2023 Aston Martin DBX

The DBX is far and away Aston Martin's most popular vehicle, accounting for half of the company's worldwide sales last year. It's not hard to see why the DBX resonates with buyers of high-end luxury SUVs. It faithfully adapts the design, driving feel and craftsmanship that Aston Martin sports cars are known for in a more family-friendly vehicle. But if for some reason you were thinking the DBX lacked performance, there's a new version that might entice you: the 2023 Aston Martin DBX707.

The 2023 Aston Martin DBX707 starts by bumping the DBX's output by about 30%, then adds hardware to make the most of the extra power. Here's everything we know about this more muscular DBX.

Every DBX is powered by a twin-turbocharged 4.0-liter V8 sourced from Mercedes-Benz. In regular DBX models, the engine produces a stout 542 horsepower and 516 lb-ft of torque and is matched to a nine-speed traditional automatic transmission. We've tested it and recorded a 0-60 mph sprint of 4.4 seconds. That's certainly quick but notably slower than other performance-focused SUVs such as the Bentley Bentayga and BMW X5 M.

The new DBX707 should make up for the standard model's shortcomings. The DBX707 starts with an upgraded version of the V8, this time tuned to make 697 horsepower and 663 lb-ft of torque. The transmission has also been revised to provide even quicker shifts. Aston says the significantly more potent engine should help the 707 accelerate from 0 to 60 mph in just 3.1 seconds. If proven true, that would make the DBX707 quicker than the above SUVs and place it among the world's quickest SUVs, up there with the Cayenne Turbo GT, Lamborghini Urus and Tesla Model X.

Added performance rarely only means added power, and the DBX707 incorporates a set of hardware upgrades meant to rein in speed and enhance the big SUV's cornering abilities. Behind the standard 22-inch wheels is a set of carbon-ceramic brakes, which should allow the DBX707 to slow consistently, even after a punishing day carving along mountain roads. Handling should be improved by DBX707-specific calibrations for the air suspension and anti-roll system. Aston Martin also said it revised the stability control system, though it didn't detail what exactly got changed. We hope it has looser reins as the standard model's restrictive ESC prevented it from being a superstar at our track.

Our time in the DBX707 had us traversing mountain roads as well as a good hundred miles of highway and the big Aston felt equally at home in both environments. On the highway, the 707's steering didn't suffer any nervousness or ever feel vague or disconnected. Even with our test car's optional 23-inch (!) wheel and tire package, the ride was surprisingly good. You certainly felt and heard larger potholes, but nothing really upset the ride.

When a good stretch of road beckoned, the DBX707 was more than willing to get down to business. Perhaps the biggest surprise up the Aston's sleeve was just how natural the 707 felt while it was being hustled around. Cranking a performance SUV up to 11 can sometimes create a near parody of the sports car experience, with hyper-quick reactions, an overly aggressive ride and tricky handling. But the Aston remained communicative and compliant and allowed for easy, if not alarming, levels of speed on tight, flowing roads. Credit should also go to the DBX707's impressive 52/48 front-rear weight distribution just as much as it goes to the retuned electronic differentials to help you maximize traction for both turning and acceleration.

In fact, you almost forget the near 700 horsepower that lives just beneath your right foot. There's so much torque that the transmission doesn't really need to work hard, but it's very well calibrated for the brawny power curve of the 707's monster motor. And should you need to pass a few vehicles, the 707 will be happy to sail well into triple-digit speeds without hesitation. It's almost deceptively fast, if you can say that about a 697-horsepower SUV. But if you need reminding just how potent the DBX 707 is, you can find an empty stretch of road, activate the 707's launch control system, and experience wheelspin from all four wheels. Aston says the DBX707 can hit 60 in just over 3 seconds, and we have absolutely no reason to doubt that figure.

Leather, chrome and imitation suede blanket nearly every surface of the DBX's interior — exactly what you'd expect of a vehicle that starts at around $180,000. The DBX707's sticker is about $50,000 higher than that, and you get a few interior upgrades to drive home its performance theme. Sport front seats come standard, as does upholstery that is a mix of Alcantara faux suede and leather. The base DBX's comfort-oriented seats are available as a no cost-option, and the Alcantara can be exchanged for a full-leather option. As expected, buyers have a wealth of upholstery color, stitching color, veneer type, switchgear surrounds and more available to them should they want to customize the DBX707's interior environment to their liking.

The DBX is a five-seat midsize SUV that offers ample headroom and legroom in both rows. Despite the DBX's swept roofline, 6-footers will have no problem sitting in the rear comfortably — a good thing because the DBX's second-row seatbacks bizarrely do not recline. The standard DBX's exterior noise is reasonably quelled, which makes for a pleasant passenger experience. We can't say the same just yet for the DBX707, which comes with four exhaust pipes and a (presumably) throatier engine note.

Nothing's really changed in the infotainment department, which means the DBX still offers an attractive 10.25-inch display that, sadly, lacks touchscreen capability. Based on an older Mercedes-Benz system, it lacks more than a few of the more modern functions offered by its rivals, and we don't think the rotary control knob has enough room around it to be operated properly.

Though Android Auto is not compatible, Apple CarPlay is. There's also a wireless charging pad and plenty of USB and charging ports available for all passengers. Navigation is standard as is a 14-speaker, 800-watt audio system.

Advanced driver aids include a surround-view camera, parking sensors, and parking assist feature that steers you into a parking spot with little or no driver intervention. Other systems including adaptive cruise control, lane keeping assist, automatic emergency braking, blind-spot monitoring and rear cross-traffic alert are all standard.