Likewise, the beefed-up chassis and suspension are as happy traversing too-tall mini roundabouts and speed humps as they are hurrying the hefty DBX707 with absolute control down a typical British B-road. Essential to the latter is Aston’s claim of a class-leading 52/48 front/rear weight distribution. Upgraded stiffer top mounts, uprated damper valving, the new front hydro-bush and recalibrated parameters for the three-chamber air suspension deliver outstanding control of its considerable c/2,300kg mass, with an expensive and sophisticated feel to the damping. The steering has been revised, too, and is well-calibrated with improved feel. Wound-up in ‘Sport+’ the DBX707 is near as damnit as capable as we can ever imagine a super SUV getting. To the right of the aforementioned rotary dial is traction control which, unlike in the standard DBX, can now be turned fully off via a long press. The advantage, in the concise words of the engineering team? ‘Drifting’.
Monster braking power comes courtesy of the new six-piston 420mm and 390mm (front and rear) ceramics. Incidentally, they also represent a 40kg overall saving in unsprung mass, aiding steering and turn-in feel. Then, when you’re pootling around town, those same supercar-spec brakes are entirely usable, responding to small inputs with zero snatch or temperature dependence. The calibration of the braking system is a particular point of pride for Senior Vehicle Engineering manager Andy Tokley.
Likewise, the ride in GT mode is exemplary, with only low-level surface disturbances rattling through, we suspect, via the new 23-inch wheels. Happily, 22s with more tyre sidewall are an option. There’s customisability too, with the suspension controllable independently via a button to the left of the rotary dial, allowing what we found to be a perfect combination of the ‘Sport’ or ‘GT’ suspension modes, with the aggressive ‘Sport+’ powertrain.
In short, the DBX suffers not a shade for its added performance and hopped-up chassis as a day-to-day road car. Even the (lofty) emissions and (peaky) economy of the standard car are retained in spite of the power boost.
Our only complaint really is that the DBX707 is so damn capable, its limits are far beyond reach in road use. There’s a sense of a lively chassis character but nothing more at legal speeds. The fettled steering, while not entirely devoid of fizz, is a bit distant too, though we congratulate Aston on very deliberately shirking a variable ratio rack. That along with a rear-steering system would have improved urban mobility but, in out-of-touch road test world, the DBX707 is better for lacking both.