FIRST DRIVE: 2018 ASTON MARTIN DB11 V8 IT’S SLEEK, SEXY AND AS QUICK AS LIGHTNING
While the 12-cylinder version is a missile, the eight-cylinder is a driver’s vehicle
If you’re already up GIRONA, SPAIN around the quarter-million-dollar mark anyway, why not go all out? If you can get 12 cylinders in your Aston Martin, why settle for a V8? The short answer is that getting behind the wheel makes a very convincing argument that bigger isn’t always better.
Aston Martin introduced the DB11 last year, powered by a twin-turbo 5.2-litre V12. For 2018, it adds a twin-turbo 4.0-L V8, sourced from MercedesBenz’s AMG division. Both use an eight-speed automatic transmission. The V8 is $233,650, while the V12 is $254,195, but offering an “entry level” version isn’t the point. Even high-end sportscar manufacturers have to keep their fleets within evertightening fuel and emissions regulations, and the V8 is the first step in an overall plan that also includes an all-electric Rapide for 2019.
The two DB11 models are identical in size and appearance, save for some subtle modifications, including unique wheel and headlamp bezel colours, and two fewer hood vents on the eight. But that ends once you hit the road, where Junior and Senior become two very different cars indeed.
The smaller power plant weighs in at 115 kilograms under the V12, but what really matters is that the difference is all up front. While the larger engine hangs out over the front axle, the V8’s mechanicals are tucked entirely within the wheelbase, lightening the nose. By the numbers, the front-torear difference seems minor, with 51 per cent of the car’s weight focused on the front of the V12 model, and 51 at the rear on the V8. I drove the two back to back, and the difference is considerable when the road turns twisty.
The electric power steering is tuned for the smaller engine, which is bolted in as low as possible to drop the centre of gravity. The DB11 tucks smartly into curves, so much so that it’s always surprising to step out of it and realize just how long and wide this car actually is.
The V12 has a slight rear lateral roll and lighter steering, and in response to complaints from owners and writers, the engineers added stiffer bushings and more steering weight to the V8. This tightens the car considerably, especially as the steering and suspension become progressively firmer through the GT, Sport, and Sport-Plus driving modes.
The ride is grand-touring comfortable, and while driving on Canada’s winter-heaved roads might change my opinion on that, the DB11 soared smoothly over the few rough Spanish spots I managed to find. For the sake of weight, an air suspension isn’t available.
What I really like about this car is that while it’s stuffed full of electronics like everything else, it doesn’t feel like it. The tail gets squirrelly on hard throttle, and the steering is quick and direct. Although I knew it would do everything in its power to save my butt if I made a mistake on the mountain roads, it never once felt like it was watching over me. It’s refreshing to drive something that actually feels like a machine, and I’m in control of it.
There’s a considerable difference in horsepower, with the
V12 rated at 600 and the V8 at a mere 503. But the two are well matched for twist: The 12-cylinder cranks out 516 pound-feet of torque at 1,500 rpm, but the V8 is right on its tail with 513 lb-ft at 2,000 rpm, and with a lower curb weight. The V12 spins to a top speed of 322 km/h to the V8’s max of 300, but nail both of them off the line and the 12 hits 100 km/h in 4.0 seconds, the V8 in 3.9. Them’s V8 bragging rights indeed.
The DB11 is drop-dead gorgeous, and there’s a cool trick to that smoothed-out rear end. Air slides over the roof and into channels hidden in the rear pillars, exiting through a vent in the trunk lid. This creates the desired aero downward force without adding a spoiler. My only complaint is with the wide-set side mirrors: they provide excellent visibility to the rear, but in combination with the front pillar, they can easily block your view of a pedestrian.
The interior confirms Aston Martin’s new-found interest in cabin quality, including headliner stitching that matches that of the seats. There are rear seats, but they are so tight that they’re strictly for show. MercedesBenz supplies the switchgear, which looks good but contains an annoyingly awkward-to-use glass panel with a lot of tapping to perform the functions. Set as much as you can before you hit the button for “Drive.”
Aston Martin chief Andy Palmer describes the 12 as a missile, and the eight as a driver’s car, and he’s on the money with that. The V12 is always going to be outwardly more impressive, both for what’s under the hood and what you paid for it. And that’s fine, because it’s certainly no slouch, and I wouldn’t complain if I had one in my driveway. But what the V8 lacks in cylinders, it more than makes up when it’s time to drive.