If not to cry about it, there is reason to smile at the idea that, in order to survive, Aston Martin is betting on the success of the very antithesis of a brand car. The paradox is such that before knowing if the DBX proves worthy of its glorious coat of arms, one can especially wonder if it is truly an SUV. In fact, in many ways, both the best and the worst, there is little doubt.
Very long, wide and high, this Aston probably rides casually on the North American roads where it’s supposed to flourish. But on our side of the Atlantic, it’s hard not to squeeze what you know in many circumstances. The unobstructed view offered by a dominant driving position, often appreciated by enthusiasts of the genre, the relative lightness of the steering at low speed and the softness of the automatic gearbox only partially mask the dimensions of the beast when maneuvering or in the traffic.
In return for this sometimes embarrassing size, the DBX takes up to five people on board. Or more ideally four, because of a narrower third place in the back.
But regardless of the number of chosen ones, the trunk cubing a minimum of 632 liters before folding the bench seat backs (40/20/40), the luggage will follow in any case. Tornado, the youngest’s pony, no problem either. The towing capacity of the British behemoth peaks at 2,700 kg.
To come back to those who run slower, but who have the chance to travel in the cockpit, they will do so in excellent conditions. The brightness, in the presence of the panoramic glass roof and light-coloured leather upholstery, accentuates the impression of space.
As long as the well-named GT mode is preferred, the controlled damping takes care to keep the crew at a safe distance from the harsh law of badly surfaced bitumen. And if, in the worst case, it even comes to an end, simply select the Terrain or Terrain+ modes for said air suspension to increase the ground clearance in order to better step over any obstacles.
Finally in theory. Because the tires of a delirious width (325 mm at the rear!), in addition to unpleasantly “copying” the ruts dug by heavy goods vehicles on certain axes, make any getaway off bitumen very risky. For sure, with a relative consistency, quite characteristic of the concept, the DBX is indeed a modern SUV.
And it’s also an Aston Martin. Finally, with again, its good and its bad sides. Playing as often the card of an all-British exoticism, certain ergonomic details are perplexing. Like the push buttons of the auto box which here require you to extend your arm to the dashboard, or even take off one shoulder from the seat to switch to Drive.
The original Mercedes multimedia interface, already more than a first youth, with a certain lack of responsiveness and a non-touch screen, also reminds us that the manufacturer from Gaydon does not necessarily have the means to offer itself better for the moment.
Or rather than the intelligence to invest in the essentials; like a specific platform and sharp running gear. Relatively indolent in GT mode, the DBX suddenly contracts its muscles once the Sport or Sport+ programs are engaged.
Under the effect of active roll control supplied with 48 V, the suspension freezes or almost curves to allow only very rare movements to pass. Each gesture at the wheel then affects the trajectory all the more quickly, which adjusts precisely and in near real time.
This rigor gives enough confidence to make you want to let go a little more of the bridle to the 550 hp of the rumbling V8 4.0 biturbo. The sub-regime? The charismatic original block AMG does not know. Its 700 Nm tumble from 2,200 rpm, a large part of them responding anyway present between idle and the red zone. What erase the tiny inertia generated by the converter of the auto box.
Thanks to this availability at all times, a quick gasp is often enough to send the restarts in a straight line as well as heading towards the exit of the bend just after entering it.
Receiving up to 100% of the torque, the rear axle adopts a sufficiently aggressive control of its differential to giving false airs of propulsion to this integral. It promises while waiting for its imminent version of 707 hp that we will try soon…
Without displaying the surreal efficiency of a Porsche Cayenne Turbo, a GT spirit as developed as the Bentley Bentayga or the performance of a Lamborghini Urus, the DBX delights more by his strong character. We would almost forget its mass.
This is best avoided when grip conditions deteriorate. Carried away by its high center of gravity and its weight which exceeds 2.3 tons crew on board, this projectile which comes close to 200,000 € before option can permanently leave its original trajectory after an excess of optimism. In these circumstances, the brake pedal, which would benefit from more resistance underfoot, is not to reassure.
No miracle, this Aston Martin inevitably comes up against the laws of physics and once again raises the question of the interest of the supposedly sporty SUV concept. Especially against that of a more elegant sedan, slightly less practical and certainly more pleasant to drive; which could as a bonus have a nice little name, like, I don’t know…Quick ? Ah, is it already taken?
Our Verdict
We wish the DBX all the success it deserves, and more. If this can help Aston Martin to continue to offer us real sports cars, certainly less profitable, but more memorable…
WE love
- Inexhaustible engine
- General comfort
- Chassis character
We love less
- Footprint
- Mass not to be neglected
- Questionable concept
Technical sheet Aston Martin DBX
TO BUY
- Version tested: €194,420
- From €194,420
- Average manufacturer consumption/during the test (l/100 km): 14.3/17.2
- CO2/malus : 269 / 40 000 €
- Fiscal horsepower: 48 CV
- Country of manufacture: United Kingdom
Range offered
- Essence 550 ch, 194 420 €
TO DRIVE
- Engine: front central, longitudinal, V8 biturbo, direct injection, 32 valves, variable valve timing, stop & start, 3,982 cc3.
- Transmission: all-wheel, 9-speed automatic
- Power (hp @ rpm): 550 @ 6,500
- Torque (Nm at rpm): 700 to 2,200
- Weight (kg): 2,245 (empty)
- Long.xlarg.xhaut. (m) : 5,04x2x1,68
- Wheelbase (m): 3.06
- Tank (l): 85
- Max speed (km/h): 291
- 0 to 100 km/h: 4”5
- AV-AR series tires: 285/40 R22-325/35 R22
- Test tires: Pirelli P Zero
TO LIVE
RECOMMENDED OPTIONS
MAIN COMPETITORS
- Bentley Bentayga S, from XXX 403 €
- Porsche Cayenne Turbo Coupé, from €156,756
Other tests on auto-moto.com:
Audi RS 3 vs Mercedes-AMG A 45 S : pari match
New Alpine A110 test: always at the top
Mercedes-AMG C 63 S Break test: man’s best friend
If not to cry about it, there is reason to smile at the idea that, in order to survive, Aston Martin is betting on the success of the very antithesis of a brand car. The paradox is such that before knowing if the DBX proves worthy of its glorious coat of arms, one can especially wonder if it is truly an SUV. In fact, in many ways, both the best and the worst, there is little doubt.
Very long, wide and high, this Aston probably rides casually on the North American roads where it’s supposed to flourish. But on our side of the Atlantic, it’s hard not to squeeze what you know in many circumstances. The unobstructed view offered by a dominant driving position, often appreciated by enthusiasts of the genre, the relative lightness of the steering at low speed and the softness of the automatic gearbox only partially mask the dimensions of the beast when maneuvering or in the traffic.
In return for this sometimes embarrassing size, the DBX takes up to five people on board. Or more ideally four, because of a narrower third place in the back.
But regardless of the number of chosen ones, the trunk cubing a minimum of 632 liters before folding the bench seat backs (40/20/40), the luggage will follow in any case. Tornado, the youngest’s pony, no problem either. The towing capacity of the British behemoth peaks at 2,700 kg.
To come back to those who run slower, but who have the chance to travel in the cockpit, they will do so in excellent conditions. The brightness, in the presence of the panoramic glass roof and light-coloured leather upholstery, accentuates the impression of space.
As long as the well-named GT mode is preferred, the controlled damping takes care to keep the crew at a safe distance from the harsh law of badly surfaced bitumen. And if, in the worst case, it even comes to an end, simply select the Terrain or Terrain+ modes for said air suspension to increase the ground clearance in order to better step over any obstacles.
Finally in theory. Because the tires of a delirious width (325 mm at the rear!), in addition to unpleasantly “copying” the ruts dug by heavy goods vehicles on certain axes, make any getaway off bitumen very risky. For sure, with a relative consistency, quite characteristic of the concept, the DBX is indeed a modern SUV.
And it’s also an Aston Martin. Finally, with again, its good and its bad sides. Playing as often the card of an all-British exoticism, certain ergonomic details are perplexing. Like the push buttons of the auto box which here require you to extend your arm to the dashboard, or even take off one shoulder from the seat to switch to Drive.
The original Mercedes multimedia interface, already more than a first youth, with a certain lack of responsiveness and a non-touch screen, also reminds us that the manufacturer from Gaydon does not necessarily have the means to offer itself better for the moment.
Or rather than the intelligence to invest in the essentials; like a specific platform and sharp running gear. Relatively indolent in GT mode, the DBX suddenly contracts its muscles once the Sport or Sport+ programs are engaged.
Under the effect of active roll control supplied with 48 V, the suspension freezes or almost curves to allow only very rare movements to pass. Each gesture at the wheel then affects the trajectory all the more quickly, which adjusts precisely and in near real time.
This rigor gives enough confidence to make you want to let go a little more of the bridle to the 550 hp of the rumbling V8 4.0 biturbo. The sub-regime? The charismatic original block AMG does not know. Its 700 Nm tumble from 2,200 rpm, a large part of them responding anyway present between idle and the red zone. What erase the tiny inertia generated by the converter of the auto box.
Thanks to this availability at all times, a quick gasp is often enough to send the restarts in a straight line as well as heading towards the exit of the bend just after entering it.
Receiving up to 100% of the torque, the rear axle adopts a sufficiently aggressive control of its differential to giving false airs of propulsion to this integral. It promises while waiting for its imminent version of 707 hp that we will try soon…
Without displaying the surreal efficiency of a Porsche Cayenne Turbo, a GT spirit as developed as the Bentley Bentayga or the performance of a Lamborghini Urus, the DBX delights more by his strong character. We would almost forget its mass.
This is best avoided when grip conditions deteriorate. Carried away by its high center of gravity and its weight which exceeds 2.3 tons crew on board, this projectile which comes close to 200,000 € before option can permanently leave its original trajectory after an excess of optimism. In these circumstances, the brake pedal, which would benefit from more resistance underfoot, is not to reassure.
No miracle, this Aston Martin inevitably comes up against the laws of physics and once again raises the question of the interest of the supposedly sporty SUV concept. Especially against that of a more elegant sedan, slightly less practical and certainly more pleasant to drive; which could as a bonus have a nice little name, like, I don’t know…Quick ? Ah, is it already taken?
Our Verdict
We wish the DBX all the success it deserves, and more. If this can help Aston Martin to continue to offer us real sports cars, certainly less profitable, but more memorable…
WE love
- Inexhaustible engine
- General comfort
- Chassis character
We love less
- Footprint
- Mass not to be neglected
- Questionable concept
Technical sheet Aston Martin DBX
TO BUY
- Version tested: €194,420
- From €194,420
- Average manufacturer consumption/during the test (l/100 km): 14.3/17.2
- CO2/malus : 269 / 40 000 €
- Fiscal horsepower: 48 CV
- Country of manufacture: United Kingdom
Range offered
- Essence 550 ch, 194 420 €
TO DRIVE
- Engine: front central, longitudinal, V8 biturbo, direct injection, 32 valves, variable valve timing, stop & start, 3,982 cc3.
- Transmission: all-wheel, 9-speed automatic
- Power (hp @ rpm): 550 @ 6,500
- Torque (Nm at rpm): 700 to 2,200
- Weight (kg): 2,245 (empty)
- Long.xlarg.xhaut. (m) : 5,04x2x1,68
- Wheelbase (m): 3.06
- Tank (l): 85
- Max speed (km/h): 291
- 0 to 100 km/h: 4”5
- AV-AR series tires: 285/40 R22-325/35 R22
- Test tires: Pirelli P Zero
TO LIVE
RECOMMENDED OPTIONS
MAIN COMPETITORS
- Bentley Bentayga S, from XXX 403 €
- Porsche Cayenne Turbo Coupé, from €156,756
Other tests on auto-moto.com:
Audi RS 3 vs Mercedes-AMG A 45 S : pari match
New Alpine A110 test: always at the top
Mercedes-AMG C 63 S Break test: man’s best friend
