There’s a problem with crossovers that even some luxury models can’t surmount. They tend to lose their focus due to the compromise they have made. But they’re popular and profitable enough that even esteemed automakers like Aston Martin can’t overlook them as cash cows; status symbols for the undiscerning. The 2024 Aston Martin DBX707 didn’t have to be exceptional to turn a buck. Aston Martin still made it look that way.
The DBX707, a luxury SUV with a V8, is a great vehicle. It has everything it needs to be balanced. There are few vehicles on the planet as pleasurable for boiling away miles as fast as you dare, whether you’re in the driver’s seat or a passenger. It’s the kind of car that you can earnestly see yourself living with for decades, to the point where people start to call it a classic. They will, I believe, one day despite the car’s flaws.
There are predictable small-production problems, like instances of poor design, lapses in body build quality, and some aspects of the driving experience that aren’t especially well-calibrated. I don’t think the DBX looks especially good from most angles, either. But from behind the wheel, I don’t give a damn and neither would you, because there are no intrusive thoughts that 697 horsepower can’t banish.
The Basics
Aston Martin’s first crossover, the midsize five-seat DBX, has already proven itself a remarkable tourer, so let’s instead hone in on that 707. The 707 ps (or the 697 hp of its retuned AMG 4.0-liter V8) is now equipped with twin turbochargers, which are more responsive and add 155 horsepower and 148 lb.ft. of torque for a combined 663 lb.ft. Both travel through a new wet clutch (instead of the regular DBX’s torque converter) to a nine-speed automatic transmission with a shortened final drive for quicker acceleration and an E-LSD rear axle that can take 100% of the torque. Together, the two components reduce the time from 0 to 62 mph from 4.5 seconds to 3.3 and increase the top speed to 193.
Aston upgrades all the other components of the chassis, beginning with the massive carbon-ceramic braking system. A modified booster and hydraulics squeeze six-piston calipers on the front and four-piston calipers at the rear onto 16.5-inch and 15-inch rotors respectively. This produces all the stopping force you need, and also eliminates 89 pounds unsprung weight. Retuned air suspension—double-wishbone front, multilink rear—with active damping and electronic roll control sharpen the driving experience, along with adjusted steering for better feel.
The 707 stands out stylistically thanks to a bigger grille and splitter, as well as black trim, quad exhaust tips, double diffusers, and roof spoiler. Pictures don’t do justice to how well Aston’s mustache-shaped grille and ovular headlights adapt to the SUV shape, the 707 wears its Callum–Fisker face honorably. I would say that it’s better than previous Astons.
Side profile and rear look less impressive, as they share the same shape of a fastback SUV with a fat bottom. The roof spoiler, combined with a ducktail that protrudes from the rear, looks silly when paired with the sad-eyed taillights. The panel gaps and the condensation on the taillight are also out of sync. It’s a shame. You don’t The following are some of the most effective ways to improve your own language skills. Look at it this way.
Your view will instead be its modified center console and push-button switching. It’s dated with its haptic touchpad that controls the non-touchscreen. But I did come around to it. It’s an easier interface to use while driving than a touchscreen, even with its unintuitive menu setup. (There’s even a button to turn off the screen!) The cupholders are too small for a phone, leaving you without a good place to put it if you’re charging from the center console bin’s USB ports. Snaking your cord down to the under-console storage space isn’t ideal, as there’s no cutout in the console bin lid for a cord—it’ll crimp it. Also, piano black? Come on.
Phone-related criticisms aside: This is the best damn interior I’ve ever sat in. The abundant latte-colored leather is assembled to a terrific standard of craftsmanship, and I expect it’ll age handsomely. Seatbelts in different colors (red) and embroidered headrests add a unique touch. Even the sunvisors look luxurious, with leather again and a side-lit aluminum frame mirror. There’s even a nested second flap for holding your insurance and registration cards separately. It’s a bit extravagant to have so many duplicates.
Because it’s big for a five-seater, there’s loads of cabin space even with the front seats pushed back. The center console and door pockets are spacious, but the shape is odd and it’s not very convenient. Most of the switchgear is physical but HVAC controls beneath the screen are touch-sensitive—at least they’re sensibly placed.
What struck me the most after a few days of driving the DBX was how the user experience is enhanced by not being rooted to the latest technology. The DBX avoids this paradigm by not engaging it. Cars that rely solely on the latest and greatest technology become outdated in a matter of seconds. There’s a rare sense of timelessness to its interior that modern cars almost never achieve, the feeling that this SUV will be just as livable in 20 years if its mechanicals hold up. This may also be true of the driving experience.
Aston Martin DBX707: Driving the Aston Martin DBX707
The 707 was built to be more wringing than a DBX. However, both cars will spend the majority of their lives cruising. You’d expect 23-inch wheels and performance-tuned suspension to compromise ride quality, but it was no less than top-notch. The damping worked perfectly, complimenting the seat’s perfect spinal support. The visibility is limited, due to the small rear window and rounded edges that make it difficult to judge its dimensions. The 360-degree camera helped me to park a few feet away from the curb.
Two things always happen when the cabin becomes so quiet. First, you notice just how exceptional the stereo is: It’s the best audio quality I’ve ever heard in a car. Second, the high driving position, which is like being at the top of Aston Mountain, as well as its poised handling and an invisible undercurrent can take you by surprise. You feel the urge to drive at highway speeds like you are on a neighborhood cruise. You can do it with a simple press of the accelerator.
I’ve driven a few cars with the AMG 4.0-liter, and the version in the 707 is my favorite. Its guttural exhaust note and full-range torque from hot-V turbos are a pleasure in any car, but the 707’s greater peak power lends higher revs more allure. It’s an engine you cherish revving out, especially when opening the exhaust baffles. It gives the 707 an even more aggressive character than what its looks suggest, and it’s a bad-boy allure. I’m sure I’d find it annoying if I weren’t in the driver’s seat, but I was.
Transmission is a less positive aspect. The clutch engagement was too aggressive in all modes of driving, so it’s important to roll away gently from stops. Sometimes it wouldn’t switch from drive to reverse when instructed, instead dropping into neutral. Shifting in manual mode, while not too jerky, also wasn’t as quick as I’d hoped, and a single bounce off the rev limiter threw a check engine light and triggered a limp mode. It was gone in a short time.
While cornering, the body roll is greater and steering weight is encouraged. It’s a little deceptive though, as your behind will alert you to understeer before your hands do. Front-end lift that develops at high speeds limits its pace as well—fortunately, the monstrous carbon brakes respond well without warmup. The DBX707’s best feature is still what it does best: consuming highway miles in great comfort at high speeds.
The Highs and the Lows
The DBX707 is a fantastic ultra-luxury vehicle that’s also fun to drive. It’s a car I’d be thankful to live with and live with and for a long time at that. The car has the makings for a future classic, despite all odds.
That said, it has weak points that some people might decide are dealbreakers at the 707’s price point. The center console, and the poor exterior build quality are all signs of a small manufacturer. I’m also shook by the idea of an SUV with wheels measuring 23 inches having an off-road setting.
Aston Martin DBX707 Features and Options
Aston Martin DBX707 is a significant upgrade from the base model. It features a unique console center and altered customization options. This console has buttons that can be used to alter the driving experience in every way, from damping to exhaust settings. Sport front seats with 16-way electrically adjustable are standard. Comfort seats, however, can be ordered at no cost. Front and rear seats can be heated. Four-zone climate control is included, as well as a panoramic roof and an impressive tech package. There’s full exterior LED lighting, an array of automated driving assists, four USB-A ports, and wireless Apple CarPlay—no Android Auto, though. Yes, it does. It is a good idea to use Have AM radio.
DBX707 buyers are able to select from a range of interior options that balance leather and Alcantara. Seat ventilation options are available for both the front and rear seats. A wide variety of customizations is also available. You can choose between bright or dark switchgear or carbon fiber or bronze mesh. More paint colors are available for wheels than there are planets in the solar system. A tow bar completes the main items. If you want the full nine yard, commission a car from Q by Aston Martin. The options are as endless as your wallet.
The 707 moves up to a higher performance level, leaving behind the Bentley Bentayga that is now without the W12, and only the Lamborghini Urus Performante as a competitor. They’re both five-seaters with 4.0-liter, twin-turbo V8s and all-wheel drive, and they perform almost identically in a straight line. The Aston’s 3 mph faster, but the Lamborghini is lighter and has a slightly narrower turning circle owing to four-wheel steering. Despite having markedly worse weight distribution, the Lamborghini owns the SUV course record at Pikes Peak—for now.
Still, its gas mileage is a little short, and it’s much more attention-seeking than the comparatively mature Aston. The Urus is only available with Android Auto if you own a smartphone running Android.
Fuel Economy
Nobody expects decent fuel efficiency from a nearly 700-hp luxury SUV, but the DBX707 does better than you’d expect. At 17 mpg combined, it’s actually the thriftiest of its competitors despite being the most powerful. While enjoying its 693 hp, I believe I came very close.
Value & Verdict
The Aston Martin DBX707 2024 is a wonderful luxury SUV, but it also has a devil on its shoulder. It’s as civil and as comfortable as cars get in daily life, and a striding, snarling brute the second the open road yields. My quibbles are minor, but add up to more than their parts. The DBX707 isn’t just a one-car solution, it’s an honest-to-god forever car. There’s too much to be said for its combination of supreme comfort and scandalous speed, and you’ll feel like driving it every day for as long as there’s gas to fuel it.
| 2024 Aston Martin DBX707 Specs | |
|---|---|
| Price Base (as Tested). | $245,086 ($266,486) |
| Powertrain | 4.0-liter Twin-turbo V8 with 9-speed Automatic | 9-speed automatic | all-wheel drive |
| Horsepower | 697 @ 6,00 rpm |
| Torque | 663 lb.ft. at 4,500 rpm |
| 0-60 mph | 3.1 seconds |
| Top Speed | 193 mph |
| Towing Capacity | 5,940 pounds |
| Cargo Volume | 22.3 cubic feet |
| Curb Weight | 4,940 pounds |
| Seating Capacity | 5 |
| Fuel Economy EPA | 20 highway | 20 highway | 17 combined |
| Quick Take | Despite its crossover status, the DBX707 remains an Aston Martin classic. |
| Score | 8.5/10 |
Have a question or a tip for the writer? You can contact them at: [email protected]
The Drive first published 2024 Aston Martin DBX707: The Fast, Furious, Forever Car.
