New 'ultra-luxury' GT joins Aston DBX range
DBX S a bit much for your 727hp SUV? Take the edge off with a softer, smoother GT
While there was plenty to like about the Aston Martin DBX S, subtle it most certainly was not. From the new software that allowed 6,000rpm throttle blips to the punchy aero enhancements, there was no doubting its status as the flagship of the DBX range. Now, for those who’d like the performance and panache of the S without quite the same visual wallop can opt for this, the new DBX GT. Consider it like an Alpine A110: the S was there as the firmer, friskier choice, then along came the GT with identical power and a slightly calmer vibe. It became the pick of the Alpine range, in fact - might the same happen here?
On initial inspection, this might appear just another DBX, but there are key differences. The grille, for instance, is much less OTT than in the S, with horizontal vanes that incorporate the DRLs - a much neater solution than in the S, to these eyes - and a less aggressive front apron treatment. It’s still not exactly a subtle car, of course, though the GT is definitely less overt. As standard, it’ll ride on 22-inch wheels as well (23s, as come on the S, are an option), and while the exhausts are still chunky - this is the world’s most powerful pure combustion SUV, don’t forget - they’re now lower on the rear fascia. And not stacked on top of each other. Body-coloured sills, diffusers, spoilers and whatnot are trying a bit less hard than the black accents of the S.
There are changes of perhaps even greater significance inside. Aston suggests that the update ‘introduces tactile expressions of quality, where material selection, precision and execution meet to create a luxurious interior.’ That means anodised metal rotary dials, GT-specific upholstery combos, deep-pile mats and four and half hours work - plus 691m of thread - for the driver’s seat alone. Speaking of seats, they’re now redesigned to include a 10mm memory foam layer and new cushions, as well as the fresh ‘individual rear seat layout’; the sculpting looks great for passengers three and four, less so for number five…
There’s more to a DBX cabin than just the leather and the stitching, too. Additional sound deadening has been added in the wheelarches, boot and doors, the rear side glass is laminated, and even the structure itself has been altered to reduce the amount of unwanted sound coming in. A 2,245kg kerbweight is 47kg more than an S. The result is a 13 per cent improvement for the GT in what’s called the ‘Articulation Index’ - otherwise known as how easy it is to hold a conversation in a car. It’s surely going to be an absolute pleasure to travel in.
But hopefully, this being an Aston Martin and all, it's still epic to drive. The engine is unchanged, 727hp and 664lb ft sufficient for 3.3 seconds to 62mph and 191mph. There is a unique throttle calibration, though, for ‘an intuitive degree of modulation’, alongside its own exhaust tune. So the GT can be discreet when required (or at least as discreet as a twin-turbo V8 can be), then ramped up to Sport and Sport+ when ‘the Aston Martin soundtrack is desired.’
The big difference is in the suspension, though, with GT-specific damper settings including a new internal valve ‘which enhances ride compliance over poor surfaces while maintaining body control when driving dynamically.’ Again, the aim is to prevent any unwanted intrusions making their way inside the DBX GT; to that end there’s also a new, stiffer transmission mount bush, plus the standard all-season tyres are said to improve compliance compared to the P Zeros of the S. New longitudinal dampers at the rear subframe for the connection to the body also feature. This is an awful lot more than the new grille and deep pile mats.
Aston Martin CTO Ian Hoban said: “The challenge with DBX GT was achieving meaningful improvements in comfort and refinement in everyday use cases, but keeping the same class-leading reserves of performance and handling we have achieved with the DBX S. This was delivered via a combination of small but significant hardware upgrades together with a targeted suite of calibration changes to the chassis and powertrain. The results are highly satisfying; noticeable reduction in unwanted noise intrusion, greater isolation from road imperfections and a tangible uplift in refinement, but with the breathtaking performance, handling poise and driver connection for which the DBX is renowned.” Sounds pretty good from here, hopefully a best of both worlds compromise - and maybe some scope to do similar with the two-door cars in the range…
A price for the DBX GT hasn’t been confirmed; expect it to carry a premium over the £210k DBX S. First deliveries are due before the end of the year - what a machine for ski season. And those that would like a 700hp DBX for less than that are, of course, well served by the PH classifieds: the old 707 is now a £100,000 car…
Another thing is reliability - as you mentioned, VW's MLB Evo platform shares a huge amount of core mechanical underpinnings, drivetrain parts and electronics with Q8, Cayenne, Bentayga etc; because Audi and Porsche mass-produce the platform's core components, millions of miles of real-world data have been used to iron out major mechanical defects. Now that all new Lamborghini's are hybridised, Urus SE also allows up 37 miles of electric-only driving range, meaning there are many people who might not even need to use the engine for weeks on end...
DBX was built on a clean-sheet, bespoke bonded aluminium platform developed specifically by Aston Martin and it's fair to assume any low-volume/boutique platform will always suffer from more "hand-built" assembly inconsistencies than something from a major automotive conglomerate. AM also had to program its own ECU mapping, fabricate its own wiring harnesses, and integrate its bespoke components to make the AMG engine talk to the rest of the car and integration is where many issues happen. DBX are notorious for electrical bugs with many reporting rapid battery drain (aka 'parasitic draw'), frozen screens, malfunctioning backup cameras and glitchy park-assist sensors, not to mention a major recall earlier this year for a rear suspension bolt defect.
I'd say Urus is just better engineered mechanically than DBX and while many consider it an excellent, more "soulful" driver's car, it requires a lot more patience (and a strong relationship with your local dealership's service department!) to live with than Urus does.
Nothing to report. In 40,000 miles I’ve had a single issue, an exhaust valve that got stuck shut. An electronic module was soon replaced under warranty.
I think the trouble with Aston Martin is their reputation for poor reliability which in my experience hasn’t been the case. My V12 Vantage S Roadster has also been very reliable for the last 11 years. Ok there may be horror stories on the net here and there but how many happy owners are out there and don’t necessarily report their good experience with the brand.
There’s a misconception that everything that comes from the UK is s***te and everything that comes from Germany is perfect.
Fortunately for you Brits, overseas we appreciate your products.
Nothing to report. In 40,000 miles I ve had a single issue, an exhaust valve that got stuck shut. An electronic module was soon replaced under warranty.
I think the trouble with Aston Martin is their reputation for poor reliability which in my experience hasn t been the case. My V12 Vantage S Roadster has also been very reliable for the last 11 years. Ok there may be horror stories on the net here and there but how many happy owners are out there and don t necessarily report their good experience with the brand.
There s a misconception that everything that comes from the UK is s***te and everything that comes from Germany is perfect.
Fortunately for you Brits, overseas we appreciate your products.
As for this car, I've never liked the rear but in this colour scheme it doesn't look too bad at all. This is the nicest looking DBX I've seen and would be my choice if I was in the market for an uber-SUV.
The DBX still looks very handsome. Great infotainment / centre console - arguably the best of any car currently on sale? Ferrari, kindly note.
Needs the S’s magnesium wheels, purely because there’re less chintzy, why aren’t they a GT option?
Speaking of chintz, imho Aston should copy Ferrari: always offer a classic seat pattern, à la Daytona style. Aston’s Etch-A-Sketch seat patterns are gaudy and dated.
And, as ever, f*ck tri-colour seat options, why’s it not possible to configure a black steering wheel, black upper dash, black upper door caps but with all-tan for the seats, lower dash and lower door cards? It’s a classic combo, which is available in all Ferraris.
And If the above requires an exorbitant extra fee, then they can FRO
And they obviously still need to get a grip on quality control. Bez had the right idea – bring back the advisors / consultants from Lexus, ASAP.
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