This year marks a big step for nearly every model in Aston Martin’s core lineup, as S variants of the DBX super-SUV, Vantage sports car, the more stately DB12, and the flagship Vanquish emerge from cover. Each adds more power, sporty suspension improvements, fine-tuned steering, and a host of visual cues hinting at the updates beneath the skin. The DBX S, in particular, vaulted up to the top of the super-SUV rankings with the bevy of refinements. And the package made even more sense for the Vantage, as the sportiest model in the lineup that somehow undercuts every close competitor in pricing terms.
The Vanquish S will likely arrive later in the fall, but more recently, Aston Martin held a media drive program in Malibu to introduce the new DB12 S. As expected, a similar raft of upgrades arrives for the DB12. But I slipped into the driver’s seat of my brilliant blue tester, wondering whether the “super-tourer” in Aston’s lineup truly needed an S makeover, or if sticking with the non-S DB12’s softer character actually makes more sense.
The DB12’s design alone represented an impeccable evolution from the DB11 for model year 2024, though the loss of a V12 powerplant came as a serious disappointment (and one with unfortunate timing, given the alphanumeric nomenclature). Now, the V12 remains reserved only for Vanquish one step up the model lineup, as well as some of Aston’s limited-production special editions. At least the AMG-sourced twin-turbocharged V8 powering the heart of the DB12, in a similar fashion to the DBX and Vanquish, received enough of a workover at the hands of Aston Martin engineers to help compensate for at least some of the lost exoticism.
Now, that powerplant pumps out the same power gains as the DBX S and Vantage S, for ratings of 690 horsepower and 590 lb-ft of torque – a bump of 19 horsepower achieved by pushing more turbo boost and installing a freer-flowing exhaust. The eight-speed transaxle mounted between the rear wheels also received attention, and can now shift up to 43 percent quicker than on the non-S.
Such a modest gain in vehicles so powerful already winds up making less of a difference than how the suspension and steering can hone in on a sportier demeanor, though. And especially for the DB12, which slots in between the Vantage and Vanquish – and therefore, can’t step on the toes of either. Hence, why Aston undertook the least significant makeover of the three in this case. The shock dampers and steering retain the same hardware, albeit with revised electronic tuning, while mechanical changes apply only to a seven-percent stiffer rear sway bar and slightly more rear camber in the factory alignment specs.
Firing up the DB12 S via a familiar button on the center console brings on the thrumming bass of that cross-plane crankshaft V8. And even through normal driving, a healthy dose of turbo spooling whine and blowoff valve flutter creep into the otherwise serene cabin. The gearbox, though not as perfect as the dual-clutch unit on the Vanquish, delivers smooth shifts despite the quicker actuation – regardless of whether I cruised slowly through traffic or started pushing a bit more.
And once up into the canyons of Malibu, the DB12 S invited plenty of aggressive driving. The fact that a 2+2 stretching well over 15 feet long can hustle through corners so quickly almost belied comprehension. I figured that the flowing hood, which provides that sensuous “dash-to-axle” ratio quintessential for Aston Martins over the decades, might inevitably lead to the front tires pushing into understeer. But thanks to the rear-mounted transaxle and carbon-fiber propshaft, the DB12 S can dip even further into a wonderfully balanced dance between power, braking, and turning.
The S also receives carbon-ceramic brakes as standard, which cut 26 kilograms (57 pounds) of unsprung mass out of the total of 34 kg (75 pounds) total weight savings versus the non-S. The pads never squeal too terribly, even cold, but when called upon to rein in excessive speed, can chomp down and haul the DB12 S to a more sane pace easily – such as when my co-driver and I rounded a corner and discovered three parked cars with the drivers out attempting to corral two sheep off the hillside on Yerba Buena.
On clearer roads, I took the chance to fiddle with Aston’s adjustable traction software. Doing so requires holding the stability control button, then spinning the knurled metal drive mode dial. Even at the 5 setting, the DB12 S can quickly slide out the rear tires in a smooth, progressive fashion, something that Director of Vehicle Performance and Attributes Simon Newton specifically called out as a priority for the S overhaul. That rear sway bar and the modestly adjusted alignment clearly make a difference in confidence terms, even if in reality, the DB12 S can go plenty quick enough without pushing up to anywhere near or past the limit.
As a larger, longer super tourer than the Vantage without the unbridled aggression of the V12-powered Vanquish, the DB12 shouldn’t necessarily chase all-out pace anyway. The revised damper tuning prevents too much pitch or nose dive, while providing more stability at higher speeds. And yet I wound up preferring the softest GT mode’s suspension compliance best. This not only allows for more body movement to communicate grip, but also a smoother ride when the tarmac gets rougher.
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In that regard, DB12 always played sort of a middle child – neither the sportiest nor the most exotic. But where even the Vantage S still represents a screaming deal versus its competition, in the form of Porsche’s 911 Turbo S or the Mercedes-AMG GT 63 S, the DB12 S steps up seriously in price. As tested, the many options on my car totaled up to $418,400 over a $272,000 starting sticker. Personally, I can skip the yacht spec interior since the Leather Tritone adds $11,200 while the Cote d Azur Blue upholstery contributes $6,400, and the Dark Knight carpet tacks on another $2,400. At least the dual 2x2 twill carbon packages, for $24,100 combined, delete some of the piano black plastic on the center console.
My car’s Ion Blue paint job ($13,600) soaked up light beautifully in the shade, but leaned toward too bright and contrasty under direct sunlight. I preferred another finished in classy gunmetal metallic silver on site, though unfortunately every S now includes the contrasting carbon-fiber roof and spoiler. And in fact, even though I prefer coupes almost 100% of the time versus convertibles or cabriolets, the DB12 Volante with the S package might well stand out as my recommended spec.
With a droptop that lets me scoot my seat a little higher without cramping headspace, giving a better view over that sumptuous hood lines – now with added heat extractors to match the more aggressive front side splitters and rear diffuser – putting the Volante’s roof back will also allow an even better soundtrack from that souped-up V8. Throw on the optional titanium exhaust, too (for $14,400) to drop another 11.7 kilograms (26 pounds), and all the S weight savings start to counteract some of the convertible top’s additional 244 pounds.
I can imagine the DB12 S coupe floating along the Autobahn at 160 miles an hour, serenely planted thanks to the squared-up suspension and re-tuned steering assist that reduces on-center friction, all as the raring muscle car engine provides endless torque shove. This truly is a spectacular car, and one that I struggle to find measurable faults with, further proof of Aston’s commitment to continued improvements under the ownership of Lawrence Stroll.
But conceptually, the DB12’s new S variant significantly ramps up the super side of super-tourer. For most of everyday driving, I wound up wishing for a Volante S variant with another suspension mode on the softer side, to emphasize the grand touring appeal as well.
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Images: Michael Van Runkle
