Aston Martin DBX707: Its strengths and weaknesses

The important things first. Boeing hasn’t gotten in touch and Peugeot hasn’t called either. With the 707, a legendary jetliner, the Americans had this number in their program for a long time. And as is well known, the French have reserved all possible three-digit number combinations with a zero in the middle. But please don’t leave any gaps: Aston Martin DBX707, that’s correct.
The 707 stand, who would have thought it, for 707 hp. 700 was the development goal, but a little more can’t hurt, right? The DBX707 can be considered the first car for which Aston Martin boss Tobias Moers, who has been in office since 2020, is responsible. Moers had previously been with AMG for many years and brought along Ralph Illenberger, his engine man.

AMG’s superb 4.0-litre V8 is well known, with the finishing touches coming from Aston Martin. Result: 707 hp, 900 Nm from 2600 rpm. And a great sound.

And he then put his hand to the well-known 4.0-liter V8 block from AMG. Among other things, it got new, ball-bearing turbochargers and a newly programmed control. The engine is there, the British are proud of that, only at Aston Martin.

The result is the aforementioned 707 hp at 6000 rpm and a torque of 900 Nm at 2600 rpm. The DBX707, which weighs at least 2.2 tons, should sprint from zero to one hundred in 3.3 seconds and run at a maximum of 310 km/h. A significant increase compared to the normal DBX, where the values ​​are: 550 hp, 700 Nm, 4.5 seconds, 291 km/h. And the DBX707 would actually be faster than the Lamborghini Urus (650 hp, 3.6 seconds, 305 km/h), which Aston Martin has identified as its main opponent.

Carbon-ceramic brakes on board as standard

Power is transmitted by the AMG nine-speed automatic transmission with a wet starting clutch, while the four-wheel drive works with an electronically controlled multi-plate clutch. The chassis, with double wishbones at the front and a multi-link axle at the rear with an electronically controlled limited-slip differential, has also been redesigned and the three-chamber air suspension adapted. In addition, a 48-volt roll compensation system and carbon-ceramic brakes are standard on board, 420 mm at the front and 390 mm at the rear.


Here you can guess the dimensions: The DBX707 is over five meters long, the wheelbase is over three meters.

The brakes in particular proved to be not without problems on the first trips – on public roads. It was relatively cold, around nine degrees, and rained heavily at times, the test DBX707 stood on 23-inch wheels with Pirelli P Zero. Not fortunate circumstances, the brake feel was always slightly diffuse, the brakes responded hesitantly and decelerated rather cautiously. It may be that the overheated system behaves completely differently on a circuit – but that’s how the conditions were.

Bouldering V8 in the DBX707

However, Aston Martin managed the engine-transmission combination almost perfectly. The menacingly powerful V8 kicks in when it’s supposed to, revs furiously, pulls the DBX707 violently from the spot and then brutally pulls through. Great time! The test then has to show whether he can really hold the 3.3 seconds. It sounds like a V8 should sound like: deep rumbling to violently thundering – but it never gets annoyingly loud.

The nine-speed automatic reacts snappily and likes to mercilessly clean the gears in the Sport+ mode, for example – but otherwise pleases with rapid and surprisingly smooth gear changes.


Grippy sports seats, but the seating position in the DBX 707 is a bit too high.

The DBX707 fires insanely fast through the area, but the weight and almost even more the dimensions of the car can always be felt, after all, the DBX707 is over five meters long and two meters wide, the wheelbase is over three meters.

But the energetic, always wide-awake effortlessness with which this happens is impressive. And the DBX707 can also do comfort. The air suspension is particularly sensitive to longer waves, only doesn’t particularly like transverse joints and the like, and sometimes reacts noisily. The steering responds directly and precisely – but more feeling would be quite conceivable, Porsche, for example, did it better with the Cayenne.

Good space in the Aston Martin

As intensively as Aston Martin has devoted itself to the drive and chassis, the differences to the normal DBX in terms of design and appearance are limited. Up front, the DBX707 sports a larger satin chrome grille and larger air intakes, along with new bumpers with spoilers and splitters. Strong side skirts on the flank and a powerful roof spoiler at the rear, a large diffuser and four fat tailpipes.

Rear with the typical curved, narrow lights. Large roof spoiler, diffuser. And four fat tailpipes.

Aston Martin also refrained from major changes in the interior design, the layout of the cockpit with a 12.3-inch display for the driver and a 10.25-inch screen in the middle – no touchscreen! – is known. The center console has been slightly redesigned, now with a new switch for selecting the driving mode. Navi and multimedia are – how do we put it friendly? – not quite the current Mercedes version, maybe the penultimate one. Or the penultimate? It doesn’t matter, it’s antiquated in any case in terms of the range of functions, the operation and the navigation quality.

The space available in the DBX is always a positive surprise – especially in the surprisingly airy rear. There is even a three-part folding backrest and a notable trunk (according to Aston Martin 638 liters). But does that really matter to the wealthy future owners? We’ll start in the middle of the year, prices start at 238,500 euros. A really big number, this DBX707.

Specifications and price: Aston Martin DBX707

• Engine V8 biturbo, longitudinal in front
• Displacement 3982cc
• Perfomance 520 kW (707 hp) at 6000 rpm
• Max. Torque 900 Nm at 2600 rpm
• Drive All-wheel drive/nine-speed automatic
• L/W/H 5039/ 1998/1680mm
• curb weight 2245kg
• trunk 638 liters
• 0-100km/h 3.3s
• Top 310km/h
• Consumption 14.2L S
• Exhaust CO2 323g/km
• Price from 238,500 euros

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