(Roquebrune-Cap-Martin, France) It is always an impressive experience to be on board an Aston Martin. And even more to get behind the wheel, especially when it is successful.
Without flowers or wreaths, Aston Martin has, in the strictest privacy, put an end to production of the DB11. Nobody cried when they saw this car, which was certainly elegant, but completely devoid of character. Its successor, the DB12, has the mission of correcting the situation by positioning itself between a Ferrari and a Rolls-Royce. And at a much better price!
Aston Martin celebrates its 110th anniversary this year. We are almost surprised. The English firm has, over its long history, come close to going off the road more than once at the hands of many of its patrons. Now it’s Lawrence Stroll’s turn to offer his vision. This consists of re-enchanting the brand, positioning it more clearly and forging new partnerships (see our boxes in the “Specifications” tab) to negotiate the electric shift that is looming on the horizon. There are many construction sites. The task is immense.
The DB12 does not embody THE revival of Aston Martin. Rather, it is the first piece of the puzzle that Lawrence Stroll seeks to put together. Using known ingredients (those of the DB11), the Aston Martin team is responsible for concocting its chef’s recipe, which can be summed up more or less as follows: an iron fist in a velvet glove.
Swift like a Ferrari, refined like a Rolls-Royce, Aston Martin is the only bridge between these two brands. McLaren? Too typical for circuits. Lamborghini? Too flashy. Bentley then? Too consensual.
Probably deeming the GT (Grand Touring) designation too overused, Aston Martin presents the DB12 as a “Super Tourer”. In fact, only DB11 owners will appreciate this nuance. Indeed, only they will be able to really testify to the progress made in all areas. The chassis, the same, now benefits from better rigidity and wider tracks. The suspension, for its part, has been completely revised, now incorporating adaptive dampers and – a first – an electronic differential.
Unlike the DB11, the DB12 has a soul. And a rather stormy character that we appreciate once tamed the weight and the imposing dimensions (the car is more than 2 meters wide). The indolence of the DB11 has faded in favor of an almost exemplary handling.
At the wheel, you never get tired of corner entries or exits. The DB12 negotiates them as if it were moving on rails. Its tires, Michelin Pilot Sport S 5, provide this English car with phenomenal grip and exemplary traction. We regret that Aston Martin did not take advantage of the release of this new model to offer a four-wheel steering device. This would certainly have made it more agile, even more stable and less painful to park. Braking is up to this power, but it requires some acclimatization due to its sharp characteristics (modulation, temperature, dosage).
That said, we revel in advance to enter the tunnels. It is there, under these vaults, that the metallic roar of the eight cylinders rises to our ears.
And even more as soon as the drive selector crashes in Sport mode, where the eight gears of the gearbox are linked very quickly to keep up with the pace. In short, there is no need to mourn the absence of a V12 under its hood. This one, heavier, more thirsty for hydrocarbons, was, it should be remembered, less powerful than the V8 offered today.
Let’s close our eyes to the two bucket seats arranged behind – a punishment, even for children – and to the cramped volume of the trunk (equivalent to 262 L) to focus on the cockpit. This one, for the first time at Aston Martin, does not have to be ashamed of the comparison when it comes to connectivity.
The 10.25″ screen incorporates an easy-to-view and navigate menu. What’s more, it is now compatible with the CarPlay and AndroidAuto applications. A “luxury” so far beyond the reach of all of the brand’s products, DBX (its recent SUV) included. The English brand also had the good idea of ​​not swinging all the controls behind the screen. The central console is lined with accessible switches that do not require you to take your eyes off the road.
Of this cabin, we especially remember the soft and delicately scented leather, the scandalously thick carpet and the customization options capable of putting your bank account overdrawn. Anyway, mine.
281 800 $
12.2L/100km
Clean copy of DB11
La Presse will soon publish the test of the following vehicles: Acura Integra, Audi RS7, Ford Mustang and Toyota Crown. If you own one of these vehicles or are considering one, we would love to hear from you.
For now, Aston Martins are powered by engines produced by Mercedes’ AMG subsidiary, but for how long? The question is valid. For several weeks now, we have known that Formula 1 Aston Martins will be powered by Honda engines from 2026. In addition, the Chinese automotive group Geely (owner of the Volvo, Polestar and Lotus brands in particular) has recently become the third largest shareholder (17 %) of Aston Martin behind the consortium led by Lawrence Stroll (21%) and the Saudi sovereign wealth fund (18%). Mercedes is still among the shareholders with just under 10% of shares.
To accelerate its transition to all-electric, Aston Martin is not turning to Mercedes-Benz, but rather to Lucid Motors. The young American shoot will supply its thrusters to Aston Martin from 2025. The English brand will however make sure to modify them somewhat and will also create a specific architecture to accommodate them.