DB12 [Official] Aston Martin DB12
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Merc1
Premium
I have to study that one a little more. It’s a weird car to me.What do you think of the Valour?
M
Tourbillon
Cornering Kingpin
REVIEW
Aston Martin's latest supercar is a welcome improvement over its predecessor
4/5
The DB12 is a supercar-cum-gran turismo with a balance of power, poise and informed steering – even if it was unclear what gear it was in.
By
Andrew English
11 July 2023 • 6:49pm
"How far we’ve come in 73 years from the first Aston Martin made under David Brown’s ownership, the DB2 of 1950, to this DB12 (the 1948 2.0-litre sports model was dubbed the DB1 only retrospectively). But, then, so has everyone else, with a fin-de-siècle power race of the last combustion-engined super sports cars, be they Ferrari, Lamborghini, Porsche or McLaren.
The alternative? An electric supercar, perhaps? Certainly, these would be capable of stupefying acceleration, but these battery behemoths are also heavy, have limited ranges and – with their huge battery packs and typically low annual mileages – are unlikely ever to pay back the CO2 expended in their creation.
Mind you, Aston Martin might take issue with the description of the DB12 as a “supercar” since, in spite of its two-plus-two seating, its prodigious power and handling prowess, it is, in fact, a gran turismo in the best and worst senses of the term. So think a pair of tiny rear seats, a relatively small boot (262 litres), rear-wheel drive and long, graceful lines – with most of that length comprising bonnet.
A decade ago, we used to debate the role of traditional grand touring when most folk would simply fly, but these days, with air travel being the chore it has turned into, I wonder whether the well-heeled aren’t choosing instead to drive and turn that journey into part of the holiday.
Aston also hopes to sell a lot more DB12s than the 411 DB2s it built. They will cost a bit more, too. At £185,000, the DB12 is more than three times the £52,854 inflation-adjusted value of the £1,914 DB2. It’s also almost £30,000 more than the outgoing £155,200 DB11. Astons have never been cheap cars, but with a price including options now nudging 200 grand, it makes you wonder whether the world is reaching peak rich people.
On the outside, this is most definitely a rework of the outgoing DB11 – and none the worse for that. Cast your eyes down the composite carbon-fibre bodywork and there’s quite a bit going on, with vents and bulges, spoilers and a pop-up aerodynamic device on the boot lid to hold down the tail should you be so moved to extend your right foot a bit. Busy, then, but good looking.
Then there’s the business of the grille – more particularly its size than its egg-crate appearance. Aston defends the DB12’s grille, saying it has the same relative proportions as the DB4 and the DB5 of Bond fame – and at least it’s (relatively) subtle when compared with recent BMW efforts, among others.
Coincidentally launched in the year of the firm’s 110th anniversary, the DB12 has a lot that’s the same as the DB11 (a 4.0-litre twin-turbo V8 from Mercedes-Benz, with a ZF eight-speed automatic transaxle). Stuff that isn’t includes the engine’s output, pumped up from the first DB11’s 503bhp/513lb ft to 671bhp at 6,000rpm and 590lb ft from 2,750rpm, thanks to larger turbochargers and a higher compression ratio. There’s also increased airflow to the radiators and an external oil cooler.
The engine is still a wet-sump unit, which drives the propshaft at engine speed along the length of the car to a revised version of the DB11’s ZF gearbox, which has a stronger construction to cope with all that extra torque and revised ratios to make better use of it. This sort of rear gearbox/transaxle arrangement, as well as allowing a more rearward mounting of the engine, improves the front-to-rear weight distribution and, therefore, chassis balance.
And to help prevent you disappearing backwards into the scenery, there are new active adjustable dampers and a fresh Bosch electronic stability system, which measures forces up and down, fore and aft and side to side (six-way axis, in the jargon). This links with another new fitment, an electronically actuated limited-slip differential (LSD), which acts just the same as a mechanical LSD to tie the rear wheels’ rotation together, but faster and in an anticipatory rather than a reactive way.
The wheels are forged items now – lighter, with Michelin Sport Pilot tyres specially brewed for the DB12. The standard brakes are massive steel discs, but the optional carbon-ceramic front items are more stable at high temperatures and save 27kg to boot.
The most profound changes in the journey from DB11 to 12 are inside. There’s a new fascia with a touchscreen system bespoke to Aston Martin, but thankfully with buttons and switches to back up the screen functions. There’s a rotary button to control the air vents, while temperature changes, altering the driving mode, a louder exhaust note and a stiffer algorithm for the actively adjusting damping all have their own buttons and dials.
In addition, the graphics are clear and attractive and I’m pleased that Aston Martin opened an account with British hi-fi expert Bowers & Wilkins as mellifluous supplier of stereo sounds.
It’s far from perfect, however. There’s little obvious indication of which gear you’ve selected (it’s a tiny figure at the top of the instrument binnacle), so you have to be circumspect about whether 671 horses are going to shoot you forward or backward. The gear-change paddles on the steering wheel are lovely to feel, but there’s not a lot of “click” to their action, so you are often going for the unnecessary extra gear when you’ve already changed down.
Climb in over the vertically deep sills and you land in the standard well-shaped front seats. They hug the frame tightly, but are comfortable for many a mile. Soft leather bags are the order of the day for luggage; you’ll squash three across in the boot and a bit more in the rear seats if you aren’t cramming in a couple of leprechauns, because they’re all that will fit in the back. Carbon-fibre seats are optional for those who imagine they’re about to put in a qualifying lap at Silverstone, but they make getting in and out virtually impossible for anyone over 30.
The interior trim is an infinitely variable canvas, with various Bridge of Weir hides and carbon-fibre options. The centre console in silver grey is a handsome finish, as is the quilted roof lining.
Start-up involves a glass-fronted button and a bit of a delay as the software powders its nose. In fact, some of the software of these pre-production cars had a few glitches, but with full production not taking place until this month, Aston reckoned there was time enough to sort things out.
The engine starts with a resolute rumble and immediately noticeable is the apparently longer travel accelerator pedal, although it’s actually a more progressive reaction that has been programmed in. That, combined with a 13 per cent shorter final drive, makes the pull-away from standstill feel sprightlier than before.
In town, the DB12 feels very large (it’s 15½ft long and 7ft wide) and you need to peer over the heavily bulging bonnet and use the door mirrors to place it in tight spots.
On urban roads, the large tyres cruise fairly quietly and the ride, while not exactly smooth, is far from the marbles-clattering-onto-an-anvil feel of some rivals. The wishbone front and multi-link rear suspension seemed a little noisy at times, however.
The steering in GT mode feels well assisted and accurate, light enough to make city driving feel easy. On the whole, you could live with this car in town, but that’s not really its calling.
Away from conurbations, the engine is just itching to be extended. Select the Sport setting via the dial on the centre console and the gearbox drops a ratio ready for action – and that’s exactly where you’ll need to be if you plan on some decisive overtaking (without recourse to the gear-change paddles on the steering wheel). If you attempt to demand similar blistering pace while in GT mode, there’s what seems an aeon before the systems deign to do much at all.
After that interminable delay, during which you consider abandoning the overtaking manoeuvre entirely, it changes down multiple ratios, the revs soar, the engine bellows and it’s pretty much all the limited-slip differential and traction control can do to keep the tyres from cremating themselves. A lot of automatic-transmission cars have a similarly over-abrupt kickdown, but the old ZF unit in the DB11 wasn’t this slow and, ultimately, unruly.
Once learnt, however, you can drop a gear and allow the engine to dig deep into its torque curve and draft past. Once mastered, the knack makes this a lovely car to drive swiftly, using its torque and basic good manners to maximum effectiveness.
Thanks to much strengthening of the suspension mounts and the active dampers, the steering feels beautifully balanced as you turn into one corner and then the next, the reaction at the front as the wishbones take the strain is progressive and intuitive – this car flows like a river, though the build-up of side force in the faster curves is head-spinning. Yet at no time does this big Aston feel stressed or uncomfortably near its limits. It had rained hard and the mountain roads were dotted with pools of standing water, yet the DB12 felt bottomless in its reserves of grip and stability, which isn’t something you can say of the opposition – or previous Astons, for that matter.
Busy but good-looking: the bodywork has vents, bulges, spoilers and a pop-up device on the boot lid
Busy but good-looking: the bodywork has vents, bulges, spoilers and a pop-up device on the boot lid CREDIT: Photographer Max Earey/Photographer Max Earey
Of course, the electronics are managing the car. The limited-slip differential is tying the rear wheels together, the active dampers are resisting movement via your chosen algorithm and the stability controls are mitigating your excesses; however, there’s no sense of overmanagement. The steering feels natural, the brakes (the optional carbon-ceramic discs on this test car) are beautifully balanced and the accelerator pedal feels like a natural extension of your right foot.
If there’s one word to sum up the DB12, it’s balance. The balance of the engine’s effortless power, the poise of its tolerant chassis and the flattering and informative steering are all an object lesson in relaxed and rapid journeys – with a 17-gallon tank and an official economy of 23.2mpg, the range should just about stretch to 350 miles.
So the first even-numbered production DB since the DB6 of 1965 is just as lovely and practical a grand tourer as Aston has ever made. Despite the hefty price hike, it represents a welcome improvement over its predecessor.
Telegraph rating: Four out of five stars!
The facts
Aston Martin DB12
On sale Now
How much? from £185,000
How fast? 202mph, 0-62mph in 3.6sec
How economical? 23.2mpg (WLTP Combined), 19mpg on test
Engine and gearbox 3,983cc twin-turbo V8, eight-speed automatic gearbox, rear-wheel drive
Maximum power/torque 671bhp @ 6,000rpm/590lb ft @ 2,750-6,000rpm CO2 emissions 276g/km WLTP
VED £2,605 first year, £570 next five years, then £180."
www.telegraph.co.uk
Nice read. About 2 days old. It's good to go beyond just turn general motoring press in Magazines.
Aston Martin's latest supercar is a welcome improvement over its predecessor
4/5
The DB12 is a supercar-cum-gran turismo with a balance of power, poise and informed steering – even if it was unclear what gear it was in.
By
Andrew English
11 July 2023 • 6:49pm
"How far we’ve come in 73 years from the first Aston Martin made under David Brown’s ownership, the DB2 of 1950, to this DB12 (the 1948 2.0-litre sports model was dubbed the DB1 only retrospectively). But, then, so has everyone else, with a fin-de-siècle power race of the last combustion-engined super sports cars, be they Ferrari, Lamborghini, Porsche or McLaren.
The alternative? An electric supercar, perhaps? Certainly, these would be capable of stupefying acceleration, but these battery behemoths are also heavy, have limited ranges and – with their huge battery packs and typically low annual mileages – are unlikely ever to pay back the CO2 expended in their creation.
Mind you, Aston Martin might take issue with the description of the DB12 as a “supercar” since, in spite of its two-plus-two seating, its prodigious power and handling prowess, it is, in fact, a gran turismo in the best and worst senses of the term. So think a pair of tiny rear seats, a relatively small boot (262 litres), rear-wheel drive and long, graceful lines – with most of that length comprising bonnet.
A decade ago, we used to debate the role of traditional grand touring when most folk would simply fly, but these days, with air travel being the chore it has turned into, I wonder whether the well-heeled aren’t choosing instead to drive and turn that journey into part of the holiday.
Aston also hopes to sell a lot more DB12s than the 411 DB2s it built. They will cost a bit more, too. At £185,000, the DB12 is more than three times the £52,854 inflation-adjusted value of the £1,914 DB2. It’s also almost £30,000 more than the outgoing £155,200 DB11. Astons have never been cheap cars, but with a price including options now nudging 200 grand, it makes you wonder whether the world is reaching peak rich people.
On the outside, this is most definitely a rework of the outgoing DB11 – and none the worse for that. Cast your eyes down the composite carbon-fibre bodywork and there’s quite a bit going on, with vents and bulges, spoilers and a pop-up aerodynamic device on the boot lid to hold down the tail should you be so moved to extend your right foot a bit. Busy, then, but good looking.
Then there’s the business of the grille – more particularly its size than its egg-crate appearance. Aston defends the DB12’s grille, saying it has the same relative proportions as the DB4 and the DB5 of Bond fame – and at least it’s (relatively) subtle when compared with recent BMW efforts, among others.
Coincidentally launched in the year of the firm’s 110th anniversary, the DB12 has a lot that’s the same as the DB11 (a 4.0-litre twin-turbo V8 from Mercedes-Benz, with a ZF eight-speed automatic transaxle). Stuff that isn’t includes the engine’s output, pumped up from the first DB11’s 503bhp/513lb ft to 671bhp at 6,000rpm and 590lb ft from 2,750rpm, thanks to larger turbochargers and a higher compression ratio. There’s also increased airflow to the radiators and an external oil cooler.
The engine is still a wet-sump unit, which drives the propshaft at engine speed along the length of the car to a revised version of the DB11’s ZF gearbox, which has a stronger construction to cope with all that extra torque and revised ratios to make better use of it. This sort of rear gearbox/transaxle arrangement, as well as allowing a more rearward mounting of the engine, improves the front-to-rear weight distribution and, therefore, chassis balance.
And to help prevent you disappearing backwards into the scenery, there are new active adjustable dampers and a fresh Bosch electronic stability system, which measures forces up and down, fore and aft and side to side (six-way axis, in the jargon). This links with another new fitment, an electronically actuated limited-slip differential (LSD), which acts just the same as a mechanical LSD to tie the rear wheels’ rotation together, but faster and in an anticipatory rather than a reactive way.
The wheels are forged items now – lighter, with Michelin Sport Pilot tyres specially brewed for the DB12. The standard brakes are massive steel discs, but the optional carbon-ceramic front items are more stable at high temperatures and save 27kg to boot.
The most profound changes in the journey from DB11 to 12 are inside. There’s a new fascia with a touchscreen system bespoke to Aston Martin, but thankfully with buttons and switches to back up the screen functions. There’s a rotary button to control the air vents, while temperature changes, altering the driving mode, a louder exhaust note and a stiffer algorithm for the actively adjusting damping all have their own buttons and dials.
In addition, the graphics are clear and attractive and I’m pleased that Aston Martin opened an account with British hi-fi expert Bowers & Wilkins as mellifluous supplier of stereo sounds.
It’s far from perfect, however. There’s little obvious indication of which gear you’ve selected (it’s a tiny figure at the top of the instrument binnacle), so you have to be circumspect about whether 671 horses are going to shoot you forward or backward. The gear-change paddles on the steering wheel are lovely to feel, but there’s not a lot of “click” to their action, so you are often going for the unnecessary extra gear when you’ve already changed down.
Climb in over the vertically deep sills and you land in the standard well-shaped front seats. They hug the frame tightly, but are comfortable for many a mile. Soft leather bags are the order of the day for luggage; you’ll squash three across in the boot and a bit more in the rear seats if you aren’t cramming in a couple of leprechauns, because they’re all that will fit in the back. Carbon-fibre seats are optional for those who imagine they’re about to put in a qualifying lap at Silverstone, but they make getting in and out virtually impossible for anyone over 30.
The interior trim is an infinitely variable canvas, with various Bridge of Weir hides and carbon-fibre options. The centre console in silver grey is a handsome finish, as is the quilted roof lining.
Start-up involves a glass-fronted button and a bit of a delay as the software powders its nose. In fact, some of the software of these pre-production cars had a few glitches, but with full production not taking place until this month, Aston reckoned there was time enough to sort things out.
The engine starts with a resolute rumble and immediately noticeable is the apparently longer travel accelerator pedal, although it’s actually a more progressive reaction that has been programmed in. That, combined with a 13 per cent shorter final drive, makes the pull-away from standstill feel sprightlier than before.
In town, the DB12 feels very large (it’s 15½ft long and 7ft wide) and you need to peer over the heavily bulging bonnet and use the door mirrors to place it in tight spots.
On urban roads, the large tyres cruise fairly quietly and the ride, while not exactly smooth, is far from the marbles-clattering-onto-an-anvil feel of some rivals. The wishbone front and multi-link rear suspension seemed a little noisy at times, however.
The steering in GT mode feels well assisted and accurate, light enough to make city driving feel easy. On the whole, you could live with this car in town, but that’s not really its calling.
Away from conurbations, the engine is just itching to be extended. Select the Sport setting via the dial on the centre console and the gearbox drops a ratio ready for action – and that’s exactly where you’ll need to be if you plan on some decisive overtaking (without recourse to the gear-change paddles on the steering wheel). If you attempt to demand similar blistering pace while in GT mode, there’s what seems an aeon before the systems deign to do much at all.
After that interminable delay, during which you consider abandoning the overtaking manoeuvre entirely, it changes down multiple ratios, the revs soar, the engine bellows and it’s pretty much all the limited-slip differential and traction control can do to keep the tyres from cremating themselves. A lot of automatic-transmission cars have a similarly over-abrupt kickdown, but the old ZF unit in the DB11 wasn’t this slow and, ultimately, unruly.
Once learnt, however, you can drop a gear and allow the engine to dig deep into its torque curve and draft past. Once mastered, the knack makes this a lovely car to drive swiftly, using its torque and basic good manners to maximum effectiveness.
Thanks to much strengthening of the suspension mounts and the active dampers, the steering feels beautifully balanced as you turn into one corner and then the next, the reaction at the front as the wishbones take the strain is progressive and intuitive – this car flows like a river, though the build-up of side force in the faster curves is head-spinning. Yet at no time does this big Aston feel stressed or uncomfortably near its limits. It had rained hard and the mountain roads were dotted with pools of standing water, yet the DB12 felt bottomless in its reserves of grip and stability, which isn’t something you can say of the opposition – or previous Astons, for that matter.
Busy but good-looking: the bodywork has vents, bulges, spoilers and a pop-up device on the boot lid
Busy but good-looking: the bodywork has vents, bulges, spoilers and a pop-up device on the boot lid CREDIT: Photographer Max Earey/Photographer Max Earey
Of course, the electronics are managing the car. The limited-slip differential is tying the rear wheels together, the active dampers are resisting movement via your chosen algorithm and the stability controls are mitigating your excesses; however, there’s no sense of overmanagement. The steering feels natural, the brakes (the optional carbon-ceramic discs on this test car) are beautifully balanced and the accelerator pedal feels like a natural extension of your right foot.
If there’s one word to sum up the DB12, it’s balance. The balance of the engine’s effortless power, the poise of its tolerant chassis and the flattering and informative steering are all an object lesson in relaxed and rapid journeys – with a 17-gallon tank and an official economy of 23.2mpg, the range should just about stretch to 350 miles.
So the first even-numbered production DB since the DB6 of 1965 is just as lovely and practical a grand tourer as Aston has ever made. Despite the hefty price hike, it represents a welcome improvement over its predecessor.
Telegraph rating: Four out of five stars!
The facts
Aston Martin DB12
On sale Now
How much? from £185,000
How fast? 202mph, 0-62mph in 3.6sec
How economical? 23.2mpg (WLTP Combined), 19mpg on test
Engine and gearbox 3,983cc twin-turbo V8, eight-speed automatic gearbox, rear-wheel drive
Maximum power/torque 671bhp @ 6,000rpm/590lb ft @ 2,750-6,000rpm CO2 emissions 276g/km WLTP
VED £2,605 first year, £570 next five years, then £180."
Aston Martin's latest supercar is a welcome improvement over its predecessor
The DB12 is a supercar-cum-gran turismo with a balance of power, poise and informed steering – even if it was unclear what gear it was in
www.telegraph.co.uk
Nice read. About 2 days old. It's good to go beyond just turn general motoring press in Magazines.
Tourbillon
Cornering Kingpin
Where specifically? What "evidence?"
empower77
Kraftkurve King
The rear… why is it the same as the DB11?
Merc1
Premium
Because it is basically a heavily revised DB11. I don't see the issue with all the other improvements.
M
Tourbillon
Cornering Kingpin
It's an interim model as my colleague stated. Nobody claimed it was ground up brand new.
I believe the inner structure of the rear headlights mimics the Aston Martin Valkyrie or Valhalla but the shape has not changed much.
The costing on headlights and compliance to rules and regulations is huge in terms of a complete change, Gordon Murray has stated this I'm sure.
So think of it as a .1 to .2 I guess.
Tourbillon
Cornering Kingpin
Aston Martin Festival of Speed Hillclimb 2023
Jonathan19
Premium+
The DB12 Volante will be show at Pebble Beach.
Tourbillon
Cornering Kingpin
The DB12 Volante will be show at Pebble Beach.
@Merc1 I know you've been asking! Nice find man! And when those videos drop I'm going to share every single one of them including all the bloody shorts, I can't wait!
Tourbillon
Cornering Kingpin
Aston Martin to offer plug-in hybrid powertrains for core models
Electrification of line-up will start with Valhalla in 2024 – and accelerate using Mercedes tech from 2026 onwards!
"Aston Martin DB12 will be among the models to use Mercedes hybrid tech.
Aston Martin will introduce plug-in hybrid versions of each of its core sports car models in the future, using technology from stakeholder Mercedes-Benz.
The Gaydon firm's first PHEV is the Valhalla supercar, due in 2024, but following that from 2026 onwards will be electrified versions of each model in the 'core' line-up, currently comprising the Vantage, DB12 and DBS.
The news was confirmed as Aston Martin announced its medium-term product strategy, following a lucrative first half of 2023 in which it boosted revenues and profits substantially.
In a statement accompanying the financial report, company chairman Lawrence Stroll announced: "Our electrification journey will start with Valhalla, our first PHEV supercar, and we plan to expand our PHEV range into our core vehicles, which will bridge the customer journey from ICE to full BEV."
Stroll later confirmed to Autocar that this hybridisation strategy applies to all model lines and will be underpinned by electrified drivetrain technology supplied by Mercedes, which has provided engines and infotainment systems to Aston since 2016.
The Mercedes-derived V8 used by the Vantage, DB12 and DBX is already used as the basis of a hybrid system in the Mercedes-AMG GT 63 E-Performance and Mercedes-AMG S63 E-Performance, and it is likely that Aston will deploy a variation of this set-up in its own PHEVs.
Aston, of course, is already using a version of this system in its maiden PHEV, the mid-engined Valhalla.
In Mercedes-AMG's super-hybrids, the twin-turbo 4.0-litre V8 is paired with an electric motor mounted on the rear axle for a combined output in the region of 800bhp and more than 1000 lb ft of torque.
Lithium ion batteries mounted in the boot – 13.1kWh in the S63 and 6.1kWh in the GT 63 – give electric-only ranges of 21 and 8 miles respectively, and Aston will no doubt use different packs for each of its models, depending on their billing. The larger unit would make sense in the more luxury-focused DBX SUV, for example, while the smaller, lighter battery might befit an electrified Vantage.
The DB11-replacing DB12 will begin deliveries in the coming months, as the first of Aston's three heavily overhauled front-engined sports cars. Replacements for the Vantage and DBS will follow within the next 15 months, Aston bosses confirmed today, and it is likely that PHEV technology will be rolled out to the line-up following that process."
www.autocar.co.uk
Electrification of line-up will start with Valhalla in 2024 – and accelerate using Mercedes tech from 2026 onwards!
"Aston Martin DB12 will be among the models to use Mercedes hybrid tech.
Aston Martin will introduce plug-in hybrid versions of each of its core sports car models in the future, using technology from stakeholder Mercedes-Benz.
The Gaydon firm's first PHEV is the Valhalla supercar, due in 2024, but following that from 2026 onwards will be electrified versions of each model in the 'core' line-up, currently comprising the Vantage, DB12 and DBS.
The news was confirmed as Aston Martin announced its medium-term product strategy, following a lucrative first half of 2023 in which it boosted revenues and profits substantially.
In a statement accompanying the financial report, company chairman Lawrence Stroll announced: "Our electrification journey will start with Valhalla, our first PHEV supercar, and we plan to expand our PHEV range into our core vehicles, which will bridge the customer journey from ICE to full BEV."
Stroll later confirmed to Autocar that this hybridisation strategy applies to all model lines and will be underpinned by electrified drivetrain technology supplied by Mercedes, which has provided engines and infotainment systems to Aston since 2016.
The Mercedes-derived V8 used by the Vantage, DB12 and DBX is already used as the basis of a hybrid system in the Mercedes-AMG GT 63 E-Performance and Mercedes-AMG S63 E-Performance, and it is likely that Aston will deploy a variation of this set-up in its own PHEVs.
Aston, of course, is already using a version of this system in its maiden PHEV, the mid-engined Valhalla.
In Mercedes-AMG's super-hybrids, the twin-turbo 4.0-litre V8 is paired with an electric motor mounted on the rear axle for a combined output in the region of 800bhp and more than 1000 lb ft of torque.
Lithium ion batteries mounted in the boot – 13.1kWh in the S63 and 6.1kWh in the GT 63 – give electric-only ranges of 21 and 8 miles respectively, and Aston will no doubt use different packs for each of its models, depending on their billing. The larger unit would make sense in the more luxury-focused DBX SUV, for example, while the smaller, lighter battery might befit an electrified Vantage.
The DB11-replacing DB12 will begin deliveries in the coming months, as the first of Aston's three heavily overhauled front-engined sports cars. Replacements for the Vantage and DBS will follow within the next 15 months, Aston bosses confirmed today, and it is likely that PHEV technology will be rolled out to the line-up following that process."
Aston Martin to offer plug-in hybrid powertrains for core models | Autocar
Electrification of line-up will start with Valhalla in 2024 – and accelerate using Mercedes tech from 2026 onwards
Tourbillon
Cornering Kingpin
It looks like Mr JWW has a new channel! Well interesting if nothing else he's always been exactly that!
Jonathan19
Premium+
Tourbillon
Cornering Kingpin
Jonathan19
Premium+
I couldn't resist!This, is the DB12 section n'est-ce pas? Oui?
Tourbillon
Cornering Kingpin
Jonathan19
Premium+
Opens 1pm BST. 14.08.23.
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Aston Martin
Aston Martin Lagonda Global Holdings PLC is a British manufacturer
of luxury sports cars and grand tourers headquartered in Gaydon, Warwickshire,
England, United Kingdom. Founded in 1913 by Lionel Martin and Robert Bamford,
and steered from 1947 by David Brown, it became associated with expensive grand
touring cars in the 1950s and 1960s, and with the fictional character James Bond
following his use of a DB5 model in the 1964 film Goldfinger. Their sports cars
are regarded as a British cultural icon.
