Super-GT will give you a lift
Aston Martin’s flagship coupe is less sporty than the Vantage, more focused than the DB11. Is it just right then, asks
Following the global reveal of the Aston Martin DBS Superleggera in June, this is our first chance to drive the new flagship model – which the company describes as a ‘‘super GT’’. Ostensibly, it replaces the Vanquish S – but there’s a lot more to it than that.
Make me an instant expert: what do I need to know?
The DBS Superleggera is not just the new flagship model for Aston Martin, it’s also the third in a series of seven new-generation cars to be launched over seven years. Being new-gen means it’s closely related to the entry Vantage and mid-range DB11 in terms of platform structure and electronic architecture. Much closer to the latter actually, although it’s a standalone model.
Aston is often criticised for making different models that look exactly the same. Lead exterior designer Julian Nunn says the new brief is to have heavy differentiation in the front especially, which is why Vantage, DB11 and DBS are instantly recognisable in your rear view mirror. DBS picks up a lot of styling detail from the Vulcan track car with the aim of looking ‘‘aggressive, but not too squinty or angry,’’ says Nunn.
The nose is 34 millimetres shorter but 10mm wider than DB11.
‘‘Superleggera’’ means super lightweight, which is a bit of an exaggeration: the DBS is 73kg lighter than DB11, but still 1800kg. Hey, they’ve tried: there are carbon fibre panels and one design of 21-inch alloy available has the thinnest spokes of any rim currently in production.
The DBS joins the Vantage and DB11 in having Mercedes-derived electronics, although it doesn’t pick up the German brand’s V8 engine: it sticks with the oldschool V12 twin-turbo. It’s exactly the same engine you’ll find in the DB11 V12, but with the boost wound up to take it from 470kW/ 700Nm to an incredible 530kW/ 900Nm – with a new eight-speed gearbox to handle all that torque.
V8-powered Astons getting a German (Mercedes-AMG) engine has been a talking point of late, but the more trad V12 is actually German too: it’s made in Cologne.
There’s plenty of DB11 (including a Mercedes touchpad controller) in the cabin, although the DBS has the instrument binnacle and shift paddles from the sportier Vantage.
In terms of dynamic character, chief engineer Matt Becker says the DBS fits in between Aston’s other two new models: ‘‘The DB11 is the gentleman, the GT car. The Vantage is the hunter, the most agile and sporty.
‘‘Fundamentally, the DBS Superleggera is the super GT; dynamically, it’s smack in between the [other] two cars. We didn’t want to make it too aggressive. We wanted it to be a car that everybody could use on a daily basis and be accessible to any driver at any level.’’
Where did you drive it?
Berchtesgarden Land in southeast Germany, right on the border with Austria.
Perched high above our base for Aston Martin’s international media launch for the DBS, the Eagle’s Nest. Right below, within walking distance, the ruins of the Berghof, the primary residence of the German Chancellor from 1935-45. Not an area where lowflying British machinery was always welcome, then.
Our start point was 1000 metres above sea level in a national park, although much of the 300-kilometre drive took us down through suburban roads and petrol V12 (530kW/900Nm). Eightspeed automatic, RWD.
Body style: Coupe.
On sale: Now, with first New Zealand deliveries in November. highways into heavy traffic – to be honest, the kind of driving that will be familiar to this kind of high-end luxury vehicle.
But the day ended with a blast over the Rossfeld Panormastrasse, Germany’s highest scenic road. It takes you over the mountains at an altitude of 1600m and back into Berchtesgarden.
Alpine pass equals hairpin curves, obviously. Nice.
What stands out the most?
The incredible torque from that twin-turbo V12 engine.
In GT mode it can be quite docile: it was certainly no chore to drive the DBS in heavy traffic, save the stress of avoiding the hard-driven Seats and Skodas that seem to populate the roads in this area.
But in Sport or Sport Plus, you have to genuinely think twice about putting the throttle to the floor. The torque delivery means an excess of acceleration can arrive instantaneously; on a damp road the limited-slip differential will have the rear end stepping a little sideways before you know it. The electronics keep things in check – but boy, does it get your attention.
At 1.8 tonnes it doesn’t exactly dance around corners, but it’s substantially more responsive than a DB11. The adaptive suspension is 15 per cent stiffer and the fluid nature of the chassis means you can press on very hard indeed if the mood takes you. Turn-in is sharp and that LSD with torque vectoring keeps the car tucked in nicely.
The DBS has the same final drive ratio as the smaller Vantage – so shorter than the DB11.
Then there’s the noise. Again, the DBS can play grown-up if you want. But the quad pipes at back can also emit an almighty crackle under load or on over-run. Even in normal running, it’s around 10dB louder than a DB11 V12. With more pops and bangs in Sport and Sport Plus modes.
Why would I buy it?
Because you want a super-GT with a cool name and you don’t want a Ferrari 812 Superfast.
Make no mistake, the DBS Superleggera is aimed directly at the Prancing Horse’s big coupe. The 812 has more power than the DBS and revs higher (588kW/ 8900rpm versus 530kW/7200rpm), but the Aston has much more torque at much lower engine speed (718Nm/7000rpm versus 900Nm/1800rpm).
Aston claims the Superleggera is a second quicker from 80-160kmh than the Superfast. If that’s important to you.
Aston Martin DBS Superleggera Price: $465,000. Powertrains: 5.2-litre twin-turbo
Why wouldn’t I buy it?
Because it does still look quite similar to the DB11 from some angles.
Or because you put the throttle flat to the floor on a damp road and got a huge fright.