Stomp hard – as I was called on to do once or twice coming around blind corners a little hot – and those front brakes haul the DBX down from speed like you’ve hit an invisible brick wall. My nerves are still a bit out of practice where hurtling 5,000-pound land missiles around mountain roads is concerned, so getting comfortable with the brakes is key. There’s not much in terms of road feel evident through the wheel, but otherwise this is a sublime steering experience.Ĭonfidently placing the big Aston on the road, corner after narrow corner, is just half the battle. The rapid reaction to input doesn’t make the car feel over-caffeinated, however just nippy changes of direction, exactly when I ask for them, coupled with smooth and predictable suspension response both mid-corner and over bigger bumps or swales in the road surface. The rack feels incredibly fast on the dozens of miles of mountain switchbacks, with almost instant turn-in making the 707 feel more the size of a Cinquecento than a truck. The rapidity of the (also retuned) electronic power steering is nothing short of incredible for a vehicle this size. That Nurburgring record might not be far off. Amongst the host of revisions from the DBX V8, engineers have fully recalibrated the air suspension system and stiffened the front suspension mounts with an eye toward improved body control and steering response. It turns out that, while the headlines have all focused on the DBX707’s eponymous horsepower output, the Aston’s real party trick is its revised front end, and powerful brakes.
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