2022 Aston Martin DBX707 Prototype Drive: The New SUV King?
"Watch this." Aston Martin boss Tobias Moers keeps his foot hard on the brake, selects launch control, and pushes the gas pedal to the floor. The revs build with a guttural snarl, then he sidesteps the brake pedal. The Aston Martin DBX707 super-SUV lunges with a roar like a hungry lion, the nine-speed transmission snapping through the upshifts as the twin-turbo V-8 kisses the 7,000-rpm redline. Moers laughs out loud. "It's ridiculous fast," he says.
A tight left-hander. Moers pitches the Aston into the turn and punches the throttle. The tail swings wide, and he catches the motion with an armful of opposite lock. He keeps his foot down, and the Aston exits the turn in a graceful drift, as comfortable and composed as a sports car. Moers grins. "You shouldn't be able to do this in an SUV," he says, shaking his head.
It's good to see the boss enjoying his new toy.
And the Aston Martin DBX707 is very much Moers' toy. His fingerprints are all over Aston's new super-SUV, from the tweaked, AMG-sourced 4.0-liter twin-turbo under the hood, to the AMG Speedshift MCT wet-clutch nine-speed automatic with its Sport+ mode and launch control function, to the chassis that's been tuned to deliver precision and support without compromising ride comfort.
The DBX707's mission statement is simple: to be faster than a Lamborghini Urus and to handle better than a Porsche Cayenne Turbo Coupe. And after a brief drive of a production-ready prototype at Aston's compact Stowe Complex test track at Silverstone, England, we're tempted to say, "Mission accomplished."
The DBX707's raw thrust is a given: With 697 hp and 664 lb-ft of torque under the hood, even a 5,000-plus-pound SUV is going to feel quick. This Aston builds speed with relentless intensity, the power delivery so smooth and linear, you must carefully watch you don't hit the rev limiter if you're shifting manually. Moers claims a 0-60-mph acceleration time of less than 3.5 seconds and a top speed of 193 mph, and the DBX707 feels every bit that quick.
But what's much more impressive than how the DBX707 goes is how it handles. It feels agile and responsive, not twitchy or straining at its tethers, especially when changing direction rapidly. It has, quite simply, the best, most authoritative front end of any super-SUV in the business, precise in its response and concise in its feedback. Turn in, and the Aston goes exactly where you point it. More important, there's plenty of support from the rear axle, right through from corner entry to exit.
Much of that, Moers says, is the result of a major rework of the front suspension, particularly in terms of its supporting structures. A cross-brace means the front shock top mounts are 55 percent stiffer than those of the standard DBX. A 0.16-inch-thick underbody panel has raised torsional stiffness by 1.3 percent to improve steering response and impact control. Compression and rebound damping have been increased by 20 and 10 percent.
Modifications at the rear include a new e-diff with a higher locking rate, and spring and damper rates that are softer than those at the front. Overall, the electronic active roll system has been recalibrated to deliver 50 percent more torque on low body motions, and the roll control is now more rear-biased at higher cornering speeds to reduce understeer.
As a result, the DBX707 feels remarkably light on its feet, with none of the slightly leaden, nose-heavy feel you get when pushing a Lamborghini Urus or a non-GT Porsche Cayenne Turbo Coupe—the car Moers' team initially used as a dynamic benchmark—and little of the exaggerated roll and head toss you normally feel in vehicles with a high center of gravity. And although it's tighter and tauter than a regular DBX, the ride is still impressively refined, with no harshness or jitters over small, sharp lumps and bumps.
It still feels more like a grand tourer than a track rat.
The Aston Martin DBX707 is hella fast in a straight line and jaw-droppingly good through the twisty bits. We'll reserve final judgment until we get to spend more time with it on real-world roads a few weeks from now, as well as until such time we can pitch it against its rivals in a proper comparison test. On first impression, though, the DBX707 just might be the new benchmark super-SUV.
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The all-new Volkswagen ID Buzz electric van will finally debut March 9, alongside the VW ID Buzz cargo van. While you wait on that full information, VW has released new interior images detailing a lot of the ID Buzz's cute little easter eggs, some surprising tools, and even smiley-faced screw caps as part of the final finish.VW ID Buzz + CargoThe new VW ID Buzz van will be introduced first for overseas markets as a five-seater and a cargo variant, both built on the automaker's new MEB electric vehicle architecture found in various configurations under VW's other new EVs like the ID3 and ID4. We expect the passenger version will make its way here later, after several delays held up the project. VW says the space-saving qualities of the EV platform allow for up to 39.5 cubic feet of cargo storage in the five-seater, and up to 137.7 cubic feet in the cargo version with "a partition behind the first row of seats" equipped. The new van lineup is set to help VW achieve its goal of 50 percent EV sales mix in North America by 2030.Custom ID Buzz Paint VW says the new ID Buzz van will launch with seven paint colors, but of course the automaker is going retro with four additional two-tone paint schemes also available that harken back to the iconic T1 camper. All four of the two-tone paint jobs include the color white paired with another hue.VW ID Buzz InteriorInterior options color-matched with each exterior paint choice will be available, including the seat cushions, dash panel and door trim. The cabin is also animal-free, instead opting for polyurethane leatherettes with "a similar feel" as leather. VW also introduces recycled materials in the seat covers, floor coverings and headliner.Various tools are cleverly tucked away in the van cabin, VW says, including a bottle opener and a handy ice scraper, though their utility may be hampered by your inability to find them, since the release says they are "only discovered at second glance."Both the new Volkswagen ID Buzz and ID Buzz Cargo will debut at 10 a.m. Pacific time on March 9.
If you've ever wanted to get an idea of just how American your truck really is, you'll want to take a look at the American University's Kogod School of Business Made in America Auto Index study. We've gathered the 10 "most American" pickup trucks from this study.Kogod looks at more than just domestic parts content; it examines several areas that have to do with keeping profits and the supply chain in North America. The rankings take into consideration where profits flow to, where the car is actually assembled, the origin of the engine and transmission, and where the body components are assembled. You'll want to note that many "foreign" truck makers have significant American operations—local factories and workers that support a domestic supplier network—and rank quite high on the list. Conversely, some "domestic" trucks don't crack the top ten.Read on to see which American trucks make the cut.
toyota venza Full OverviewWhen we took delivery of our long-term 2021 Toyota Venza, we asked ourselves if luxury could be mainstream. With its upscale exterior design and polished interior, the Venza could easily be confused for a Lexus, but its attractive price says otherwise. After 12 months with us, the Venza delivered comfort and luxury in a compelling and affordable package.As a midsize two-row SUV, the Venza sits between the RAV4 and Highlander in Toyota's SUV lineup, but as a hybrid-only SUV, it plays a different game in its segment. Some of the competition includes the Hyundai Santa Fe, Kia Sorento, Volkswagen Atlas, Chevrolet Blazer, and Honda Passport, with every player tackling the segment in its own way. Whereas Toyota took the upscale hybrid approach, Kia and Honda opted for the rugged way, Chevy went a sportier direction, and Hyundai and VW went down a more mainstream path.At MotorTrend we make every attempt to live with these vehicles like you would so we can identify the things you need to know but might not uncover on a test drive. Our hybrid SUV served as the carriage for the newly expanded Loh family during an important visit to Sacramento, and it took us deep into Texas when we visited Big Bend National Park and Marfa on the way back to Los Angeles.We chose the XLE model, sandwiched between the LE and Limited in the Venza lineup, because it offers the most bang for your buck. With the SofTex package—a $510 option—we got heated and ventilated faux leather seats, which proved comfortable. The vegan leather was designed to hold less heat over traditional leather, something we appreciated during the hot summer days. The $2,050 Premium Audio package upgraded the 8.0-inch touchscreen to a 12.3-inch display with capacitive controls, navigation, and a nine-speaker JBL audio system. Although the big screen was a nice upgrade, the touch controls for the HVAC and screen were harder to operate over the traditional physical buttons; they were very sensitive, and we missed having knobs for the volume and radio tuning. All in, our Venza checked out at $39,735, a great deal considering its magnificent equipment.Although the Venza aced at its primary job, it wasn't perfect. Its hybrid powertrain—a 2.5-liter l-4 with three electric motors for a combined 219 hp—felt stressed at medium throttle input, loudly roaring when accelerating from a stop or when passing on the freeway. Its traction control system was also touchy—when going over a bump, rough pavement, or a steel plate and applying the brakes, the system would briefly cut power and lock the wheels. This didn't happen often, but I noticed it multiple times throughout the year.We also complained about its interior space and poor packaging given its size. The Venza is longer than the RAV4, yet it has less passenger and cargo space than its smaller sibling. Its cargo floor is too high, and its swoopy roofline and overall shape limit cargo space.Visiting the dealer was easy. Thanks to the Toyota Connected Services app, we were reminded when it was time to go in for service, and booking an appointment through the app was a breeze. Toyota's maintenance plan covers normal factory scheduled services for the first two years or 25,000 miles, so customers don't have to pay a penny. (We did have to, however, because our Venza was part of a fleet; we spent less than $200 over four visits.)Compared to other long-term two-row midsize SUVs, the Venza was inexpensive to maintain. Our 2015 Nissan Murano SL AWD cost $589.76 over the 12-month period it stayed with us. That's more expensive than the Venza or the $77.90 we paid for our 2018 Dodge Durango V-8 long-termer. Although we like the two-year complimentary maintenance, we'd prefer to visit the dealer less often; the Venza has scheduled services every 5,000 miles. We never had to visit the dealer outside of the maintenance schedule, though. We avoided any chips on the windshield, flat tires, or other unexpected surprises throughout the year.The few gas stops we made didn't go unnoticed. The Venza delivers 40/37/39 mpg city/highway/combined per the EPA—pretty good numbers for an SUV this size. We didn't quite hit those numbers on our average, but we weren't far off (35.1 mpg). Still, we saved money at the pump, which we appreciated as gas prices skyrocketed toward the end of 2021.Overall, our 2021 Toyota Venza long-termer delivered exactly what we expected it to. It's not necessarily a fun SUV to drive, and it isn't perfect, but it does a lot of things well. It's comfortable, it's full of upscale touches, and it comes at a great value—and plenty of people will be happy about that. Although its technology isn't top notch, it has enough to simplify some of your day-to-day commuting needs. And with incredible reliability and a Top Safety Pick rating from the IIHS, the Venza is quite an attractive package.Looks good! More details?POWERTRAIN/CHASSIS 2021 Toyota Venza XLE Hybrid DRIVETRAIN LAYOUT Front-engine, AWD ENGINE TYPE I-4, alum block/head, plus front/rear permanent magnet electric motors VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 151.8 cu in/2,487 cc COMPRESSION RATIO 14.0:1 POWER (SAE NET) 176 hp @ 5,700 rpm (gas), 118/54 hp (f/r elec); 219 hp (comb) TORQUE (SAE NET) 163 lb-ft @ 5,200 rpm (gas), 149/89 lb-ft (f/r elec) REDLINE NA rpm WEIGHT TO POWER 17.4 lb/hp TRANSMISSION Cont variable auto AXLE/FINAL-DRIVE RATIO NA SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 14.4:1 TURNS LOCK-TO-LOCK 2.6 BRAKES, F; R 12.0-in vented disc; 11.0-in disc, ABS WHEELS 7.0 x 19-in cast aluminum TIRES 225/55R19 99V Bridgestone Ecopia H/L 422 Plus (M+S) DIMENSIONS WHEELBASE 105.9 in TRACK, F/R 63.3/64.5 in LENGTH x WIDTH x HEIGHT 186.6 x 73.0 x 65.9 in GROUND CLEARANCE 7.8 in APPRCH/DEPART ANGLE 18.0/22.0 deg TURNING CIRCLE 37.4 ft CURB WEIGHT 3,818 lb WEIGHT DIST, F/R 56/44% TOWING CAPACITY Not recommended SEATING CAPACITY 5 HEADROOM, F/R 38.6/39.0 in LEGROOM, F/R 40.9/37.8 in SHOULDER ROOM, F/R 57.4/56.9 in CARGO VOLUME 55.1/28.8 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.4 sec 0-40 3.6 0-50 5.2 0-60 7.1 0-70 9.3 0-80 12.0 0-90 15.2 0-100 — PASSING, 45-65 MPH 3.8 QUARTER MILE 15.4 sec @ 90.4 mph BRAKING, 60-0 MPH 122 ft LATERAL ACCELERATION 0.82 g (avg) MT FIGURE EIGHT 27.3 sec @ 0.63 g (avg) TOP-GEAR REVS @ 60 MPH NA rpm CONSUMER INFO BASE PRICE $37,175 PRICE AS TESTED $39,735 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS 8: Dual front, front side, f/r curtain, driver knee, passenger thigh BASIC WARRANTY 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles, 10 yrs/150,000 mi (battery), 8 yrs/100,000 mi (hybrid sys) ROADSIDE ASSISTANCE 2 yrs/25,000 miles FUEL CAPACITY 14.5 gal + 0.93 kWh battery EPA CITY/HWY/COMB ECON 40/37/39 mpg RECOMMENDED FUEL Unleaded regular Our Car SERVICE LIFE 12 mo / 19,583 mi BASE PRICE $37,175 OPTIONS Premium Audio with Dynamic Navigation and JBL ($2,050: 12.3-in touchscreen, HD radio, 9 speakers including subwoofer, amplifier, 1 USB and 1 aux media ports, 3 additional USB charge ports, hands-free phone capability and Android Auto, Apple CarPlay, and Amazon Alexa compatible, SiriusXM with 3-month trial, SofTex Package ($510: Perforated seats, heated and ventilated front seats, eight-way power-adjustable driver's seat with memory and power lumbar support, four-way power-adjustable passenger's seat, heated leather-trimmed power tilt/telescopic steering wheel PRICE AS TESTED $39,735 AVG ECON 35.1 mpg PROBLEM AREAS None MAINTENANCE COST $0 (2- tire rotation, inspection; oil change) NORMAL-WEAR COST $0 3-YEAR RESIDUAL VALUE* $32,600 (82%) RECALLS None *IntelliChoice data; assumes 42,000 miles at the end of 3-years Show All
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