The performance SUV segment has grown to the point that it spawned a new subcategory at the top of the food chain. Lamborghini coined the term super SUV in 2018 when it released the Urus. But today, the category includes the Porsche Cayenne Turbo GT and the latest entrant, the 2023 Aston Martin DBX 707. These are not just powerful family haulers with great acceleration that fall apart in the bends. These are engaging and agile proper sports car replacements.
As the DBX 707’s name suggests, its massive power output gives it supercar performance levels, despite weighing nearly 5,000 lb. However, this Aston impresses not with pace but with engagement. Its engine is responsive, steering communicative, and very tail happy if you’re not careful. It’s a family-friendly thrill machine that’s still comfortable and practical. The 707 isn’t just a super SUV because of its price or power. It cements its place in the category because it’s a proper athlete that blends excitement and luxury to a near-perfect degree.
|Engine||Twin-Turbocharged 4.0-Liter V8|
|Output||697 Horsepower / 663 Pound-Feet|
|0-60 MPH||3.1 Seconds|
The 2023 Aston Martin DBX 707 is a stunning SUV because the standard model provided an elegant base to build on. However, it adds significant exterior changes like a new front bumper with an enlarged grille for better airflow flanked by redesigned DRLs, lower air intakes, and brake ducts. These sit above a new aggressive front splitter that meets a pair of extended side skirts. In the rear, the 707 gets a new bumper with quad exhaust tips, a double diffuser, and a standard carbon fiber spoiler that extends its sloping roofline.
There’s a lot going on on this SUV’s exterior, but because all of these new styling elements are perfectly proportioned, they work well together. Unfortunately, my tester’s Jet Black exterior finish, gloss black trim, and black badges make it hard to appreciate this SUV’s styling details. The all-black aesthetic is great for flying under the radar but essentially turns the 707 into a massive mirror under direct sunlight. A $6,000 set of 23-inch wheels break away from this look with a finish called Textured Black that’s more of a dark gray.
That said, Aston Martin offers 55 standard exterior colors, many of which come from its Q bespoke customization branch. While there are many executive-friendly shades of silver, AM offers fantastic shades like Storm Purple, Cosmos Orange, and Kermit Green, to name a few, which bring all of the 707’s sporty details to life.
At 198 in long, 79 in wide, and 66 in tall, the DBX 707 is dimensionally almost identical to the Lamborghini Urus and Porsche Cayenne Turbo GT. However, its 22.3 cu in of cargo space makes it roomier than its competitors, with seating up to five.
SUV Shape, Supercar Speed
As its name suggests, the DBX 707 is all about its engine. It’s a Mercedes-AMG-sourced 4.0-liter twin-turbocharged V8 whose Affalterbach origins are almost untraceable. It feels and sounds like no AMG I’ve driven. To extract 155 horsepower and 147 foot-pounds of torque more than a standard DBX, Aston Martin gave the 707 new ball-bearing turbochargers and completely reworked engine calibration. The result is a supercar fighting 697 hp and 663 lb-ft of torque output.
To handle the 707’s increased power and torque, AM replaced the nine-speed automatic’s torque converter with a wet clutch. It sends power to a rear-biased all-wheel-drive system. In most scenarios, this DBX is rear-wheel drive, with power only going to the front axle when the system detects slip. The 707 utilizes a new electronic limited-slip rear differential with a shorter final drive ratio than the standard DBX. The result is a 3.1-second sprint to 60 mph and a 193-mph top speed.
So it’s quick, but an SUV with nearly 700 horses would be. What sets the 707 apart is how responsive its engine is. It starts with a burst of torque at lower revs that builds consistently to redline. In its most aggressive drive mode, Sport+, the nine-speed’s quick shifts make the 707’s shove feel neverending. It is, however, slower to respond when employing its column-mounted paddle shifters.
There’s little, if any, lag to speak of from the engine, despite the engine housing larger turbochargers. Power may peak at 6,000 rpm, but this 4.0-liter V8 gets up there quickly. And thanks to AM’s unique exhaust setup and engine calibration, this DBX’s fairly loud exhaust delivers a more guttural and burbly tune than any recent AMG model.
This SUV’s rear-biased nature means it’ll happily swing its tail around with all of its safety systems disabled. Its eagerness to rotate adds a new dimension of fun to the driving experience and reminds you that you can’t employ a ham-fisted approach when hustling the 707 up a canyon road. It requires focus. And it’s that very character that keeps its driver entertained. There’s no time for your mind to wander because this enormous muscle car will bite back.
Suspension-wise, the 707 employs a revised version of the standard DBX’s three-chamber air suspension system. It’s soft enough for daily driving but stiffens considerably for back road fun. Despite lugging around a 4,940-lb curb weight, this SUV corners relatively flat. You can feel its weight in the corners and its active roll control system fighting to keep things stable. But even more surprising is its front-eng agility. I’ve never driven anything of this size that’s this eager to turn in, and with most of its power going to the rear, there’s little understeer to speak of.
Even its electric power steering system delivers good feedback well before you reach the 707’s limit. It’s nicely weighted, precise, and quick. It’s the correct calibration for a vehicle in this class and size. Especially one that tries to balance comfort and isolation with noise and driver involvement.
The 707 comes standard with carbon ceramic brakes. The rotors measure 16.5 in upfront with six pistons and 15.3 in the rear. These are smaller than those found in the Urus and Cayenne Turbo GT, but they’re still enormous compared to anything else. There’s excellent pedal feel, and they’re easy to modulate. Aside from their power, these reduce 89 lb of unsprung weight compared to those in the standard DBX. Their only downside is an occasional squeak at slower speeds, common with carbon ceramics.
The DBX 707 has little, if any, significant drawbacks. For nearly $300,000, you get a big and powerful SUV that’s also engaging on a back road without shattering your spine. For those looking for a one-car solution, this is up there with the best of them.
The 707’s interior plays a significant role in creating this SUV’s supercar-esque feel. Aston Martin offers three interior layouts, Inspire Comfort, Inspire Sport, and Accelerate. The first two of these are available in single or two-tone leather finishes. Accelerate adds plenty of Alcantara goodies and thus is only available in a two-tone configuration.
My tester features the middle Inspire Sport layout, combining Onyx Black and Oxford Tan leather without a trace of Alcantara anywhere. This arrangement costs $8,000 and gets you the heated and cooled sporty seats that would be at home in a DB11 without high-maintenance materials because nothing deteriorates quicker than Alcantara surfaces on a daily driver.
Also missing from this 707’s interior is any carbon fiber trim. Instead, this DBX sports the $5,200 bronze mesh option, which adds a pop of color that matches nicely with the seat’s tan leather and invites you to stop and look closely at its tiny mesh structure. It’s a perfectly executed, distinct touch that gives the sporty 707 a very classy feel.
Whether you sit in the first or second row, the 707’s seats are firm. Firm enough that this Aston wouldn’t be my road trip car of choice, but then again, who is road-tripping a nearly $300,000 SUV over any considerable distance? The upside is that you get excellent bolstering up front and plenty of adjustability. They’re just about perfect for a drive on a back road and comfortable enough for daily driving.
On the tech side, the 707 carries over the standard DBX’s 10.25-inch infotainment screen and 12.3-inch digital instrument cluster. The former sits just below your drive selectors in the dashboard and just above a few rows of haptic feedback buttons. Its Mercedes-Benz-based infotainment system is far from segment-leading, although it now offers standard Apple CarPlay and Android Auto connectivity. Because this display is not a touchscreen, the only way to control it is through a rotary dial in the center console.
I know this is a nearly $300,000 SUV, but its overall interior material choices and build quality are excellent. Way above other Astons I’ve driven through the years. The 707 feels like a well-put-together product on par with its closest rivals, minus its tech. With 22.3 cubic feet of cargo space onboard, it’s also fairly roomy and practical. Sure, it’s a bit noisy at highway speeds with its big wheels and tires, but those looking to prioritize comfort wouldn’t be considering a super SUV.
The 2023 Aston Martin DBX 707 starts at $239,086, including a hefty $3,086 destination charge. However, my tester and its optional extras, like its $6,000 23-inch forged wheels, $5,200 Bronze Mesh trim, and $8,000 two-tone sport interior, come in at $270,186. At this price point, it’s about on par with a similarly optioned Lamborghini Urus but way above a Porsche Cayenne Turbo GT, its two main competitors.
The 2023 Aston Martin DBX 707 isn’t just another high-horsepower SUV. It, alongside the Lamborghini Urus and Porsche Cayenne Turbo GT, sits in a new category of super SUVs. Although spacious, practical, and easy to live with, it isn’t just a highway cruiser. On a twisty back road, the DBX 707 proves it doesn’t just accelerate like a supercar. It’ll dance like one too.
It even has a bit of supercar madness. Taunt it with a heavy right foot, and it’ll step out to remind you that you can’t just hustle it around like a brute. It requires focus. Get it right, and it’ll reward you with a genuinely exciting driving experience. The DBX 707 is one of the few SUVs I’d have on a fun road over many sports cars. Sure, it’s big and expensive, but it’s probably the best Aston Martin I’ve tested yet.