2025 Aston Martin DBX707: Sweet SUV Overkill

The Aston Martin DBX707 is the sort of car that grasps for superlatives. I can’t tell you it’s the world’s most powerful or quickest SUV. But I can say the DBX707 is the quickest luxury SUV powered by pure internal combustion. And — with my tester ending up at $345,800 — it’s the most expensive press car I’ve ever driven. The 707 in DBX707 stands for 707 metric horsepower. Why metric? Well, mostly because an imperial DBX697 doesn’t have quite the same ring to it. The DBX707’s twin-turbocharged 4.0-liter V8 pumps out 697 horsepower and 665 pound-feet of torque, enough oomph to rip from 0 to 60 MPH in 3.1 seconds (depending on who’s doing the testing) and hit an official top speed of 193 MPH (I’ve heard possibly apocryphal stories of it doing more than that).

Aston Martin’s product formula lately has been simple: build the cars its buyers want. And it’s hard to argue Aston Martin didn’t nail that here. The DBX707 has become so popular there is no more base DBX for 2025 due to lack of demand (though an even more powerful DBX S is coming). The DBX707 has a natural habitat: likely a scenic mountain pass en route to an Euroepean ski resort. I replicated that as best I could over four days in less than majestic Southeast Michigan, mixing in some spirited backroad driving, highway cruising, kid hauling, and the ever-rare date night with my wife.

2025 Aston Martin DBX707 First Impressions

The Aston Martin DBX707 made two immediate first impressions when the fleet dropped it off. The first one was “wow, that’s yellow.” Ultra Yellow, it turned out. My platonic ideal of an Aston Martin is more of a muted British racing green. My second thought, upon viewing the vehicle’s spec sheet, was “wow, that’s expensive.” The DBX starts at $249,000 MSRP. But my test vehicle added an incredible $92,800 worth of options, $35,800 in carbon fiber alone and another $17,900 in blacked out detailing.

The DBX707 is a looker, at least when grading on a crossover curve. Aston Martin’s mission was to build an SUV for people who like the DB12. And the brand delivered. The DBX707 looks sleek and athletic-looking. It’s even — to the extent a vehicle with Aston Martin across its rear can be — a bit understated. The car isn’t festooned with any DBX707 badging. My tester’s combination of ultra-bright paint and excessively black everywhere else masked a lot of the details. The DBX707 could almost blend into the crossover crowd if it weren’t for the giant diffuser protruding from the rear. I had to explain to my friends and family what the DBX707 was. The BMW X6 M driver who buzzed me on the way to dinner with his exhaust at full bore required no explanation.

Exterior Dimensions

Driving Impressions And Performance

Aston Martin tries to carve out a liminal space for itself. Aston wants to be sportier than Bentley or Rolls-Royce, not as aggressively sporty as Ferrari or Lamborghini, and higher-end than Porsche. That can become a bit muddled for branding. But it makes perfect sense behind the wheel. The DBX707 delivers on the various performance metrics. But driver fun remains as much the point. A proper Aston Martin should engage you, not end you for failing to be Ayrton Senna.

There’s a level of horsepower and torque one can safely deploy on a public road. The DBX707 does not just exceed that amount. It probably doubles it. The mega grip and flat cornering built my confidence. The V8 — betraying its Mercedes DNA — felt more comfortable the faster I went. But there was a point for me where sanity, safety, and wanting to maintain my driver’s license kicked in and caused me to slow down. And that was well short of what the DBX707 is capable of.

In more humdrum driving, the DBX707 cruises the highway competently. Its damping ate up the pockmarked Detroit-area pavement. Its drive mode range is relatively narrow. GT mode still feels focused and composed. Cranking it up to Sport+ doesn’t make the car too unruly (although it can certainly sound that way). Shifting felt smooth, crisp, and the right amount of perception. I appreciated that the DBX707 keeps you in manual paddle mode when you select it, rather than breathing heavily over your shoulder to regain control. Though most of the time the transmission operates intuitively enough, there’s no need for driver input.

Braking And Acceleration

Acceleration felt intuitive by SUV or any standards. To paraphrase Mazda, I felt the oneness between my foot at the pedal and the DBX707’s engine. Though that foot was my tip toe a lot of the time in normal driving, especially on 25 MPH roads to keep from speeding. I didn’t perform a formal 0 to 60 MPH test. But I did come to a stop and gun it on an empty road. And let’s just say I don’t doubt the DBX707’s low three-second times. The DBX707 packs massive carbon ceramic brakes standard (16.5-inch rotors up front with six-piston calipers and 15-inch rotors in the rear). That proved ample enough stopping power for me, without feeling tetchy driving around town. Other reviewers have complained about the brake pedal going soft after extended use. But I wasn’t able to push the DBX707 long and hard enough to experience that.

• Acceleration 0-60 MPH: 3.1 seconds (Car and Driver)
• Braking: 70-0 MPH: 151 FT (Car and Driver)

Performance Specifications

2025 Aston Martin DBX707 Fuel Economy

As you might anticipate, Aston Martin did not prioritize fuel economy when designing the DBX707. The EPA estimates the DBX707 can deliver 15 MPG in city driving, 20 MPG on the highway, and 17 MPG combined. Per the vehicle’s instrument readout, I averaged 15.2 MPG over a little more than 200 miles. That was about 50/50 between highway and city miles over the weekend. I deployed Sport+ mode zestfully on a few occasions. But I balanced that with some placid GT mode cruising.

Interior Design And Comfort

The DBX707 adheres to the sports car philosophy of interiors. So while it’s still an Aston Martin, it’s more about function than form. You’re supposed to wield a DBX707, not live in it. The result is an interior not that far off what you’d find in a higher-trim Porsche or AMG Mercedes. The Onyx black semi-aniline leather looked fetching with the yellow cross-stitching. The fingerprint and dust-catching piano black trim looked a bit less fetching.

Whether it’s by choice or necessity, Aston Martin does not go full Tesla on the interior. The brand offers an array of physical controls. Some key toggles, like the PRND shifter and temperature/volume adjusters, have a satisfying metal knurling for texture. Seating was adequate in both rows, with my kids in forward-facing car seats. Though the door openings did feel a bit narrow. I bonked my head a couple of times while entering the car. And getting a car seat into and out of the car required some maneuvering.

Interior Dimensions

Technology And Ease Of Use

Revamping the tech was perhaps Aston Martin’s key focus with the 2025 DBX707. The first version used a dated Mercedes MBUX system with an infotainment clickwheel — an anachronism hard to justify in a fancy car launched in the 2020s. The 2025 model received an upgraded Aston Martin-skinned interface. Graphics felt clean and visible. And with the physical controls, you don’t spend a lot of time rooting in sub-menus.

One issue drivers may have is the touchscreen itself. It’s small, just 10.3 inches, and lower than most, starting level with the bottom of the instrument display. Glass half-full? The screen’s out of your sight while driving. So, it’s not a distraction. Glass half-empty? Anything you must do on that screen is lower, and it’s more distracting to look so far away from the road. Touching smaller icons also requires more precision. Changing the radio station took more time than normal. Setting a navigation address required me to pull over and stop the car.

Cargo And Storage Space

The DBX707 offers 22 cubic feet of cargo space with the second-row seats up, and up to 54 cubic feet with the second-row folded. That second row can fold 60-40 for some flexibility with more than two passengers. The DBX707 makes the most of that space, which is longer than it is tall, optimal for suitcases or — if you permit me to stereotype the typical Aston buyer a bit — golf clubs. I think most small families could make it work for a short weekend getaway. Like with the side doors, the trunk opening felt a bit narrow.

2025 Aston Martin DBX707 Vs. Its Competitors

It’s hard to pinpoint a direct competitor for the Aston Martin DBX707. Carving out a liminal space means it’s sort of like a lot of high-end SUVs but exactly like none. But we’re looking for combustion-powered SUVs that are legitimately sporty in the $250,000 price range. That narrows it down to the

and

.

How The 2025 Aston Martin DBX707 Compares To The Ferrari Purosangue

Both the Aston Martin DBX707 and the

are the practical option for their respective brands. The numbers are similar. But the two vehicles take different tacks. The DBX707 is the more conventional SUV for families, with more space and practical capabilities like towing. The Purosangue is more of a modestly more practical, two-row Ferrari GT car, that starts about $150,000 more expensive.

Performance

Performance numbers between the Aston Martin DBX707 and the Ferrari Purosangue are quite similar: a 0 to 60 MPH time in the low 3s and a top speed of 193 MPH. But the cars get there quite differently. The Ferrari delivers more horsepower (715 HP) from a meaty naturally-aspirated V12 while the DBX707 has a twin-turbo V8. But the Aston has 115 pound-feet more torque and is one tick quicker to 60 MPH in Car and Driver testing.

Comfort

The DBX707 offers a more conventional, five-seat SUV layout with rear doors and a rear bench. The Purosangue only seats four, with sport seats in the rear. Passengers enter through the rear coach doors. It also has a smaller trunk than the DBX707, though it’s capacious by Ferrari standards.

Technology

No one buys a Ferrari for the infotainment. So, Ferrari only offers the bare minimum, making the Purosangue makes Aston Martin’s pared-back conventional setup look like the MBUX hyperscreen. The Purosangue doesn’t have a central touchscreen. And Ferrari has even stripped its cars of central navigation, letting customers use their phone-based systems of choice.

How The 2025 Aston Martin DBX707 Compares To The Lamborghini Urus Performante

The Urus Performante serves a similar role to the DBX707 in the Lamborghini lineup. It provides a practical, everyday option within the brand’s portfolio. The Urus Performante delivers similar performance at a similar price point. However, the Aston Martin DBX707 is a more bespoke product, while the Urus shares a platform with the Audi Q8.

Performance

Both vehicles use twin-turbocharged 4.0-liter V8s. The power numbers, 657 horsepower and 626 pound-feet, are a bit less. But the performance numbers, a 3.3-second 0 to 60 MPH time and a top speed of 190 MPH are similar.

Comfort

The Urus sits more toward the DBX707 end of the spectrum than the Purosangue, offering 21.8 cubic feet with the seats up and 53 cubic feet with the seats folded. Both numbers are within a cubic foot of the DBX707. Like the DBX707, the seats may not be the most comfortable on longer rides.

Technology

Lamborghini leans heavily on Audi for technology. And the Urus, despite some Lamborghini flair, has some very Audi-like technology, with a busy double touchscreen setup to control the infotainment and the climate. Aston Martin’s setup has a cleaner look and simpler operation with its physical buttons.

Our Recommendation For Which Model You Should Buy

Yes, nearly $350,000 is probably too much to spend on an SUV. It’s enough for a custom-built vintage SUV resto-mod. It’s enough to outfit an ultimate two-car garage with a Mercedes G-Wagen and a higher-trim Porsche 911. But the DBX707 buyer doesn’t want a Mercedes or a Porsche. And that’s the point. The DBX707 is for an Aston Martin customer enthusiast who needs something to drive daily, and would rather it be a DBX707 than something mundane like a Cayenne. And this car fits that buyer perfectly.

This buyer isn’t concerned with scrimping for the utmost value. But I’d recommend reducing appearance options to save some cash. My tester dropped tens of thousands on appearance add-ons. I may not have noticed had I not looked at the spec sheet. I also would have considered the base DBX if it still existed. No one takes their family SUV to a track, and the extra 155 horsepower would be nearly impossible to use in real driving.