Two-and-a-half tons shouldn’t move like this. However the 2025 Aston Martin DBX707 just keeps snaking through tight and twisty Napa Valley roads like a smaller sport sedan.
The DBX707’s dance moves aren’t entirely recent, and neither is its monstrous 697 hp, but each represent refinements for the ultraluxury SUV that first debuted for the 2021 model yr. The agility I’m feeling comes by means of recent tuning for an already advanced chassis, while the 697 hp is now the one selection for buyers because the 542-hp option goes away for 2025. For good measure, Aston Martin also gives its sporty SUV a brand new infotainment system and a few styling tweaks in and out.
2025 Aston Martin DBX707
2025 Aston Martin DBX707
2025 Aston Martin DBX707
Aston Martin DBX707: Effective-tuned chassis
With a curb weight of 4,940 kilos, the DBX is heavy but not obese. It weighs 500 kilos lower than a BMW X5 M despite stretching about three inches longer overall and in wheelbase. It saves some weight with a one-off bonded-aluminum architecture developed for the DBX and utilized in no other vehicle. It gives the DBX an extended 120.5-inch wheelbase and a big interior but short overhangs. The body sits on a double-wishbone front suspension with a multi-link independent rear suspension, all created from aluminum.
The DBX also employs some proven technology to wrangle its weight, starting with a three-chamber air suspension and adaptive dampers with separate tuning for rebound and compression. On top of that, Aston Martin adds lively anti-roll bars front and rear that create as much as 1,032 lb-ft of torque via a 48-volt system to fight body lean. The air suspension can raise the DBX by 1.8 inches or lower it by 1.2 inches (though the Sport and aero modes lower it 0.8 inch) from its standard 6.9 inches of ground clearance.
That’s all carry-over and it has made the DBX quite agile from the beginning. The change for 2025, nevertheless, is a brand new suspension control module with refined parameters to react quicker to stiffen for corners and loosen up for cruising. The controller takes into consideration steering angle, throttle and brake position, and the six axis body motions: forward and backward pitch, lateral acceleration side to side, and roll side to side.
On these sometimes winding, sometimes tight and twisty roads, the DBX707 turns in sharply, rotates willingly, and leans barely enough in turns to offer me feedback. With a 14.4:1 ratio, the steering is weighty to keep up stability within the sweepers. It’s also quick, which is useful when the corners turn into hairpins. It’s so quick that it’s a part of a rowdy overall character for a vehicle that may most frequently be used because the family hauler.
In keeping with chief engineer Andy Tokley, the lively anti-roll bars can act like rear-wheel steering to virtually shorten the wheelbase in corners. To assist the DBX rotate, the suspension controller first stiffens the front anti-roll bar. Then, when the system detects lateral acceleration—i.e. cornering forces—it stiffens the rear bar to assist the rear end follow. This behavior should be at work in some enthusiastically driven corners on the notoriously tight and twisty Skaggs Springs Road, where I’d expect some understeer however the DBX rotates as an alternative.
Aston Martin outfits the DBX707 with an enormous set of normal carbon-ceramic brakes: 16.5-inch rotors up front with 6-piston calipers, and 15.0-inch rotors within the rear with single-piston calipers. Those big dinner plates handle a full day of attacking mountain roads, though I do feel just a little sponginess within the pedal by the tip of the day, which can actually bounce back for the subsequent driver.
Dynamically, I’d put the DBX on a brief list of crossover SUVs that I’d want on a mountain road or perhaps a track. They include the BMW X5 M/X6 M and the smaller X3 M/X4 M, the Porsche Macan and Cayenne, and the Lamborghini Urus.
2025 Aston Martin DBX707
2025 Aston Martin DBX707
2025 Aston Martin DBX707
Aston Martin DBX707: Power to spare
Under the DBX707’s curvaceous hood lies a Mercedes-AMG-sourced twin-turbocharged 4.0-liter V-8 that’s much more raucous than in its AMG applications. It’s a powerful engine anywhere it’s used, but here Aston Martin pumps 25.2 psi of boost down its gullet relatively than the 17.7 psi of the previous base engine.
The DBX707 begs you to get on the gas. The ability hits hard from a stop and keeps constructing. The 0-60 mph run takes just 3.1 seconds, in line with each Aston Martin and my butt dyno, and this beast can hit a top speed of 193 mph.
The right British gents at Aston also gave the engine a wailing banshee’s scream. Its deep rumble is a relentless companion, and it raises in pitch and intensity while you get on the gas. It also lets out braps between gears, in addition to pops and crackles on overrun. Turn up the drive mode to Sport or Sport+ and it gets even louder and deeper, burrowing its drumbeat into your soul. It’s never subdued while you dig deep into the throttle, so some suburbanites might feel it’s just an excessive amount of.
2025 Aston Martin DBX707
2025 Aston Martin DBX707
2025 Aston Martin DBX707
Power flows to all 4 wheels through a Mercedes 9-speed automatic transmission with a wet clutch, the identical trans utilized in most AMG products. The all-wheel-drive system is fully variable. It sends about 70% of the ability to the rear wheels within the default GT mode, and that goes to 90-95% within the Sport and Sport+ modes, though normal cruising sends all the ability to the rear because the front tires aren’t needed.
With GT, Sport, Sport+, Individual, Terrain, and Wet modes at my disposal, I give the primary three a try. Throttle response is comparatively sedate in GT. The throttle perks up in Sport mode, and the 9-speed’s shifts crack off even quicker. Each get even quicker in Sport+, but Aston says Sport mode is the quicker way around a track, as Sport+ loosens the soundness control to let the DBX slide. Slides aren’t a superb idea on public roads, nevertheless, so I can’t feel that difference.
Eventually, I configure Individual mode to my liking by going with the sportiest settings for the exhaust and powertrain but choosing the softest damper setting. The ride with these optional 23-inch wheels gets just a little crispy within the Sport and Sport+ modes without rattling my teeth, but I still prefer the firm but forgiving GT ride quality. The 22s should provide just a little softer ride.
Aston Martin doesn’t provide a reason to make use of Terrain mode on this drive, and I can’t imagine the low-profile Pirelli P Zero tires would do well on anything aside from a dust road to a campsite. The 1.8 inches of additional ride height will help it recover from minor obstacles on the option to those campsites, though.
I also haven’t any likelihood to tow. The DBX is rated to tug a good 5,940 kilos, and that hitch receiver looks awfully weird beneath the optional carbon-fiber rear diffuser of this test vehicle.
2025 Aston Martin DBX707
2025 Aston Martin DBX707
2025 Aston Martin DBX707
Aston Martin DBX707: Ultraluxury interior
I’m seeing red the complete drive, not simply because I would like to attack the road or dig deep into the ability, but because this tester is painted a deep Supernova Red with a Spicy Red semi-aniline leather interior. Individually, I’d like each colours, but they don’t match because the outside is darker than the inside. Each colours are a part of the extroverted character of the DBX. Don’t like red? You too can go for orange, quite a lot of blues and greens, purple, mocha, tan, and, yes, black. Most of those hues aren’t exactly understated.
The red paint is a $13,600 Q Special option, while the inside adds $11,900 for its monochromatic red upholstery, $3,300 for its matching carpet, $3,100 for its synthetic suede headliner, $900 for its heated steering wheel, and $12,300 for the 23-speaker, 1,600-watt Bowers & Wilkins audio system with metal speaker grilles that provide a contrast in a sea of red. The opposite contrasting trim is shiny piano black wood. I’d much prefer the available titanium mesh, carbon-fiber, or either of the smoked oak or dark ziricote woods, as piano black attracts fingerprints.
2025 Aston Martin DBX707
The large change within the cabin this yr is the brand new 12.3-inch digital instrument cluster and 10.3-inch center touchscreen that runs a brand new infotainment system developed in-house to exchange the older Mercedes-based system. While the brand new touchscreen could seem decently sized, it feels small here, and the icons in Apple CarPlay are especially small, making them hard to hit. Initially, Google Maps in CarPlay also seems to run slow, failing to maintain up with the vehicle as I approach corners. It seems to catch up later, though.
Together with the brand new screen comes a brand new design of the middle stack and center console. The middle stack takes on a more traditional, more understated look in comparison with the horse-collar design it sported last yr. The middle console loses its Mercedes-sourced handrest and rotary dial, in addition to its rotary shift dial, and gains a small Braun shaver-like gear lever (a la Porsche 911), and a less-cluttered control interface. That interface includes climate control and volume rollers on the front, with separate buttons for the game settings of the exhaust system, traction control, and dampers toward the rear, together with other assorted controls.
Other changes to the cabin include a brand new steering wheel design, plus recent designs for the air vents and door handles. It’s all lovingly assembled with beautiful materials.
2025 Aston Martin DBX707
With a boisterous personality comes a boisterous price. The DBX707 starts at $253,000, including a $4,000 destination charge, and my tester checks in at $342,000 as a result of those paint and interior options plus $10,800 for an upper Carbon Pack, $19,500 for a lower S Carbon Fiber package, $7,200 for the 23-inch wheels, and $1,800 for a hitch receiver, amongst other minor items.
All that cash will buy you an SUV that’s greater than handsome. Its looks and powertrain will be loud and obnoxious, but in a superb way, like your lovable life-of-the-party friend who sometimes doesn’t know when to shut up. Nevertheless it also buys an enormous vehicle with the moves of a much smaller automobile.
It shouldn’t move like this, nevertheless it does. It just requires quite a lot of money to make that occur.
Aston Martin paid for travel and lodging for Motor Authority to bring you this firsthand report.
This Article First Appeared At www.motorauthority.com
