2025 Aston Martin DBX707 | A Grand Tourer on Stilts

There are moments in motoring when you stop being a rational human and become a wide-eyed child again. The Aston Martin DBX707 is responsible for several of them. Moments when it flings its two-tonne form through the air faster than most sports cars. Moments when it barks at the horizon like it is trying to intimidate. Moments when it conforms indulgence with insanity so smoothly, you wonder if this is the most absurdly brilliant SUV money can buy. Spoiler alert. It just might be.

This is Aston Martin doing what it does best. Being beautiful. Being British. And being bonkers.

Let's start with the brochure numbers. Power? 697bhp, or 707PS, from a 4.0-litre twin-turbocharged V8, which, as most of you petrolheaded folks will know, is born in Affalterbach and heavily reworked by Aston Martin. It sends its power through a nine-speed wet clutch automatic gearbox to all four wheels. Torque? A monstrous 900Nm, all of it coming in like a tidal wave between 2,750rpm and 4,500rpm. And top speed? 310kmph, in a car that weighs over 2.2 tonnes. It also does 0–100kmph in 3.3 seconds. That's faster than any sensible person needs. But the DBX707 doesn't care much for sensibility. The turbos are bigger. The cooling is more aggressive. The calibration is unique. The power curve climbs relentlessly until the limiter intervenes, and even then, it feels like it has more to give. And it's glorious.

An SUV by badge, not by nature

Aston's first SUV, the DBX, made its debut in 2020, because, of course, it did. Every luxury brand needed one SUV to stay solvent. The standard DBX was quite good, but then they went and did what Aston does best: make it prettier, louder, faster and generally more terrifying.

Verdict: An Aston that makes sense, which is frankly terrifying

The DBX707 is a deeply confusing machine. It's rational and absurd in the same breath. It carries five people, has a boot big enough for an airport run, and yet it launches like a supercar, howls like an AMG GT R, and handles like it's on rails. Is it perfect? Of course not. The infotainment is better, but still not class-leading. The haptic buttons on the steering wheel are annoying. And the price, especially in India, is enough to make Mr Ambani take a double-take.

But if this is what it takes to keep Aston Martin alive, if this is their Porsche Cayenne moment, then I'm all for it. Because under all the carbon, all the software, and all the bravado, the DBX707 still feels like an Aston. That's the point. 

A GT with a six-inch lift kit

Aston Martin says this isn't just an SUV. It's a GT car. And they're not entirely wrong.

The chassis is bespoke, not a shared platform cobbled together from an existing saloon. There's a long wheelbase, multi-link rear suspension, and a triple-chamber air spring system with adaptive dampers. That alone tells you the DBX707 wasn't slapped together on a spreadsheet. It was engineered.

Driving through Pune's road soup, the DBX707 glides more than it hammers. Yes, the 23-inch wheels do introduce a bit of thump over expansion joints, but body control is exceptional. In GT mode, the car is genuinely comfortable, with the air suspension doing its best impression of a Bentley Bentayga, minus the sense that you're being chauffeured by someone named Nigel.

It's quiet too. Aston claims improved NVH in the 2025 update, and the cabin feels appropriately sealed from the outside world's chaos. The Bowers & Wilkins 23-speaker, 1600-watt audio system helps. You won't hear potholes when you've got Hans Zimmer on at 11.

Stealth bomber or garden tool? Yes.

Push the DBX707 into Sport+, and things get, well, deranged. You deploy it. The throttle response becomes sharper, and the 9-speed wet-clutch automatic gearbox snaps through gears with a sort of urgency usually reserved for double-faults on Wimbledon's centre court. And the noise. Dear god, the noise. There's a bassy rumble low down, but above 4,000rpm the exhaust uncorks a V8 howl so thunderous you half expect Thor to descend with his hammer and demand you calm the hell down. The valved exhaust now opens earlier than before, which means more time in that glorious, crackling crescendo of internal combustion theatre.

There is some turbo lag low down, but once those blowers spool, you get that AMG-style big-hit torque delivery, just now filtered through Aston's own particular brand. The gearbox is happy to kick down three cogs at once and fire you at the horizon. This thing does 310kmph. It weighs over two tonnes. It's a luxury SUV. How is this legal?

The best part? It corners like a madman in loafers.

Now, here's where physics and disbelief start flirting awkwardly in public. The DBX707's secret weapon is its electronic active roll control system (Aston calls it eARC). It replaces old-school anti-roll bars with a 48-volt system that pushes down on individual wheels as needed. Combine that with brake-based torque vectoring, an active centre transfer case, and a rear electronic differential, and what you get is… witchcraft. In tight corners, the DBX707 rotates like a car half its size. The steering is now lighter in GT, heavier in Sport+, is precise and quick, with actual feel through the chunky wheel. And with 100% of torque able to be sent to the rear axle, it will step out on you if you're ham-fisted enough.

But what's truly shocking is how composed it remains at speed. Flick through a few B-road curves, brake late with the optional carbon ceramics, and you'll find yourself hustling a 2.2-tonne family car with the same commitment as a Porsche 911 GT3.

It'll never out-handle a Porsche RS, but the DBX707 doesn't pretend to be the apex hunter. It's more dramatic, more organic, and far more enjoyable when you're actually driving it, rather than simply trying to set lap times.

Fuel economy, off-roading, and other lies we tell ourselves

You don't buy an almost  Rs 6 crore, 707PS petrol SUV to save the planet. That said, Aston quotes about 7kmpl, which in the real world means 4kmpl if you're enjoying yourself, and 9kmpl if you're not. But who cares? If you can afford it, you've stopped converting rupees to litres long ago.

Still, the DBX707 isn't afraid to get its feet dirty. In Terrain mode, the air suspension lifts by 45mm, and the powertrain remaps itself for off-road work. It'll wade through half a metre of water and scramble up mild rocks. You'll never use it, but it's reassuring to know your V8 monster won't immediately die if you stray off tarmac near Lonavala.

Aston’s new interior finally gets with the times.

Now, this was the weak link. The early DBX interiors were charming but outdated and essentially a Mercedes interface wrapped in Aston leather. Not anymore.

The 2025 update finally drags the DBX’s cabin into the modern age. There’s a proper 12.3-inch digital driver display, a slick new 10.2-inch central touchscreen, and Aston’s own in-house software running the show. Wireless Apple CarPlay and Android Auto come standard, but here’s the headline: this is the first production car in the world to support Apple CarPlay Ultra. The idea is to eliminate that annoying split between your phone’s interface and the car’s native system. Instead, everything, from navigation to climate control, is combined into a single, seamless skin stretched across every screen in the cabin, regardless of size or shape. Indian-spec cars will get the full-fat Ultra experience via an over-the-air update soon. And while the digital tech is finally up to scratch, the new haptic touchpads on the steering wheel are still unnecessarily fussy. It is the only bit that feels over-designed in a cabin that otherwise gets the basics so right.

And crucially, Aston hasn’t abandoned physical buttons. You still get hard switches for suspension, traction, exhaust, drive modes, climate, and more. It’s intuitive. Ferrari, take notes.

Our test car came specced in Phantom Grey leather, primary, secondary, headliner, the lot. It’s like being cocooned in a charcoal cashmere hug. The Electron Yellow contrast stitching lifts the ambience just enough, while the Titanium Mesh trim and Dark Satin Chrome jewellery complete the look. It’s classy without being naff, sporty without being shouty.

Rear seat space? Excellent. Boot? 638 litres, plus an extra 81 litres under the floor. There’s even a full seat ventilation package and wireless charging for the influencer in your life.

The DBX707 was the inevitable result, a super-SUV so absurdly fast it makes a Lamborghini Urus feel like a fitness tracker compared to a defibrillator. Our test car came dipped in China Grey, with Electron Yellow contrast stitching inside, a spec that's more of an understated villain that would still turn heads. But make no mistake, it looks expensive. Everything from the 23-inch forged black wheels to the yellow brake callipers screams, "this costs more than your house."

Price (Ex-showroom, India) ₹5.45 crore