Two-and-a-half tons shouldn’t be this nimble. However, the 2025 Aston Martin DBX707 effortlessly weaves through the narrow and winding roads of Napa Valley like a compact sport sedan.
The DBX707’s impressive movements are not entirely unprecedented, nor is its formidable 697 hp, but both enhancements signify upgrades for the luxury SUV that was first introduced in the 2021 model year. The agility I’m experiencing stems from new tuning applied to an already sophisticated chassis, and as of 2025, the 697 hp is now the sole power option for buyers after the previous 542-hp variant has been discontinued. Additionally, Aston Martin has equipped its dynamic SUV with a new infotainment system along with various styling updates both inside and outside.
Aston Martin DBX707: Expertly Tuned Chassis
Weighing in at 4,940 pounds, the DBX is hefty, yet not excessively so. It is 500 pounds lighter than a BMW X5 M while being approximately three inches longer in both length and wheelbase. The vehicle utilizes a custom bonded-aluminum architecture, unique to the DBX, which contributes to a lengthy 120.5-inch wheelbase, a spacious cabin, and minimal overhangs. Its structure features a double-wishbone front suspension paired with a multi-link independent rear suspension, both constructed from aluminum.
The DBX also integrates proven technologies to manage its weight, starting with a three-chamber air suspension system and adaptive dampers that feature distinct tuning for rebound and compression. Furthermore, Aston Martin equips the vehicle with active anti-roll bars at both ends, generating up to 1,032 lb-ft of torque via a 48-volt system to counteract body roll. The air suspension allows for a height adjustment of 1.8 inches upwards or a drop of 1.2 inches from its standard ground clearance of 6.9 inches (with Sport and aero modes reducing it by 0.8 inches).
While these technologies have been retained from previous models and have already contributed to the DBX’s agility, a significant update for 2025 includes a new suspension control module that optimizes responses for cornering and cruising. This controller takes into account various factors including steering angle, throttle, brake position, and six-axis body movements: forward and backward pitch, side-to-side lateral acceleration, and roll.
Navigating these frequently curving and narrow roads, the DBX707 exhibits sharp turn-in response, eager rotation, and just the right amount of lean in corners to provide feedback. With a 14.4:1 steering ratio, the steering feels substantial enough to maintain stability during sweeping turns. It’s also remarkably quick, which proves advantageous in tighter turns. This agility contributes to the vehicle’s spirited character, despite it being primarily designed for family transport.
As stated by chief engineer Andy Tokley, the active anti-roll bars function similarly to rear-wheel steering, effectively shortening the wheelbase during cornering. To enhance the DBX’s rotation, the suspension controller first tightens the front anti-roll bar. When detecting lateral acceleration—essentially cornering forces—it subsequently tightens the rear bar to ensure the back end follows smoothly. This functionality becomes evident in enthusiastically approached corners on the notoriously winding Skaggs Springs Road, where I anticipated some understeer but instead found the DBX eager to rotate.
The DBX707 comes equipped with an impressive set of standard carbon-ceramic brakes: 16.5-inch rotors up front featuring 6-piston calipers and 15.0-inch rotors at the rear with single-piston calipers. These substantial brakes endure a full day of challenging mountain roads, though I did notice a slight sponginess in the pedal by day’s end, something that will surely recover for the next driver.
From a dynamic perspective, I would place the DBX on a shortlist of crossover SUVs I would choose for mountain roads or even a racetrack. This select group includes the BMW X5 M/X6 M and the more compact X3 M/X4 M, the Porsche Macan and Cayenne, along with the Lamborghini Urus.
Aston Martin DBX707: Abundant Power
Beneath the sculpted hood of the DBX707 rests a Mercedes-AMG-engineered twin-turbocharged 4.0-liter V-8, now delivering an even more thrilling performance than in its AMG placements. This powerful engine is formidable in any application, but Aston Martin elevates the boost pressure to 25.2 psi, surpassing the previous engine’s 17.7 psi.
The DBX707 urges drivers to accelerate. Power surges forward from a standstill and continues to build. The vehicle claims a 0-60 mph time of merely 3.1 seconds, as verified both by Aston Martin and my own experience, with a potential top speed of 193 mph.
The engineers at Aston Martin also ensured the engine emits a ferocious wail. Its deep growl is a constant presence, escalating in pitch and volume when more throttle is applied. It emits thrilling sounds between gear shifts, alongside enticing pops and crackles during deceleration. Engaging the drive modes to Sport or Sport+ amplifies this auditory experience, creating a hypnotic rhythm that resonates deeply. It’s vocal enough to potentially overwhelm some suburban settings.
Power is distributed to all four wheels via a Mercedes 9-speed automatic transmission equipped with a wet clutch, the same system featured in most AMG models. The all-wheel-drive setup is fully adaptive, directing approximately 70% of power to the rear wheels in the standard GT mode, which can increase to 90-95% in the Sport and Sport+ settings, while regular driving conditions send power solely to the rear wheels where front-wheel assistance is unnecessary.
With access to GT, Sport, Sport+, Individual, Terrain, and Wet modes, I sampled the first three. Throttle response is fairly moderate in GT. It livens up in Sport mode, with quicker shifts from the 9-speed transmission. In Sport+, both throttle response and gear changes become even more rapid; however, Aston Martin notes that Sport mode is actually better for circuit performance, as Sport+ relaxes stability controls to allow for drifting. Doing slides on public roads, though, is not advisable, making it hard for me to notice that particular distinction.
Eventually, I set up Individual mode to cater to my preferences, choosing the most responsive settings for the exhaust and powertrain while opting for the softest damper setting. The ride, especially with the optional 23-inch wheels, becomes a bit jarring in Sport and Sport+ modes but remains tolerable. However, I still favor the firm yet comfortable GT ride quality, believing that the standard 22-inch wheels would offer a slightly softer experience.
There isn’t a real reason to engage Terrain mode on this journey, and I doubt the low-profile Pirelli P Zero tires would perform well outside of a maintained dirt path leading to a campsite. However, the added 1.8 inches of ride height would certainly assist in navigating minor obstacles on the way to those sites.
Additionally, I didn’t have the opportunity to tow during this drive. The DBX can tow an impressive 5,940 pounds, and the hitch receiver appears quite unusual beneath the optional carbon-fiber rear diffuser on the test model.
Aston Martin DBX707: Ultra-Luxurious Interior
My drive is dominated by vivid shades of red, and not merely because I’m eager to conquer the road or experience the vehicle’s immense power; it’s also due to the stunning Supernova Red exterior contrasted by a Spicy Red semi-aniline leather interior. While I appreciate both colors, they don’t exactly coordinate since the exterior hue is darker than that of the interior. Both shades reflect the bold personality of the DBX. For those averse to red, alternative options include orange, a mix of blues and greens, purple, mocha, tan, and even classic black—most of which are anything but subtle.
This eye-catching red finish is a $13,600 Q Special option. The interior enhances the package with a cost of $11,900 for the single-color red upholstery, $3,300 for the corresponding carpet, $3,100 for its synthetic suede headliner, $900 for a heated steering wheel, and $12,300 for the impressive 23-speaker, 1,600-watt Bowers & Wilkins audio system, which features metal speaker grilles that stand out against the backdrop of red. Additional contrast is offered by glossy piano black wood, although I would prefer the available titanium mesh, carbon fiber, or either dark ziricote or smoked oak woods—piano black is prone to showing fingerprints.
An important update to the cabin this year is the introduction of a new 12.3-inch digital instrument cluster and a 10.3-inch center touchscreen, featuring a fresh infotainment system crafted in-house to replace the previous Mercedes-based setup. Though the new touchscreen is of a decent size, it appears smaller within the space, and the icons in Apple CarPlay are particularly tiny, making them challenging to select. At first glance, Google Maps in CarPlay runs sluggishly, failing to synchronize with the vehicle as it approaches turns, but it eventually catches up.
Alongside the new display comes a redesigned center stack and console. The center stack adopts a more classic, subdued aesthetic compared to the bold horse-collar design of the previous year. The center console discards its Mercedes-derived handrest and rotary components, replacing them with a small gear lever reminiscent of a Braun shaver (similar to the Porsche 911), as well as a more streamlined control interface. This updated interface places climate controls and volume rollers at the front, while buttons for sport settings regarding the exhaust system, traction control, and dampers are located towards the rear, alongside various other controls.
Additional enhancements to the cabin include a newly styled steering wheel and redesigned air vents and door handles. Every element is meticulously assembled using premium materials.
With such a dynamic personality, the price reflects it. The DBX707 starts at $253,000, including a $4,000 destination fee, while my tester totals $342,000, factoring in the options for paint and interior finishes, an upper Carbon Pack costing $10,800, a lower S Carbon Fiber package for $19,500, $7,200 for the 23-inch wheels, and $1,800 for a hitch receiver, alongside other minor items.
This hefty investment secures an SUV that boasts more than just striking looks. Its design and powertrain exude an audacious charm, comparable to the gregarious friend who often doesn’t realize when to rein it in. Yet, it also delivers the handling dynamics of a much smaller vehicle.
It performs in ways that defy expectation, though it demands a significant financial commitment to experience this level of capability.
Image Source: AstonMartin.com
