftermarket equivalents people are using?), cost of a replacement turbo (or is it so rare I should forget about it?), any other bigger ticket items with a reasonable chance of happening? I'll likely be using a respected specialist for maintenance.
- Anyone have a spec list of what came standard on the different versions (normal, launch, ceo edition....)?
- Ground clearance - how well do they cope with speed bumps, multi-storey ramps etc?
- Storage. We will do road trips in it. Only 1 child (8yrs) so have one rear seat and the boot for storage. Boot seems OK - looks like perhaps 2 carry on cases and some small bags and jackets? Anyone found a good solution to maximising the storage space of a rear seat?
Any wisdom greatly received!
Ground clearance is not a problem with the DB11. I previously had an early DB9 Volante and that was a real problem with London speed bumps and several local garages and car parks were inaccessible. The DB11 wasn’t an issue, I think it only scraped on a speed bump twice in four years. Talking to a an Aston Works Driver, he said whilst the ground clearance was only a couple of mm more the shorter front overhang gave it a vastly improved approach angle, hence the big difference in experience. I'm in the hunt for my first Aston - a DB11. Presuming a v12 just 'because it's a v12' but will test a v8 also. This has already been discussed at length (thanks!) and the best way is to just try both.
What I haven't found so much info on is:
- Premium vs B&O audio. Heard only positives about both in isolation. Love B&O generally and like the visual drama of the tweeters rising. Anyone know how they compare in case I don't find one that ticks every box for spec?
- I'm familiar enough and comfortable with the general service & running costs but a couple of things I'm struggling to shed light on are cost of new brake discs / pads (any aftermarket equivalents people are using?), cost of a replacement turbo (or is it so rare I should forget about it?), any other bigger ticket items with a reasonable chance of happening? I'll likely be using a respected specialist for maintenance.
- Anyone have a spec list of what came standard on the different versions (normal, launch, ceo edition....)?
- Ground clearance - how well do they cope with speed bumps, multi-storey ramps etc?
- Storage. We will do road trips in it. Only 1 child (8yrs) so have one rear seat and the boot for storage. Boot seems OK - looks like perhaps 2 carry on cases and some small bags and jackets? Anyone found a good solution to maximising the storage space of a rear seat?
Any wisdom greatly received!
Now have a DBX so no worries !
MasterBetty said:
- Storage. We will do road trips in it. Only 1 child (8yrs) so have one rear seat and the boot for storage. Boot seems OK - looks like perhaps 2 carry on cases and some small bags and jackets? Anyone found a good solution to maximising the storage space of a rear seat?
Children grow. Mine were quite happy in the back of various 2+2s for short runs at 8 (provided there was only one in the back) but a road trip would have been challenging. A couple of years later it would have been an absolute non-starter as there really isn’t much (any!) rear leg room in most 2+2s. Was very frustrating not being able to use the fun cars as much and came very close to selling them. The other issue with 2+2s tends to be that to use the rear seats you tend to end up with the front passenger seat pushed forwards. Can make visibility and conversation with front passenger awkward.
Buying one with the possibility of doing road trips would make sense, but buying with the intention of doing road trips could lead to disappointment. Tbh, if road trips as a family were the main driver, unless the DB11 is much better than the Vanquish for rear leg room, I’d be looking at something different options (S-class coupe or Bentley Brooklands?) before deciding.
MasterBetty said:
Thought I'd reply to this thread of info and add a few questions of my own....
I'm in the hunt for my first Aston - a DB11. Presuming a v12 just 'because it's a v12' but will test a v8 also. This has already been discussed at length (thanks!) and the best way is to just try both.
What I haven't found so much info on is:
- Premium vs B&O audio. Heard only positives about both in isolation. Love B&O generally and like the visual drama of the tweeters rising. Anyone know how they compare in case I don't find one that ticks every box for spec?
- I'm familiar enough and comfortable with the general service & running costs but a couple of things I'm struggling to shed light on are cost of new brake discs / pads (any aftermarket equivalents people are using?), cost of a replacement turbo (or is it so rare I should forget about it?), any other bigger ticket items with a reasonable chance of happening? I'll likely be using a respected specialist for maintenance.
- Anyone have a spec list of what came standard on the different versions (normal, launch, ceo edition....)?
- Ground clearance - how well do they cope with speed bumps, multi-storey ramps etc?
- Storage. We will do road trips in it. Only 1 child (8yrs) so have one rear seat and the boot for storage. Boot seems OK - looks like perhaps 2 carry on cases and some small bags and jackets? Anyone found a good solution to maximising the storage space of a rear seat?
Any wisdom greatly received!
On the audio, B&O vs premium (Alpine) has been discussed at length on PH. You can look for yourself but here's a couple of representative threadsI'm in the hunt for my first Aston - a DB11. Presuming a v12 just 'because it's a v12' but will test a v8 also. This has already been discussed at length (thanks!) and the best way is to just try both.
What I haven't found so much info on is:
- Premium vs B&O audio. Heard only positives about both in isolation. Love B&O generally and like the visual drama of the tweeters rising. Anyone know how they compare in case I don't find one that ticks every box for spec?
- I'm familiar enough and comfortable with the general service & running costs but a couple of things I'm struggling to shed light on are cost of new brake discs / pads (any aftermarket equivalents people are using?), cost of a replacement turbo (or is it so rare I should forget about it?), any other bigger ticket items with a reasonable chance of happening? I'll likely be using a respected specialist for maintenance.
- Anyone have a spec list of what came standard on the different versions (normal, launch, ceo edition....)?
- Ground clearance - how well do they cope with speed bumps, multi-storey ramps etc?
- Storage. We will do road trips in it. Only 1 child (8yrs) so have one rear seat and the boot for storage. Boot seems OK - looks like perhaps 2 carry on cases and some small bags and jackets? Anyone found a good solution to maximising the storage space of a rear seat?
Any wisdom greatly received!
https://www.google.com/url?q=https://www.pistonhea...
https://www.pistonheads.com/gassing/topic.asp?h=0&...
The consensus seems to be that Premium and B&O are both a significant upgrade over the standard Linn system, the B&O slightly edges Premium for some but absolutely not all. B&O is 'cooler' with the rising tweeters but generally not worth the cost differential when new over premium. B&O is considered better for resale, but that 5k premium is probably reduced to maybe £1k-ish used, hence Premium seems to have been the savvier choice (when buying new). I have the premium (Alpine) in both my small and big Astons - it's good but neither it nor the B&O system can compare to the Meridian system in my Rangie. Reproduction and clarity are as much about internal space, acoustic insulation and speaker placement as component quality. For these reasons no Aston system I've heard (I haven't been in a DBX) comes close to the top spec systems in the big high end SUVs.
Ground clearance is not an issue in DB11. Cast iron discs are not going to cost the earth to replace but of course 400mm+ discs and pads for 6-piston calipers will naturally be much more expensive than a Ford Focus.
I've never heard of a V12 turbo failure. There is slightly more room in DB11 than in DB9/Vanquish, but rear seats in any 2+2 aren't really useful for long journeys once kids are past primary school age. An average sized adult female will just about fit in the rear as long as the front occupant isn't huge, but it would be short journeys only.
Edited by Calinours on Tuesday 27th August 09:37
I can answer the question about brakes.
On my DB11 V12, which needed brake pads front/back when I bought it, but the disks were fine, I was quoted $14,000 USD at a main dealer (which included the disks), and $12,000 USD at an independent.
This put me to work researching a pad source as the options using the name ASTON MARTIN are very, very few.
After hours and hours, I found that the rear pads are the same (same Brembo calipers) as a MY 2012 Corvette ZR1. Once discovering that, the options for pads increased 10 fold. I do NOT track my car or us it for racing of any kind. Instead, I drive it as a GT. More important to me, than having aggressive pads on the car was to have a more dust free pad, so I chose a ceramic pad for the rear that stops fine, no noise AT ALL, and no dust AT ALL.
As NOTICE - I would not use a ceramic pad for the track.
For the fronts on my DB11, these are the same pads as used on the AM Vantage with six piston calipers. Typically the Vantage V12 or S versions. Here too, the pads choice I made were a popular dustless ceramic pad. Again, no dust, but more importantly, no squealing AT ALL, and so common a complaint about DB11 brakes.
The rear parking brake pads are also common to a number of cars - Audi R8 2008-23; Lamborghini Huracan 2015-23; Several Jaguars, and the Ford GT 2005/06.
Since I am very capable of doing a complete pads change and reconditioning everything w/o replacing rotors, I was able to renew the braking on my DB11 to my driving style for under $200 USD.
On my DB11 V12, which needed brake pads front/back when I bought it, but the disks were fine, I was quoted $14,000 USD at a main dealer (which included the disks), and $12,000 USD at an independent.
This put me to work researching a pad source as the options using the name ASTON MARTIN are very, very few.
After hours and hours, I found that the rear pads are the same (same Brembo calipers) as a MY 2012 Corvette ZR1. Once discovering that, the options for pads increased 10 fold. I do NOT track my car or us it for racing of any kind. Instead, I drive it as a GT. More important to me, than having aggressive pads on the car was to have a more dust free pad, so I chose a ceramic pad for the rear that stops fine, no noise AT ALL, and no dust AT ALL.
As NOTICE - I would not use a ceramic pad for the track.
For the fronts on my DB11, these are the same pads as used on the AM Vantage with six piston calipers. Typically the Vantage V12 or S versions. Here too, the pads choice I made were a popular dustless ceramic pad. Again, no dust, but more importantly, no squealing AT ALL, and so common a complaint about DB11 brakes.
The rear parking brake pads are also common to a number of cars - Audi R8 2008-23; Lamborghini Huracan 2015-23; Several Jaguars, and the Ford GT 2005/06.
Since I am very capable of doing a complete pads change and reconditioning everything w/o replacing rotors, I was able to renew the braking on my DB11 to my driving style for under $200 USD.
Westlondondriver said:
Ground clearance is not a problem with the DB11. I previously had an early DB9 Volante and that was a real problem with London speed bumps and several local garages and car parks were inaccessible. The DB11 wasn’t an issue, I think it only scraped on a speed bump twice in four years. Talking to a an Aston Works Driver, he said whilst the ground clearance was only a couple of mm more the shorter front overhang gave it a vastly improved approach angle, hence the big difference in experience.
Now have a DBX so no worries !
Well that's one less thing to worry about! Now have a DBX so no worries !
LooneyTunes said:
Children grow. Mine were quite happy in the back of various 2+2s for short runs at 8 (provided there was only one in the back) but a road trip would have been challenging. A couple of years later it would have been an absolute non-starter as there really isn’t much (any!) rear leg room in most 2+2s. Was very frustrating not being able to use the fun cars as much and came very close to selling them.
The other issue with 2+2s tends to be that to use the rear seats you tend to end up with the front passenger seat pushed forwards. Can make visibility and conversation with front passenger awkward.
Buying one with the possibility of doing road trips would make sense, but buying with the intention of doing road trips could lead to disappointment. Tbh, if road trips as a family were the main driver, unless the DB11 is much better than the Vanquish for rear leg room, I’d be looking at something different options (S-class coupe or Bentley Brooklands?) before deciding.
DB11 does seem to be much better than Vanquish / Db9 for rear legroom. My daughter (age 7 at the time) sat in the back of a vanquish last year and it was really tight. Short journeys only. Think the longer wheelbase has helped a lot. Just a few centimeters makes a big difference. The other issue with 2+2s tends to be that to use the rear seats you tend to end up with the front passenger seat pushed forwards. Can make visibility and conversation with front passenger awkward.
Buying one with the possibility of doing road trips would make sense, but buying with the intention of doing road trips could lead to disappointment. Tbh, if road trips as a family were the main driver, unless the DB11 is much better than the Vanquish for rear leg room, I’d be looking at something different options (S-class coupe or Bentley Brooklands?) before deciding.
Calinours said:
On the audio, B&O vs premium (Alpine) has been discussed at length on PH. You can look for yourself but here's a couple of representative threads
https://www.google.com/url?q=https://www.pistonhea...
https://www.pistonheads.com/gassing/topic.asp?h=0&...
The consensus seems to be that Premium and B&O are both a significant upgrade over the standard Linn system, the B&O slightly edges Premium for some but absolutely not all. B&O is 'cooler' with the rising tweeters but generally not worth the cost differential when new over premium. B&O is considered better for resale, but that 5k premium is probably reduced to maybe £1k-ish used, hence Premium seems to have been the savvier choice (when buying new). I have the premium (Alpine) in both my small and big Astons - it's good but neither it nor the B&O system can compare to the Meridian system in my Rangie. Reproduction and clarity are as much about internal space, acoustic insulation and speaker placement as component quality. For these reasons no Aston system I've heard (I haven't been in a DBX) comes close to the top spec systems in the big high end SUVs.
Ground clearance is not an issue in DB11. Cast iron discs are not going to cost the earth to replace but of course 400mm+ discs and pads for 6-piston calipers will naturally be much more expensive than a Ford Focus.
I've never heard of a V12 turbo failure. There is slightly more room in DB11 than in DB9/Vanquish, but rear seats in any 2+2 aren't really useful for long journeys once kids are past primary school age. An average sized adult female will just about fit in the rear as long as the front occupant isn't huge, but it would be short journeys only.
Good info there on the audio. Certainly opens me more up to having the Premium system. Or at least, not ruling out a car that doesn't have B&O. https://www.google.com/url?q=https://www.pistonhea...
https://www.pistonheads.com/gassing/topic.asp?h=0&...
The consensus seems to be that Premium and B&O are both a significant upgrade over the standard Linn system, the B&O slightly edges Premium for some but absolutely not all. B&O is 'cooler' with the rising tweeters but generally not worth the cost differential when new over premium. B&O is considered better for resale, but that 5k premium is probably reduced to maybe £1k-ish used, hence Premium seems to have been the savvier choice (when buying new). I have the premium (Alpine) in both my small and big Astons - it's good but neither it nor the B&O system can compare to the Meridian system in my Rangie. Reproduction and clarity are as much about internal space, acoustic insulation and speaker placement as component quality. For these reasons no Aston system I've heard (I haven't been in a DBX) comes close to the top spec systems in the big high end SUVs.
Ground clearance is not an issue in DB11. Cast iron discs are not going to cost the earth to replace but of course 400mm+ discs and pads for 6-piston calipers will naturally be much more expensive than a Ford Focus.
I've never heard of a V12 turbo failure. There is slightly more room in DB11 than in DB9/Vanquish, but rear seats in any 2+2 aren't really useful for long journeys once kids are past primary school age. An average sized adult female will just about fit in the rear as long as the front occupant isn't huge, but it would be short journeys only.
Edited by Calinours on Tuesday 27th August 09:37
skhannes said:
I can answer the question about brakes.
On my DB11 V12, which needed brake pads front/back when I bought it, but the disks were fine, I was quoted $14,000 USD at a main dealer (which included the disks), and $12,000 USD at an independent.
This put me to work researching a pad source as the options using the name ASTON MARTIN are very, very few.
After hours and hours, I found that the rear pads are the same (same Brembo calipers) as a MY 2012 Corvette ZR1. Once discovering that, the options for pads increased 10 fold. I do NOT track my car or us it for racing of any kind. Instead, I drive it as a GT. More important to me, than having aggressive pads on the car was to have a more dust free pad, so I chose a ceramic pad for the rear that stops fine, no noise AT ALL, and no dust AT ALL.
As NOTICE - I would not use a ceramic pad for the track.
For the fronts on my DB11, these are the same pads as used on the AM Vantage with six piston calipers. Typically the Vantage V12 or S versions. Here too, the pads choice I made were a popular dustless ceramic pad. Again, no dust, but more importantly, no squealing AT ALL, and so common a complaint about DB11 brakes.
The rear parking brake pads are also common to a number of cars - Audi R8 2008-23; Lamborghini Huracan 2015-23; Several Jaguars, and the Ford GT 2005/06.
Since I am very capable of doing a complete pads change and reconditioning everything w/o replacing rotors, I was able to renew the braking on my DB11 to my driving style for under $200 USD.
That original price is absolutely bonkers for steel discs and pads all round. Approx £9k to £10.5k! Is that representative of what others have paid to have their brakes done? Must be plenty of owners who have had it done by now.On my DB11 V12, which needed brake pads front/back when I bought it, but the disks were fine, I was quoted $14,000 USD at a main dealer (which included the disks), and $12,000 USD at an independent.
This put me to work researching a pad source as the options using the name ASTON MARTIN are very, very few.
After hours and hours, I found that the rear pads are the same (same Brembo calipers) as a MY 2012 Corvette ZR1. Once discovering that, the options for pads increased 10 fold. I do NOT track my car or us it for racing of any kind. Instead, I drive it as a GT. More important to me, than having aggressive pads on the car was to have a more dust free pad, so I chose a ceramic pad for the rear that stops fine, no noise AT ALL, and no dust AT ALL.
As NOTICE - I would not use a ceramic pad for the track.
For the fronts on my DB11, these are the same pads as used on the AM Vantage with six piston calipers. Typically the Vantage V12 or S versions. Here too, the pads choice I made were a popular dustless ceramic pad. Again, no dust, but more importantly, no squealing AT ALL, and so common a complaint about DB11 brakes.
The rear parking brake pads are also common to a number of cars - Audi R8 2008-23; Lamborghini Huracan 2015-23; Several Jaguars, and the Ford GT 2005/06.
Since I am very capable of doing a complete pads change and reconditioning everything w/o replacing rotors, I was able to renew the braking on my DB11 to my driving style for under $200 USD.
Something like £2k per axle might be huge compared to regular cars but could be understandable for an Aston with pretty big discs, but the above prices are plain silly.
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