1607, 02 June 2016, Page 74

#1607, 02 June 2016, page 74. #1607, 02 June 2016, page 74. TURNby GEORG KACHER pics MAX EAREY IT TO 11 Aston Martin’s long-awaited DB9 replacement, the twin-turbo DB11, has been worth the wait ver since one- sit there. The cabin’s extended inner dimensions time tractor are not only due to a 65mm wheelbase stretch manufacturer David but also to the redesigned, extruded, bonded- Brown (DB) bought aluminium body structure that replaces the Aston Martin for ageing VH matrix introduced with the Vanquish £20,500 in 1947, MkI in 2001. the British sports The view from the most important seat in the E car builder’s claim DB11 is of a ribbed bonnet that is unique to this to fame has been model. And the scene behind the almost quartic exclusive fast steering wheel is new, too. Gone for good are cars with power, the traditional counter-rotating analogue dials, panache, and prestige. In stark contrast, cabin the confusing centre console (which could have space has been a scarce commodity in cars from been conceived by a sudoku fetishist) and the Newport-Pagnell, so to be flat out in Aston’s new tiny pop-up sat-nav screen that was little more 320km/h DB11 two-plus-two at an Italian test than a well-meant travel gesture. track and have decent elbow and head room is Instead, the dash is now dominated by a colour an unexpected pleasure. But not as pleasurable LCD readout which changes graphics in sync as Aston’s first twin-turbo V12. with driving modes labelled GT, Sport and Sport Inside the DB11 there is room enough up front Plus. It’s a modern layout, but the digits are quite for wide-hipped millionaires and their coiffured small and the whole assembly is still no match companions to travel first class, but although the for a good head-up display. Above the centre second row is no longer a leather-clad bench for air vents, an LCD monitor fed with software contortionists, it still helps to be born small to provided by tech partner, Mercedes-Benz. #1607, 02 June 2016, page 76. Although our early muletto has been shrink- wrapped in monochromatic camouflage film, the interior is quite close to the production version, with baby-blue leather combining contrasting wave-stitching with an antique brogue surface pattern, and matte open-pore ash wood trim. It’s a classy, if psychedelic, driver environment. Some things never change, though, and starting the engine and pushing the transaxle transmission into gear is still a special ceremony. The traditional lead crystal ignition key has been replaced by a starter button, but selecting the direction of travel is again a job for the index finger and the P, R, N and D buttons under the central air-con vents. What springs to life just behind the firewall – the engine is set back for almost perfect (51:49) weight distribution – is a very different kind of V12, the most powerful in Aston Martin history. Aston’s archaic normally-aspirated 6.0-litre unit has finally been dethroned by a smaller displacement, twin-turbo 5.2-litre powerplant that can slam up to 447kW and 700Nm in the directdirectionection of the beefed-up eight-speed automatic. This mighty engine, built in Cologne, sings a different aria for each Development mule driving program. In GT, it’s a rumbling still has a few bugs to baritone; in Sport it compresses three iron out, but interior, octaves into a dark-voiced bass; and in powertrain and Sport Plus it bellows like a baritone at dynamics more or less top of his range. Too loud for comfort? production-spec, which proves promising for the Stab the quiet button and the DB11 final product slips into gear near-noiselessly, like a well behaved hybrid. But noiseless is definitely the wrong byword for today’s test. We’re at Bridgestone’s European Proving Ground in Aprilia, Italy, and today’s opera is that favourite road test classic: how to destroy a set of tyres in 24 laps. The victims – appropriately codenamed S007, James – come in two different sizes: 255/40R20 up front and 295/35ZR20 at the rear and, assisted by a torque-vectoring limited-slip differential, the Italo-Japanese rubber is sticky enough to fast-forward the 1770kg coupé from 0-100km/h in a sensational 3.9 seconds. Compared to the Vantage V12, which is a high- tech hooligan, the DB11 cultivates the more genteel traits of a proper Grand Tourer, permitting only a whiff of take-off wheelspin, cushioning full-throttle upshift kickback, and laying down maximum torque from a lazy 1500rpm. There are eight transaxle ratios to go through, but this car doesn’t rush it. Even in Sport Plus, gear changes are an object lesson in brisk, fluid transition. While ‘hands-off’ automatic mode is useful in stop-go traffic, even the most phlegmatic motorist will be tempted to reach for the shift paddles when tackling a twisting road, athough shift timing is crucial because the paddles are partly concealed by the cumbersome wheel. More accessible are three steering wheel- mounted controls that tweak the car’s character. #1607, 02 June 2016, page 76. Gene PooPool:ol: Tradition versus new tech one two three four ﬁ ve DIGITAL DIAL KEY-FREE SPEAK NO EVIL PADDLE POP DIALLED IN New LCD instruments replace DB11 signals the end for Thirteen-speaker, 1000w Shift paddles almost hidden Steering wheel-mounted traditional analogue twin- Aston-Martin lead crystal Bang & Olufsen system by weird ‘square’ steering switchgear controls driving gauge setup; graphics change ignition keys; gear selection is occasionally preferable to wheel; can be tricky to access modes, steering, damper and with different driving modes. also push-button. sound of a V12 at 6500rpm. in the heat of the moment. stability programs. Even the most phlegmatic motorist will be tempted to reach for the shift paddles on a twisting road #1607, 02 June 2016, page 78. While the new Aston can top 320km/h, its explosive mid-range thrust is more impressive #1607, 02 June 2016, page 78. Make or Break DB11 a pivotal car for Aston THE DB11 marks the startt for years to come. The which first appeared in of a new era for Aston DB11 is first cab off concept form at the 2015 Martin, effectively the the rank, followed by Geneva Motor Show. brand’s first ‘all new’ car a new Vantage in 2017 There are also plans in more than a decade. (expected to use an to revive the Lagonda It’s been made possible AMG V8 as part of the brand, the first step of thanks to significant new Mercedes tie-up) and a which was the recent investment as well as new Vanquish in 2018 to introduction of the ultra- a technical partnership complete the sports-car exclusive Taraf. with Mercedes-Benz. lineup refresh. Words are cheap, New CEO Andy Palmer With the core building making new models is instigated a substantial blocks in place, Palmer not, but based on our management restructure then intends to expand first taste of the new while also setting out Aston’s model range withth DB11 Aston Martin has a Aston’s model plan the DBX SUV in 2019, good chance of success. a significant G-force, the DB11 grabs your emotional equilibrium and pulls it through bends with a determined hand on your collar. Hard turn-ins remain a challenge for the spine, but that awkward lean-and-roll motion away from apexes which haunts the DB9 is no longer an issue. Even though CEO Andy Palmer and his team cannot afford high-tech goodies like electrically-adjustable anti-roll bars and rear-wheel steering at the moment, the DB11 blends ability and accessibility in convincing fashion. The re-engineered suspension (struts up front and a multi-link rear axle), with bespoke adjustable Bilstein dampers matched to a grippy tyre, are key to the expertly balanced handling. In readiness for future assistance systems, including autonomous driving, Aston abandoned its world-class hydraulic steering in favour of an electrically-assisted system which has a A button on the left is linked to engine and commendably tight turning circle. On the circuit, With Aston’s most transmission and scrolls through the three the variable rate rack-and-pinion device feels powerful engine driving modes. The button on the right tunes reassuringly accurate with 2.4 turns from lock- ever, designer the steering and adaptive dampers and a small to-lock, but on the man-machine interaction Marek Reichmann included a number thumbwheel next to it selects the preferred scale the DB11 scores only an eight compared to of aerodynamic stability control setting. At this point there is no the Rapide’s solid 10. That said, our eye-straining devices into the DB11’s individual mix-and-match option. mule was clearly in need of more electronic styling to help keep it Telephone and audio controls for the 1000- integration work, which should include a clearer planted at top speed watt Bang & Olufsen sound system (which differentiation between the three pre-programed is kind of unnecessary in a car with its own steering calibrations. 12-piece big band) are also integrated in the The stopping power of the steel brakes horizontal spokes, and it takes a while to get (ventilated two-piece rotors up front and accustomed to them on the move. Although solid rears, with six and four-piston calipers, there wasn’t enough time to check out the DB11’s respectively) is strong, pedal modulation is connectivity abilities, an optional touchpad next communicative, and stamina matches that of the to the electric parking brake suggests that the S007 footwear.

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