Aston Martin DBX review

Our opinion on the Aston Martin DBX

​The Aston Martin DBX delivers all the practicality and refinement you’d expect from a luxury SUV, with a driver-focused approach that sets it apart from its closest rivals. The British sports car manufacturer has gone with what it knows best – applying its technical wizardry to produce the finest-handling SUV available.

Yes, the DBX is well over two tonnes, but it will certainly make you smile as it effortlessly deals with a twisty B road, while a seemingly boundless amount of power rockets you out of the tightest of bends. Best of all, the DBX is less brash than a Lamborghini, not as bold as a Bentley and not as commonplace as a Porsche.

About the Aston Martin DBX

As more and more sports car and luxury car brands turn to building SUVs in order to boost sales and help bring in higher profits, the DBX marked Aston Martin’s debut in this area of the market when it first arrived in 2020.

The DBX is among the most exclusive of these sports luxury SUVs, trading sales volumes with the Ferrari at around 3,000 units per year, though with a starting price in the region of £220,000 it’s considerably more affordable than the Ferrari Purosangue, and instead treads on the toes of high-end Range Rovers and the Bentley Bentayga.

Used - available now

2024 Aston Martin

DBX

11,567 milesAutomaticPetrol4.0L

Cash £145,000

View DBX

2024 Aston Martin

DBX

25,400 milesAutomaticPetrol4.0L

Cash £89,995

View DBX

When the DBX S - available since early 2025 - took over duties as the standard DBX, it’s mighty 717bhp twin-turbocharged V8 helps make the DBX one of the most performance-focused in this sector, and to drive, it’s certainly more super-saloon than lumbering SUV. But when you need to seat five in comfort and for it to be a sensible and relaxed luxury car, the DBX is perfectly capable of doing that too.

We’ve tested a number of versions of the DBX since it came out, and included it in a twin-test against the Bentley Bentayga.

There’s no escaping from the fact that the Aston Martin DBX is a big, heavy SUV, so it’s fortunate to have had the expertise of one of the world’s best sports car makers to hone its development. Despite weighing over 2.2 tonnes, the DBX remains light on its feet and, in a hugely talented class, it feels more in keeping with a fast estate like an Audi RS 6 Avant or Mercedes-AMG E 63. 

The DBX debuted with a 543bhp version of the 4.0-litre twin-turbocharged V8 from Mercedes-AMG, but that has since been deposed. First by the special DBX 707 launched in 2022 with its tweaked 697bhp V8, and then in early 2025 by the DBX S, which uses an absolutely mighty 717bhp version of the same engine.

Aston Martin engineers have equipped the DBX with a host of impressive tech trickery to ensure it cuts the mustard on tight, twisty roads. Features such as triple-chamber air suspension, electronic adaptive dampers and a 48v electric anti-roll control system (called eARC) are among the reasons why the DBX triumphs over its rivals in the handling stakes.

Switch the Aston Martin DBX’s drive mode to Terrain+, and you’ll be able to go further than most owners will ever want to. It has decent approach and departure angles of 22.2 and 24.3 degrees, respectively, and a breakover angle of 15.1 degrees – with the suspension raised by 45mm. If you really wanted to, you can also wade at a depth of up to 500mm. 

In terms of ride comfort, the DBX sits somewhere between the grand touring Aston Martin DB12 and the focused Aston Martin Vantage; it is never uncomfortable, but always alert. Is it as smooth as a Bentley? No. Is it as firm as a Urus? No. In truth, it’s a rather unique blend of the two – it never dismisses bumps, instead constantly reminding you of the quality of the road surface. 

Performance, 0-60mph acceleration and top speed

Nobody needs a two-tonne vehicle that can pass 62mph in the three-second range but since a Lamborghini Urus or Ferrari Purosangue can do it, it’s only natural that a DBX now can too: the 707 crossed that barrier first with its 3.3-second  0-62mph run and 193mph top speed, while marginally more powerful the DBX S matches both figures.

More subjectively, the DBX moves at an absolutely surreal pace for something you know is so big and heavy, with relentless acceleration that seems barely interrupted by shifts from the 9-speed (and also Mercedes-AMG sourced) automatic transmission.

Town driving, visibility and parking

From behind the wheel, the DBX feels not unlike some of Aston Martin’s more traditional GTs, which is both a blessing and a curse. The view out is quite dramatic, which feels suitably special, but despite sitting much higher up than other Astons, it’s also not the commanding, all-around view you get from a Range Rover. Combined with the DBX’s width and the sense of sitting quite far back in the car, it isn’t a natural in town, though a ride quality that doesn’t seem unduly compromised by the impressive handling takes the edge off poor surfaces.

Country road driving and handling 

There are six driving modes available for the DBX, although the Individual setting could well be the preferred option. Here, you can tune the chassis and steering to comfort, up the response from the engine and gearbox and have the exhaust on its most tuneful setting – just perfect.

The DBX’s steering is quick, with plenty of feel to help you recognise if you’ve pushed things too far. More important is the car’s ability to respond swiftly to throttle inputs, delivering a healthy and linear dose of power.

It’s impressive enough already, but in 2022, the Aston Martin DBX 707 arrived to push this luxury SUV to the ultimate limit. It weighs the same, but several tweaks to the steering, suspension, aerodynamics and the V8 engine combine to produce a family-friendly car that’ll quite happily trouble several supercars. In 2025 the DBX S followed with faster steering and optional lightweight magnesium wheels and various bits of carbon fibre bodywork – all of which contribute to an up to 47kg weight saving. Unsurprisingly, both versions of DBX are adept handlers – on par with super saloons rather than other SUVs. You’re unlikely ever to trouble the endurance of the brakes at road-going speeds, which is welcome given the weight and pace of this SUV.

Motorway driving and long-distance comfort

While the DBX’s setup does mean it initially feels quite firmly suspended, it never feels uncomfortable, and as a vehicle in which to cover large distances it’s on a par with, or perhaps even better than some of Aston Martin’s more traditional models. The more expansive forward view is certainly welcome, the driving position is excellent, and it’s refined, too, while the comfort mode on the suspension does what it says on the tin.

Assuming the just-shy-of £220,000 price tag for the DBX S isn’t a barrier to you (or the £75,000 or so that early used DBXs now begin at), the running costs are unlikely to come as too much of a surprise for a car in this bracket. There is no diesel, no hybrid, nor an EV version to consider, so fuel economy, tax, insurance, and servicing costs are all commensurate with any high-performance car with a six-figure price.

That said, the 19.8mpg of the original DBX, or the 19.9mpg of the 707 and the DBX S, will still cost you a few bob when there’s an 85-litre tank to fill. Match the official figures, and you’re looking at an absolute maximum of around 370 miles from a tank, though realistically you’ll be wanting to fill before that, and a full tank of super unleaded comes in at around £150 at summer 2026 prices.

There’s a definite theme to the ownership of an Aston Martin DBX – it’s expensive. The SUV sits in the highest group 50 for insurance, as do all of its rivals, so expect costly premiums.  

Tax

While the prospect of paying £640 per year in vehicle excise duty (VED) from the second to sixth years of registration may not be especially appealing (£440 of that is a surcharge for the DBX costing over £40,000), it pales in comparison to the first-year rate of £5690 due to the high CO2 output.

BiK for company car users is similarly eye-opening: the DBX is inevitably in the very top 37 per cent bracket, so using a DBX 707 as an example, a 40 per cent taxpayer would pay in the region of £34,000 in the 2026/2027 tax year. A top-spec Bentley Bentayga with the hybrid V6, while not cheap itself being in the 22 per cent benefit-in-kind (BiK) band, would drop that figure to around £18,500. An all-electric Lotus Eletre, benefitting from 4 per cent BiK and a lower list price, would cost just £2,200.

Depreciation

As a fairly low-volume car, the DBX performs reasonably well on the used market in terms of resale values. The latest valuation figures we have suggest it’ll retain around 50 per cent of its original value after three years or 36,000 miles. For comparison, the Bentley Bentayga is predicted to be worth between 44 and 49 per cent of its original value over the same period.

Its worth remembering that the high list price of a car like the DBX encourages you to be blaise about adding options since, percentage wise, it doesn’t make a huge difference to the overall price of the car. However, in most cases optional extras will make you car more sellable rather than more valuable, so you’re unlikely to see a return on fancy exclusive paint colours or hugely expensive carbon fibre exterior trim come resale time. 

​From the outside, it’s clear that the DBX is an Aston Martin. The familiar style and design flourishes are particularly evident through the front end, leaving a much more subtle impression than that conveyed by its shouty competitors. Aston’s design team wanted the DBX to look smaller than it actually is, and they appear to have succeeded with the SUV seeming relatively svelte and stylish compared to the big, brash nature of so many other high-end 4x4s.

Interior and dashboard design

Inside, the full-length panoramic roof bathes the car in light, and you’ll find great swathes of leather across most of the cabin. The rest is a mix of metallic and piano black finishes, although you can have your DBX any way you fancy – at a cost. The engine start button sits at the top of the dash, flanked by P, R, N and D buttons to control the gearbox. A 10.25-inch full-colour TFT screen sits in front of the driver as the instrument binnacle. 

The standard kit is well taken care of and includes front and rear heated seats, 3-zone climate control, a powered tailgate, auto LED headlights and a 360-degree camera.

Materials and build quality

While not quite up to the standards of a Bentley Bentayga (not many cars are), the DBX’s cabin still feels like a rich, luxurious environment in which to spend time. A wealth of optional trim materials can further enhance that feeling, but broadly speaking it does enough to justify its price.

Infotainment, sat-nav and stereo

Those familiar with Mercedes products may notice some similarities between those cars and the switchgear you’ll find in the DBX, but the British brand has become increasingly adept at hiding these German origins over the years. Those with an eye for tech might find the central 10.25-inch infotainment display a little small (the driver’s display is actually larger, at 12.3 inches), but we like that it doesn’t take up an enormous amount of dashboard real estate, and Aston claims it’s still got the highest resolution of any in its class.

Apple CarPlay and Android Auto are standard, but Aston Martin has also begun offering Apple CarPlay Ultra, which more widely integrates your phone with the car’s functions and displays, and among other things, allows you to change climate control functions without having to exit CarPlay back to the DBX’s native infotainment system. 

The standard Premium Audio System includes 14 speakers and a 800w total output, while a 23-speaker Bowers & Wilkins system is optional on the DBX – provided you’re prepared to pay over £8,500 for it.

Judged purely by Aston Martin standards, the DBX should get a solid five out of five for utility given it’s the most practical car the brand has ever offered thanks to its five-seat layout. There isn’t the outright space you’ll find in a Bentley Bentayga or Range Rover, and the Rangie and the Lamborghini Urus both offer more boot volume, but the DBX is competitive in both areas despite its relatively sporty profile. 

General day-to-day utility is much as you’d hope for from an SUV. Visibility is good both forwards and backwards, with a suite of cameras to help when you’re parking up. Access is easy, with the car dropping 50mm on its air suspension. Open the frameless door – which covers the door sill to keep your legs clean when getting in and out – and there’s a flat floor with no sill to climb over.

Dimensions and size

At 5,039mm, the DBX is only 102mm shorter than a Bentley Bentayga. The overall width (including mirrors) is 2,220mm, almost identical to the Bentayga. We’ve included figures for the BMW M5 Touring, too, the kind of high-performance estate car that the DBX can compete with in dynamic terms. While the DBX is a little wider and notably taller, it’s a little shorter than the BMW (and amazingly, at around 2,245kg, more than 200kg lighter).

Seats & passenger space

The DBX is a full five-seat SUV and will more than cope with family duties, though if you’re using the car for business trips, longer journeys with three adult passengers in the rear may prove a little tiresome. There’s plenty of space upfront, and headroom is fine, despite the DBX having a lower roofline than most rivals. 

Boot space

Aston Martin claims up to 638 litres of boot space in the DBX, but that means loading it to the roof. Its more realistic figure below the parcel shelf of 491 litres is very close to the Bentley Bentayga’s 484 litres, and only a little bit short of the 500 litres you get in the BMW M5 Touring, an estate car with similar performance to the Aston. A Lamborghini Urus is good for 616 litres in its five-seat format, however, making it an unusually practical option in this class. The rear seats in the DBX split-fold in a 40/20/40 formation, allowing for more luggage space if needed. 

Towing

Aston Martin states that both versions of the DBX can tow up to 2,700kg – so you can easily transport your track day pride and joy in a covered trailer. However, if you need more pulling power, the Bentayga can tow up to 3,500kg. 

Running the Mercedes-AMG 4.0-litre V8 petrol engine should suggest a level of tried-and-trusted reliability for the Aston Martin DBX, and while Aston has developed the car from the ground up and will demand nothing less than a dependable, volume-selling product.

Due to the relatively low number of sales compared to other mainstream models, the DBX hasn’t yet been tested by the industry safety experts at Euro NCAP. However, in addition to the raft of front, side and curtain airbags, there are additional active safety features as standard, including adaptive cruise control, lane-keeping assist and auto emergency braking with pedestrian detection. The list of safety tech continues with systems such as traffic sign recognition, lane departure warning, rear cross traffic warning and blind spot detection.

• Best buy: Aston Martin DBX S

As there’s no real ‘entry level’ DBX in the range any more, the base price has jumped up from the old £180,000 to more like £205,000 for the DBX 707, and just under £220,000 for the more powerful DBX S.

While we’d usually recommend the more affordable option, the tweaks made to the range-topping DBX S make it our pick for fulfilling the brief of being the ultimate high-performance SUV while not compromising on the more practical elements of SUV ownership that people demand.

There is an opportunity to spend a whole bunch more on customisation and personalisation with Aston Martin’s Q division, though similar services are offered by all of the DBX’s rivals (and expected by customers these days) so it’s better to consider the base prices as the jumping-off point for something a lot more expensive. Just don’t expect that extra money to bolster the DBX’s value, as used examples already start at less than half of the DBX’s original brand-new price.

Aston Martin DBX alternatives

The DBX faced intense competition from day one. Porsche is credited with creating the performance crossover blueprint with the Porsche Cayenne, and the latest version remains a strong seller for the brand. Porsche’s success also paved the way for similarly luxurious SUVs such as the Bentley Bentayga, and even Lamborghini has jumped on the bandwagon with the outlandish Lamborghini Urus. Likewise, the V12-powered Ferrari Purosangue starts on the other side of £300,000, and expensive options can very easily lift that towards the half-million mark.

Aston Martin DBX pictures

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