It’s a threat, no doubt. It’s a threat that has paid off (and continues to do so) for Porsche with the Cayenne, but that doesn’t mean it will be for Aston Martin. It didn’t seem like such an ideological leap that Bentley or Rolls-Royce produced an SUV. Lamborghini? Even more (apart from LM002), however, the Italian company may rely on the MLB Evo foundations of its brothers and sisters of the Volkswagen Group. He’s not a threat.
Sports car manufacturer Aston Martin, however, has to create its own brand new SUV platform. Risk. There’s also a disturbing feeling that this may be just the night of the SUV just as the DJ finishes the last track before the space lighting fixtures are turned on. Let’s hope not. First, because Aston has done a decent task by generating a luxury SUV to compete with the Bentayga and Urus. Secondly, because Aston’s long term is probably based on the good advertising fortune of the new DBX.
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Climbing a DBX is a kind of mirror runner. You know it’s a huge vehicle (longer and wider than a Range Rover), but in some tactics it doesn’t look bigger than a Porsche Macan. It’s a clever trick of car design. I’m not so fanatical about the back of the car with its Vantage lighting fixtures grafted a little awkwardly into the big trunk, however, I think its overall sculptural appearance is eye-catching and more athletic than the maximum SUVs.
Before you reach the driver’s seat, I recommend that you open one of the back doors and sit in line for the time being. For what? Because I think it’s one of the main topics of promotion of DBX. We all know that consumers in some markets prefer to drive rather than drive, and I think they will be very happy with the environment they are in. A wheelbase of more than 10 feet combined with thin front seats evolved from those discovered on the DB11 leading to a definitely palatial legroom. In addition, the popular panoramic roof provides a pleasant feeling of softness and ventilation to the row at the moment, although it is placed relatively low to allow the outer roof line to descend. The fabrics in the cabin are also of first elegance and definitely give a sense of luxury.
Let’s move on to the driver’s seat. And where to go first? Well, for me it’s an off-road field. It’s not the most egregious ride I’ve ever driven, however, in DBX Terrain Plus mode, steep, loose ups and downs are easily removed. A narrow, muddy path through forests with deeply ornate paths is also not a problem. In any case, I would like a slightly less sensitive accelerator to the maximum of its operation for this type of work, but it is a problem more than a big problem. Essentially, you can be sure that when you shoot or move to a point over the weekend and everyone park in a muddy field, they can pass without shame. It is probably maximum productivity to specify tires for all seasons.
The next step for the DBX is the other end: an excursion from the Stowe circuit in Silverstone. This small and quite narrow track is the one Aston Martin uses for much of its dynamic development, and while I don’t expect to see much DBX in pit lanes, it’s fun to see what he can do with the chains. . By switching the driving mode to the other end of the air suspension spectrum in Sport Plus, the most impressive thing on the track is how well the 48-volt anti-roll formula helps keep the car flat and controlled. The quick guide turns out that the front brakes are very active in corners, I think basically in the formula of vectorization of torque through the brake than in the stability control. When exiting corners, the DBX feels very skewed from the rear in its torque distribution.
Between corners, the 542 horsepower and 516-pound torque of the twin-engine V8 are more than enough, driving the DBX’s 4950 pounds at high speed. What I find a little disappointing is the nine-speed automatic transmission. The giant theatrical aluminum palettes are great to use, however, the box does not respond as temporarily or smoothly to requests for degradation as I would like.
The other side on which the circuit draws attention without delay is the sound of the DBX. There’s an argument that Aston deserves to offer a hybrid powertrain to keep up with trends, but once you hear the sound of the M177 engine, it’s hard not to be seduced by its sound charms. It has a slightly higher pitch than its Mercedes-AMG applications, but the essential character is undeniable, which is very clever.
However, despite how attractive it is to drive it in excessive environments, the greatest check begins when I drive on public roads to live with the DBX for 24 hours. This type of vehicle will have to succeed in everyday situations. First impressions on the road are very good. The air suspension provides a pleasantly prolonged feel and the control of noise, vibration and hardness is excellent, creating a quiet environment. It’s like a relaxing position to spend miles. With Apple CarPlay, a lot of garage in the door trays and under the floating center console, it also looks like a very usable car. However, the generation is a Mercedes product of the lacheck generation, so the central screen is not a touch screen, it is positioned the way it deserves.
In the city, the DBX gives the impression that it looks like one; big but also quite useful. The relatively fast guide and anti-roll formula are the ones that give the impression that it is easy to maneuver, while the 360-degree camera formula means that parking is not too intimidating. However, if you are located in narrow alleys with random street parking, then there is no costume of the dbX’s long length, and you will probably have to sit in the back.
And what happens when you succeed on the kind of roads that are the cheerful hunting floor of a Vantage? Well, again, the DBX is an intriguing mix. In a direct line, you feel like you have the number one flexible driving of a Range Rover, the quality of the secondary driving is a little more busy, with more vibratory feedback through the seat and guide. But as soon as you deviate from the hotline, you gain unexpected agility. The way it spins quickly, even if it doesn’t have a guide for the rear wheels, then crosses a curve with a different rear polarization, even pushing the tail a little if you’re really competitive with the throttle, means it has a agility and agility that reminds me more of an Alfa Romeo Stelvio Quadrifoglio. It really is a great mix.
Overall, I think Aston Martin has done a smart task by creating a luxury SUV that also has enough vitality in its handling and dynamism in its soundtrack to make the winged badge worthwhile. At $189,900 in the U.S., it’s definitely expensive, but I think it’s attractive enough to take other people away from the more forged and majestic charms of a Bentley Bentayga and the brave curve of an Urus. While it will attract enough other people to be regarded as a smart fortune and a threat value takeover, however, only time will tell.
This was originally published on Roadshow.
Gallery: cars that the United States has loved, but not (Autocar)
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