Aston Martin DBX707 Vs. Aston Martin DBX: 7 Key Differences

Besides Ferrari, Aston Martin was one of the last luxury automakers to introduce an SUV. Bentley, Porsche, Lamborghini, and even Rolls-Royce have had SUV options for some time now. But if ever there was a convincing case for the proverb 'better late than never,' it's the daring DBX. We've heaped praise upon the DBX for its beautiful design and sparkling dynamics, but the new DBX707 is a different animal altogether. Right now, it's the most powerful luxury SUV in existence. With nearly 700 horsepower, strengthened underpinnings, and a menacing exterior makeover, it aims to blow all of its rivals out of the water as a performance SUV. We've outlined the seven major ways that the DBX707 elevates itself above the normal DBX.

At the heart of the Aston Martin DBX707 is a more powerful 4.0-liter twin-turbocharged V8 engine. It introduces ball bearing turbochargers and a bespoke engine calibration to generate even more power and torque. These changes have coaxed an additional 155 horsepower and 147 lb-ft of torque from the V8 when compared to the normal DBX. Peak outputs are a titanic 697 hp and 663 lb-ft.

That all translates into a 0-60 mph time of 3.1 seconds and a top speed of 193 mph. That 0-60 time shaves over a second off the time achieved by the normal DBX, already a seriously potent SUV. If you thought the DBX707 deserved a V12, Aston intentionally didn't go that route because the V8 allowed the company to achieve better weight distribution.

Whereas the DBX uses a more conventional nine-speed automatic transmission, the DBX707 has the same number of gears but a new wet clutch design. In general, the lubricated structure of a wet clutch makes the system more resistant to wear and tear. This transmission can also handle higher torque loadings compared to a conventional torque converter automatic - this is just as well since the DBX707 produces 663 lb-ft of twist. The manual gear selection mode now holds onto manual mode "like a sports car" instead of defaulting back to automatic mode.

In our review of the regular DBX, we enjoyed the nine-speeder's smooth shifts but commented that changes aren't as fast as in a Porsche Cayenne Turbo or even a BMW X5 M. With the DBX707, Aston promises faster changes, more immediacy, and better launch capability. We look forward to verifying these claims when we get behind the wheel of the DBX707 next month.

We never thought of the normal DBX as subtle until we saw the new DBX707. It looks like the DBX spent hours in the gym and probably overdosed on a few protein shakes, and this is the end result. In front, there is a massive interpretation of the brand's grille, this time with a satin chrome finish and six split horizontal bars. It's not all about pandering to one's emotions, though; function and form co-exist here, and Aston says the large grille aids cooling of both the V8 and the new gearbox. New air intakes, revised brake cooling ducts, and a new front splitter are other changes over the normal DBX.

Along the sides, you'll spot dark satin chrome window surrounds and gloss black side sills. 22-inch wheels are standard and the same size as the normal DBXs, but here they have a gloss black diamond-turned finish. 23-inch wheels are optional. At the back, the standard DBX's single exhaust tailpipes at each end have been replaced by a quad-exit system. There is a new lip spoiler on the roof wing that reduces lift, a much larger twin rear diffuser, and a new rear bumper.

The DBX707 has the same basic air suspension as the DBX, consisting of triple volume air chambers. In the case of the 707, the chassis has been uniquely tuned for even sportier handling. It now has new damper valving, while recalibration of the dynamic spring volume combine for improved body control. Aston made changes to the eARC (Electronic Active Roll Control) system; newly defined parameters not only improve the SUV's balance, but increase its agility too. Complementing these suspension updates is a bespoke tune for the electronic power steering. Feel is improved, and Aston says there is greater effort build-up off center.

The e-diff in the DBX707 is new, having been uprated to handle the immense torque output of the V8. There is now a shorter final drive ratio of 3.27, relative to the 3.07 for the normal DBX V8. This change improves the DBX707's sprinting capability in the lower gears, while in-gear responses are sharper as well. As an example of how the chassis and powertrain were tuned together, the e-diff's calibration enhances the SUV's cornering agility. The DBX707 can send 100% of the torque to the rear axle when required.

Climb inside, and the DBX707 impresses with a level of quality and attention to detail we've come to associate with the British marque. Unique to the DBX707 is a new lower console with various drive mode selection switches. This allows the driver to circumvent the infotainment screen with immediate access to the manual gear selection mode, the ESP system, the suspension mode, and the active exhaust switch.

Sport Plus seats are standard, with the default interior finished in a lovely mix of leather and Alcantara. Complementing the exterior is a dark chrome finish for the switchgear, but customers can also work with the carmaker's Q By Aston Martin customization program. The changes inside are more subtle than they are outside and under the hood, but there was no need to mess too much with what is a comfortable, sporty cabin.

The Tesla Model S Plaid is the fastest sedan in the world, but it's not nearly as good at slowing down. Aston Martin smartly recognized that the DBX707 was deserving of a better braking system. That's why it comes with carbon-ceramic brakes as standard, and these measure 16.5 inches in front and 15.4 inches at the back. The discs are gripped tightly by six-piston calipers. This setup will be welcome for anyone who dares to take the DBX707 to the track, where brake fade is common in such large vehicles. Not only does the braking system reduce unsprung weight by 89 pounds, but pedal feel has been improved too. Brake cooling is better thanks to air coming from both the underfloor and the main cooling intake. Finally, high-performance brake pads offer superior friction consistency across a broad range of temperatures.