Aston Martin DB11 Review

You’ve grown out of Ferraris and Lamborghinis, Porsches are great but they’re too common and while the idea of a Bentley Continental GT appeals, you’re still a decade from admitting defeat and buying the big, luxurious grand tourer. 

The DB11 fits in nicely then, being both indulgent, hand-built and exclusive, with a GT flavour mixed with a sports car edge. The AMR V12 could be a last hurrah, but really, the V8’s the one to go for. Do it, you’ve worked hard for this.  

Open or closed? That’s the real question here, so coupe or cabriolet (Volante), as the engine choice is simple – you want the V8. The V12 AMR, enjoyable as it is, doesn’t add so much over the cheaper, better balanced V8s to make it worth splurging so much more money on. 

We’d probably err towards a V8 coupe over the Volante, but that’s our preference, there being nothing at all wrong with the Volante. Indeed, it’s arguably more glamorous. Perhaps it will depend which house you park it at - if it’s your holiday home go all in with a V8 Volante, if you’re using it daily to get to your business, then the coupe.  

The DB11’s more sporting bent over its true GT rivals does widen its potential audience. There’s a good chance a DB11 owner will have owned - and likely still does - own a few Porsche 911s. There’s likely to be a Ferrari or two in that buying history and perhaps, given the British nod, a few special, faster Jaguars. 

None really compare directly, the Bentley Continental GT is worth considering, especially as the current car is a good bit more agile than its predecessor, while Rolls-Royce’s Wraith is the super luxury firm’s idea of a driver’s car it’s crushingly expensive, one perhaps to buy when you’ve sold the company and retired, rather than while you’re still busy running it.  

Personalisation is the norm at this rarefied level of car ownership and new Aston Martin DB11 buyers have an almost infinite choice to do exactly that. 

Leather or Alcantara finishes for the seats, door, and dash areas can all be specified in any colour or finish, likewise the majority of other materials can be picked to individual tastes, whether it’s a more technical look with carbon fibre or traditional with wood trim in infinite veneers and colours. Even the carpet can be had in different thicknesses in the DB11. 

It all feels indulgent and luxurious. There’s a but, though. For all the evident craftmanship and skill in creating the DB11’s interior, there are areas that let it down. Things like the cheap-feeling air vents really jar to look at and in operation.

Some obvious parts sharing from Mercedes-Benz (and a 12-volt outlet cover from Ford) does lessen the impact and appeal of the DB11’s interior somewhat. Aston Martin isn’t alone in buying in certain components from other manufacturers, but others do more successfully.   

Understandably, perhaps, given they’re incredibly expensive to develop, Aston Martin borrows its media from Mercedes-Benz. It’s not the latest system, either, so the screen is small at just 8.0 inches and operated by a dial and pad rather than by touch.

It’s all a bit slow while the display and operation reveal its vintage. So too does the fact that it’s not possible to have either Apple’s CarPlay or Android Auto, even as an option, though Bluetooth, aux-in and USB connection of smartphones is possible – but you’ll be limited to what you can do with them. 

As standard there’s a 400-Watt stereo, that could be upgraded to a 700-Watt Dolby Pro Logic System, or an even more powerful 1000-Watt Bang & Olufsen BeoSound system, which sounds incredible. 

Elsewhere inside the DB11’s cabin you’ll have to get used to the operation of things like the ventilation and heating. It’s fiddly thanks to the use of a touch panel, rather than easier knobs, while controlling the view either side of the instruments via the wheel-mounted buttons does require patience. Best find a set-up you like, then leave it alone... 

As a GT the DB11 harks back to an era where owners might pack light, jump in it on a Friday night and thrash across Europe to gamble in Monte Carlo, party in Paris or hang about in Antibes. 

Cheap air travel might have ruined that romantic notion, but the idea of a big, easy GT remains. The DB11 largely fulfils it, for two, as you wouldn’t want to squeeze anyone in the back pews for more than a few minutes. And certainly not a cross-continental dash. If you’ve tiny children, baby seats should fit, but it will take practice getting them in and out of it, particularly if they’re rear-facing. 

Those sat up front are generously accommodated, though storage is light, Aston Martin having omitted to add a glovebox, there’s a small compartment between the front seats with an electrically operated sliding lid which doubles up as a cupholder should you need it.  

Think of those rear seats as additional storage, supplementary to the boot, which at 270 litres is moderately capacious, though the tight and narrow opening to access it does limit its usefulness – golf bags (remember those) will need the bigger hitting sticks removed to get them in easily. There’s no spare wheel in there either, instead you get a tyre inflation kit and tyre sealant.  

When it was introduced the DB11 was powered exclusively by a 5.2-litre V12 engine, though a 4.0-litre V8 quickly followed. The V12 has been discontinued across the line-up, though it survives in the AMR Coupe, in 630PS form.

The bulk of DB11s are powered by a sophisticated 4.0-litre twin-turbo V8. It, like the infotainment inside, it is bought in from Mercedes-Benz, specifically its AMG high performance division. That’s no complaint, as in honesty if you’re going to buy in engines from anywhere, AMG is as good a place to do so as any. 

It’s not short on performance, with 503PS and 675Nm of torque, it can reach 62mph in just 3.9 seconds and onto a top speed of 187mph. And it’s got a rousing soundtrack to match the eye-widening performance, that crackles with intent even when you start it. 

The V12 is more powerful, with 630PS and 700Nm of torque, but that greater output only allows the AMR to shave a scant 0.2 seconds off the 0-62mph time and adds an entirely unneeded 21mph to the top speed. 

Even so, it’ll take a determined AMR driver to shake off the standard DB11, both engines offering huge flexibility thanks to their twin turbo set-ups, with huge low and mid-range acceleration on offer in each. 

The eight-speed automatic transmission works well with both engines, though it’s at its best when driven using the steering wheel-mounted paddle-shifters, particularly when you’re really enjoying the DB11’s performance.   

Both engines produce what might be considered noise, but that is more correctly described as sound. It’s welcome too, from the rousing flare at start up, to the rich mechanical tones and exhaust notes when you’re driving it hard, the engines - and the sounds they make  - are a good part of the DB11’s appeal. 

Switching driving modes ups not just the intensity and speed of the controls but, similarly, generates more evocative, rousing sounds, which is entirely welcome. What’s not is the presence of tyre and wind noise, the large low profile tyres of the DB11 bringing some road noise into the cabin, while there’s a notable amount of wind noise at motorway speeds.

The DB11 is sold in such small numbers that it doesn’t factor on independent crash testing programs like Euro NCAP, though it’s passed all the necessary worldwide tests to be homologated for every market. It should protect you well in an accident, the stiff structure and, indeed, the sheer volume of car ahead of you, helping protect the occupants inside. 

Standard safety equipment includes all the electronic driving aids like anti-lock brakes with brake force distribution, emergency brake assist, stability and traction control and torque vectoring, while there are dual stage driver and passenger front airbags, curtain, side, knee and head airbags as well as pelvis and thorax seat-mounted airbags. 

Isofix mounts in the rear seats means child seats can be locked in place tightly, while there’s the option of an Isofix mount in the front passenger seat. There’s no spare wheel in the boot, if you get a puncture you’ll need to use the inflation kit and sealant or call for assistance.  

Insurance won’t be inexpensive given the DB11’s value, but it’s likely owners will have other cars at their disposal and cover the DB11 on a lower mileage policy, or as part of a multi-car policy. 

Obviously the V8s will be cheaper to insure than the V12 AMR, but there won’t really be much in it. Again, it’s an indulgence, for wealthy buyers, who’ll accept that a sizable insurance premium is the price you pay for having worked hard enough to buy yourself nice things…

Again, taxing your DB11 isn’t likely to be a worrisome outgoing, both, unsurprisingly, being at the top of the VED tax rates in the UK.

Standard equipment in all is comprehensive, but, used, look out for cars that have been fitted with the premium 1000-Watt Bang & Olufsen stereo, electrically powered seat bolsters and, if you’ve young children, a passenger seat Isofix mount. 

The V8 models make the most sense. For all the AMR’s V12 bluster, it sits somewhat in the shadow of the Superleggera above it in the Aston Martin range, while the V8 cars feel like a well-rounded, desirable proposition. This is a car, when bought new will be infinitely personalised, listing what is and isn’t included in the huge specification is pretty much moot, as they’re all different when they roll off the production line.