AUTO

By riChard PoSluSzny

When I think of the future and cars that I am going to miss, it’s a very short list. This is partially because not many autos really get my heart skipping a beat. It’s also because, frankly, I don’t completely detest electric vehicles (EVs). As Chaucer wrote, “All good things must come to an end.” Sadly, we’re getting closer, and the horizon is in the near distance.

That said, there’s one type of car that stands out and makes the cut. That would be a V12-powered Aston

Martin. While I’ve had run-ins with the Vanquish and V12 Vantage S, I missed out on sampling the British marque’s latest flagship, the DBS. Well, until now.

This is one I was waiting for. Although the other V12 Astons I’ve piloted were exceptional and a lot of fun, this model sets a high benchmark. That’s because its 5.2-liter, twin-turbocharged engine churns out a staggering 715 horsepower and 664 lb.-ft. of torque. I don’t know exactly what Aston’s plans are but, on paper, this is a hell of a way to say sayonara if the V12 gets the axe. Several other automakers have already given their V12 motors the pink slip — BMW and Mercedes-Benz come to mind.

Upon seeing my test DBS, I was struck by its matte white paint. Accented with a carbon fiber front splitter, carbon fiber roof, carbon fiber rear lip spoiler, black trim bits and black wheels, it was fully embracing its Stormtrooper look. The red-painted brake calipers provided a nice pop of color.

With an aggressive, large front grille, the DBS doesn’t ask for permission. It commands your attention. While the look isn’t for everyone, I was appreciative of left lane hogs that would quickly hop into the middle lane as the DBS got bigger in their rear and sideview mirrors. It’s probably because they thought it was preparing for a light snack.

Walking around the side and back of the DBS, it is an exceedingly well-designed vehicle. When the DB11 — which the DBS is based on — initially debuted, it was the object of affection for many. That’s because it brought a revolution to Aston Martin’s formulaic design language. Although I love the previous-generation designs, the new look ushered in a contemporary feel that was sorely needed. And then there’s the trick details, like the curlicue integrated into the front fenders, Aston Martin’s Aeroblade and Formula 1-inspired double diffuser. All these components improve aerodynamics and boost downforce when you’re trying to hit the DBS’ 211 mph top speed.

Nothing’s better than when form and function collide, and work in harmony.

Getting more acquainted behind the leather and Alcantara three-spoke steering wheel, I found myself in a cozy cockpit. It takes some getting used to as the greenhouse is minimal, but the good news is there’s plenty of visibility outward in all directions. As I can fit comfortably at 6’8 and 300 pounds, there’s no reason why you shouldn’t. Continued on page 64

Looking around, the cabin is bathed in soft hides as well as delightful Alcantara. Essentially, if you think it’s leather or metal, it is. Even the tiniest of details, like the bezel surrounding the infotainment display is leather wrapped.

But it’s not just sensational raw materials. There’s some tech sprinkled in. Take, for example, the 12-inch TFT display that serves as your instrument panel, or how about the touch-sensitive buttons in the center stack. Personally, I’d prefer more real switches as I like tactile feedback while driving at speed.

Adorning the top of the DBS’ center stack is an 8-inch screen that serves as home to all your infotainment functions. The software powering it is borrowed from Mercedes-Benz’s COMAND interface. It’s a step up from what Aston used to provide in its previous-gen cars but it’s definitely not best-inbreed today.

Inspecting the interior, I was impressed. That’s because the DBS’ fit and finish was superb. While the British brand has always delivered exceptional cabins with the use of fine materials, it wasn’t unsurprising to find some things that were off. It could be stitching that was haphazard or misaligned ceiling trim along the A-pillar that you couldn’t properly seat. Things that just shouldn’t be in a six-figure automobile. It’s clear the automaker is paying closer attention as this has been the case with the past several cars I’ve tested — a welcome change.

Now, let’s get to the good part.

Once you slide into the driver’s seat and fire up the precious V12, you know you’re in for a treat. That’s because the motor roars to life. If you’ve ever wanted an EV, this surely will put an end to any lust for silent transportation.

Whether you’re puttering around town or cruising at highway speed, the DBS’ soundtrack is always producing a symphony. And, if you’re getting on the gas, don’t be surprised to have some delightful pops and bangs on the overrun.

Speaking of full-throttle acceleration, zero to 60 happens in just over 3 seconds. While the general consensus is

that you must have a dual-clutch transmission for peak performance, I don’t believe that’s the case. Aston Martin agrees, as it decided to leverage a ZF eightspeed automatic. It does a fine job of shifting cogs whether you’re running errands in Ridgewood or at the track trying to set a lap time at Monticello Motor Club. Even better, it makes for a much smoother driving experience at normal speeds — when compared to DCTs — which can be clunky around town. As the marque considers the DBS a Super GT car, this makes sense as the company is clearly trying to strike a balance between a sport- and luxury-oriented vehicle.

What makes the DBS fun is how it gets to speed. I’ve already talked about how lovely the car sounds — that’s a give in with a V12 engine — but the other part is how it puts that 700+ horsepower and 660+ lb.-ft. of torque down. With a rear-wheel drive setup, there’s a bit of drama when you plant your foot on the right pedal. Meaning, you better know what you’re doing. It’s not for the faint of heart, which is something I like.

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Taking this Aston on winding roads, you really start to see magic at work. While it is a good-sized twodoor coupe, it remains relatively lightweight at just over 3,700 pounds. You can thank the DBS’ carbon fiber body for that. Even better, the company’s engineers dialed in the electric power-assisted (EPAS) steering’s weighting so that it’s just right and direct. This isn’t common as EPAS setups have taken the industry by storm and, frankly, most of the time the weighting is too heavy and ponderous.

Although I’ve spent a bit of time telling you about this car’s ability to pick up speed and carve corners, I need to address how it stops. Equipped with a carbon ceramic brake kit that boasts front discs that are an insane 16 inches in diameter, slowing down isn’t a problem. But it’s how Aston’s engineers dial in the pedal feel that’s different. When pressing the brake pedal, you must do it gingerly as there’s significant bite. This is something I’ve noticed with other Aston vehicles, so, it’s no surprise but it takes some getting used to.

So, here’s the thing. For all of the DBS’ street cred, it doesn’t ride in a raw or unsophisticated way. Although the car is equipped with 21-inch wheels, it’s able to handle New Jersey’s pockmarked roads. While it doesn’t isolate bumps as well nor is as quiet as a Bentley Continental GT, it is loads more fun. And that’s a tradeoff I can live with.

And that’s the real story about Aston Martin’s flagship, grand touring car. Today, there’s vehicles that are faster and that handle better. Also, there’s autos that are more comfortable and compliant. But what the DBS does better than the others is meet at the intersection of sporty and comfy. To me, that’s the promised land — especially as I get older.

That’s because I want to have my cake and eat it too. I want the theatricality and sound of a race car, but I don’t want to beat my kidneys up over bumps. And I want the comfort and sumptuous details of Rolls-Royce but I don’t want to be driving a total snoozer, either.

Therefore, the DBS exists. And if the storied brand says “Goodbye” to the V12, well, it sure did it in a memorable fashion.