FAST FACTS

Model: Aston Martin DBX 707
Price: R4 800 000
Engine: 4.0-litre twin-turbo V8
Transmission: 9-speed automatic
Power: 520 kW at 6000r/min
Torque: 900 N.m at 4500r/min
0-100km/h: 3,3 seconds
Top speed: 310 km/h
Fuel consumption: 14.2 l/100km
CO2: 323 g/km
Rivals: Bentley Bentayga Speed, Lamborghini Urus, Porsche Cayenne Turbo GT

Pros: Performance, comfort, design
Cons: Lag, dated infotainment system, awkward drive mode dial

Aston Martin’s decision to jump on the SUV bandwagon seems to be paying off.

In 2021, the first full year of production for its DBX, it accounted for half of all Aston production with 3 000 units leaving the factory. Even so, then-new boss, Tobias Moers wanted something more, something that grabs attention from Bentley, Lamborghini and the upcoming new Ferrari Purosangue.

What exactly is it?

Enter the DBX 707, the world’s most powerful production SUV with a headline figure of 707hp or 520kW. We hear some of you sighing at the idea of yet another performance SUV but bear with us because we were pleasantly surprised by it.

At its heart is the engine that gives the 707 its name, a 4.0-litre twin-turbo V8 from Mercedes-AMG that has been fettled for the 707 by none other than former AMG powertrain boss, Ralph Illenberger, now in the same role at Aston. The headline figure is a massive jump in power from 550hp to that magical 707hp (520kW) while torque has also increased from 700 to 900Nm.

Where does all that extra power come from?

Andy Tokley, senior vehicle engineering manager for Aston, explained to us that this increase has been achieved by switching to large ball-bearing turbo chargers and adjusting the calibration for the engine. To cope with the additional torque, the driveline also needed to be upgraded but Tokley says this wasn’t a simple case of strengthening it.  

“We didn’t want to just strengthen the driveline, we wanted to give the car more sport-like acceleration feeling as you pull up through the gears, so we’ve shortened the final drive ratio which is 6-7% shorter than the standard car,” he says.

“The other big thing that’s changed is the rear e-differential has gained locking torque capacity across the rear axle,” says Tokley. “The standard diff is around 1400Nm of locking torque and it’s now up to 1600Nm. The big thing that enables is that we no longer need to prop up the inside wheel with the ESP system on the car, it’s all done in the e-differential which is much smoother in transition in applying the brake to the inside rear wheel.”

Tokley says that the team worked hard to ensure better harmonisation between the ESP and the differential  and there’s a new multi-plate wet clutch gearbox he says provides 40% faster shift times.

Other changes include a 16mm wider rear track, completely revised damping with the front suspension being 55% stiffer at the top mounts and the active roll control has been re-calibrated to cope with the performance while also being able to maintain a composed ride.

In the next instalment of the DBX 707 series, we’ll discuss how the super-SUV manages all 707 hp and how that then translates in the way that it drives both at the limit and cruising speeds.

More From CARMag:

• DRIVEN: Aston Martin DBX707
• DBX707 unveiled as the world’s most powerful SUV
• Aston Martin DBX gives the brand a 224 per cent increase in global sales
• More from CarMag 

Words: Mark Smyth and John Whittle

*As seen in the July 2022 issue of CAR