The Verdict is in: The 2023 Aston Martin DBX 707 Is A Force to Be Reckoned with

Since the time that Porsche introduced the Cayenne, it seems like sports car manufacturers around the world jumped onto the bandwagon. Luxury auto imports dealerships and car enthusiasts alike have been watching new SUV designs sprouting up from sometimes unexpected sources. The results have varied from interesting, to masterful, to downright disappointing. In our humble opinion, Aston Martin has probably been the most successful at this market segment crossover, with the DBX 707 being a shining example of how it can and should be done. The brand, it seems, also understands that now, in the final days of internal combustion, it is not the time to be conservative with horsepower. Therefore, compared to the standard DBX’s respectable 542 horsepower, supplied by the AMG Twin-turbo 4.0-liter V-8, the newly developed DBX 707 model generates 697 horsepower. This can also be converted to the more flattering European measure of 707 PS.

Naturally, this high-test version’s design has been modified, primarily for functional reasons. The grille aperture on the 707 is 27% bigger, allowing for more airflow for engine cooling. Redesigned air intakes on either side of it are divided by horizontal DRL lighting components. A carbon-fiber front splitter, updated rocker panel skirts, air deflector in front of the front and rear wheel openings, an air outlet cut into the rear quarter panels, an expanded rear diffuser, and a longer rear spoiler are among the new aero components. To match the window surrounds, hood vents, and roof rails, the strakes and mirror caps can all be finished in either carbon fiber or black. The design of the DBX is not influenced in the least by these optional extras, even though in our opinion the rear air outlets and the protruding diffuser are perhaps not the best part of the design. However, this is a far cry from the Mansory-style aftermarket excess.

The 4.0-liter V8 that powers the standard DBX also provides the increased power output in this new model, with some adjustments. There are new turbochargers, revised induction and exhaust systems, and a newly programmed engine management unit to govern it all. Ralph Illenberger, head of powertrain engineering at Aston Martin, designed the massaging. As he previously worked at AMG, he is very familiar with this engine. The standard DBX’s nine-speed automatic transmission was substituted by an AMG-sourced model that uses a wet clutch pack instead of a torque converter to handle the increased output.

High Points: Exhilarating acceleration, leather rich cabin sensory treat, and the elegant design all make a powerful combination, surpassing other rival SUV’s. The redesigned gearbox improves shift times and includes a Race Start launch-control feature. It’s fairly easy to activate by depressing the brake and the accelerator at the same time, whilst in Sport or Sport+ mode. The digital instrument display will show a red Race Start message. As soon as the rev counter reaches 4000 rpm, release the brake, and expect to be propelled back into your seat with adrenaline coursing through your system. This is in no way an exaggeration, as our passenger at that moment leaned forward to try and record the acceleration but was instead slammed back into his seat. His recording of the headlining being the result of his untimely endeavor.

During testing of the standard DBX, 60mph was reached in 3.9 seconds and it completed the quarter-mile at 114 mph in 12.4 seconds. As impressive as this may sound, it still lags behind the stats of the Audi RS Q8, the Bentley Bentayga V-8, the Mercedes-AMG GLE63 S, and the Maserati Levante Trofeo. Refusing to be outdone, enter the DBX 707. It has a shorter 3.27:1 final-drive ratio and sets the bar by reaching 60-mph in a spectacular 3.1 seconds and 100 mph in 7.9 seconds. The quarter-mile was taken care of in 11.5 seconds at 119 mph. Top speed is reportedly reached at 193 mph.

Luxury car dealerships will be thrilled to know that the DBX 707 is simply incredibly fast in real world conditions, which for our journey was the island of Sardinia. You won’t often have the chance to go full throttle for more than a few seconds at a time. Note though that when the opportunity does arise, the thrust caused by the acceleration is so extraordinary that even during the slightest loss of power, for instance when the crazy fast upshift of the transmission occurs, you will feel your body respond. All the while the DBX 707 continues to power forward at bullet speed.

The active exhaust system with quad outlets, distinct from both the standard and optional sport configurations in the base car, is what gives the 707 its gravelly and soul touching sound. Regardless of the drive mode selected, this distinctive throaty sound can be experienced when holding either of the shift paddles when you press the ignition button. Even in the more laid-back GT setting and in either of the more responsive Sport modes, the V-8 makes its presence known with its rich and intimidating roar that increases in volume parallel to the rev counter. At full throttle we captured its booming voice at 84 dB. Even so, we found this Aston’s soundtrack to be more subdued when compared to the dramatic pops of the Jaguar or the ear-splitting cracks of AMG’s high-performance machines.

The 707’s new standard carbon-ceramic brakes keep all that potent power in check. Massive 16.5-inch front and 15.4-inch back rotors are held in place by black-painted calipers. Calipers are also available in bronze, orange, yellow, red, or gray, as per your preference. When compared to the cast-iron rotors in the standard DBX, the huge stoppers in the 707 are estimated to reduce the weight by 88 pounds. We previously found that at first, the standard DBX’s brake pedal lacked some responsiveness. This was not the case with the 707.

Furthermore, the carbon-ceramic brakes on the DBX 707 helped with bringing the car to a stop in 151 feet, six feet shorter than the 70-mph stopping distance. We did notice, though, that as soon as the brakes warmed up, there was a screeching noise when making use of the brakes, even if only a little. This problem is known to the Aston Martin engineers and they have indicated that they are working to resolve this.

When it comes to the drive modes, the DBX 707 has one off-road and four on-road modes. Either one can be selected using an easy-to-use new dial on the console, ensuring you can keep your eyes on the road at all times. To activate the transmission’s Manual mode, holding the gear you have selected with your paddle, simply push down the center of the dial. During the drive around the tight corners of the rural, mountainous roads we explored, we found manual mode to be the best option. Honestly speaking, there is not a huge need for up or down shifting when navigating tight corners, if you consider this machine’s abundant 663 pound-feet of torque available over a wide 2600 to 4500 rpm rev range.

Low Points: Doesn’t cushion against bad roads or pavements, lacks cutting-edge infotainment technology, expensive doesn’t begin to describe the price tag. Similar to the standard DBX the 707, albeit an upgraded model, makes use of the same 48-volt active anti-roll bars, as well as air springs. These can increase the height by 1.8 inches or lower it by 1.2 inches. GT (the default mode), Sport, and Sport+ modes are available. The cornering attitude is essentially flat, and the active anti-roll system has been adjusted for increased roll resistance. However, the ride has become fairly hard, though some of that could be attributed to the 23-inch wheels (optional on either model) installed on the test car version we had. We had previously driven a pre-production version of a DBX 707 at an English racetrack. During this time, we noticed that this improved SUV had a tendency to power-oversteer. During our Sardinia trip, rounding tight corners and eying countless steep cliff drops, we were pleased to discover that the DBX 707 had endless grip on public roads. The ultrawide Pirelli P Zero summer tires, with sizes 285/35ZR-23 up front and 325/30ZR-23 at the rear, probably deserve some of the credit. Not all the credit though, as the rear track of the 707 has been widened by 0.6 inches, and the electronically controlled rear differential has been recalibrated. These changes certainly aid in the rear end’s increased grip on the road when accelerating out of corners. On the skidpad, we recorded 0.94 g of stick as opposed to the 0.92 g for the standard DBX. For a large SUV, the DBX 707 has surprisingly good balance, and its relatively mild steering contributes to its enthusiasm to change direction without much assistance from the front end. A front-to-rear weight distribution of 53/47 percent aids with this tendency. Any supercar dealership will affirm that this weight distribution is certainly better than most of its rivals.

The now commonplace driver aids like adaptive cruise control, lane-keeping assist, forward-collision warning, and blind-spot monitoring, are all available and lovely to have for those less adrenalin pumping moments. But the DBX does not have a hands-free driving feature as it is still a vehicle for people who like to have both hands on the wheel. As with the standard DBX, this is done in an environment which could hardly be better. Inside the cabin you are cushioned in a leather-covered luxurious mini palace, reminding you why you made the investment in the first place. Nearly every surface is covered with the finest leather, and its aroma permeates the air. It is indeed true, as our luxury dealership knows, that the biggest drawback of “vegan leather” is the absence of this special smell. Contrast-colored components are stitched around the shoulder area and a center stripe is stitched on the backrest of the firm, padded sport seats inside the 707. This stitching pattern makes it unique and different from the standard DBX.

The infotainment system comes from the Stuttgart crew, just like the engine. It is, however, not the latest in megascreen technology from Benz. Instead, a 10.3-inch display (with Aston’s own graphic) is used. This is controlled by Mercedes’ older rotary controller and touchpad. While we enjoy the tactile design, the lack of touchscreen functionality feels out of date. What would have been better is if the display could show various functions at once, including audio and navigation. The center console design on the 707 has been updated. In addition to the aforementioned drive-mode option, there are separate controls to change the exhaust tone, damper hardness, and to disable the engine’s auto-stop-start feature. Both DBX variants have soft-close doors and larger cupholders. As with all Astons, gear selection is done via a set of buttons in the dash’s center.

Although the power of the standard DBX certainly wasn’t lacking, the 707 definitely amplifies the driving experience. Naturally, it also raises the cost. Pricing starts from $239,086, which is around $50.000 more than the standard version. Despite this, Aston Martin has projected that the 707 will overtake the standard DBX in sales and the luxury auto sales industry concurs. The design of the standard DBX is supremely elegant, however as any exotic cars dealership knows, excess is what thrives in this industry.

Get in touch with the experts in luxury imports at Glenview Luxury Imports and be one of the first to order your preferred Aston Martin model.