Aston Martin DB11 VS Audi TT
Aston Martin DB11
- Expected safety tech MIA
- Modest warranty
- No Apple CarPlay/Android Auto
- 294kW five-cylinder engine
- Great dynamics
- Decent boot for the segment
- No AEB
- Four star 2015 ANCAP rating
- No central media screen
Aston Martin DB11
It might look like a stealth fighter, but this dramatic example of Aston Martin’s DB11 AMR didn’t fly under anyone’s radar during its time in the CarsGuide garage.
Forget the Duke and Duchess of Sussex, this piece of British royalty caused jaws to drop and camera phones to rise more effectively than any mere ginger celebrity or ex-TV trouper.
AMR stands for Aston Martin Racing, and this performance flagship replaces the ‘standard’ DB11, delivering even more fire under the hood and fury from the exhaust. Aston also claims it’s faster, dynamically superior, and sleeker on the inside.
In fact, the DB11 AMR’s 5.2-litre twin-turbo V12 now produces enough grunt to accelerate it from 0-100km/h in just 3.7 seconds.
More than just a flash Harry, then? Let’s find out.
|Fuel Type||Premium Unleaded Petrol|
When the Audi TT first arrived in 1998 it looked cute… seriously cute, like a car-version-of-a-koala cute. Then over the next couple of decades it grew out of that cuteness into something more menacing looking and the RS versions were well, Google 'drop bear' and you're pretty much on the money.
Now the new TT RS is here looking more grown up and angrier than ever, but does it have the mechanical mumbo to match the aggro appearance? Does it have back seats? Or even a boot? Could you drive one every day without buying your chiropractor a new Porsche? Actually, why wouldn't you just by a Porsche yourself, I mean a 718 Cayman S costs about the same?
Read on to find out.
|Engine Type||2.5L turbo|
|Fuel Type||Premium Unleaded Petrol|
Aston Martin DB118/10
The Aston Martin DB11 AMR is fast, capable and beautiful. It has a unique character and charisma its Italian and German competitors can’t match. That said, some important media and safety-tech features are absent. So, it’s not perfect... just brilliant.
Is an Aston Martin DB11 AMR on your sports car wish list? Tell us what you think in the comments section below.
The Audi TT RS is iconic for its design and should be heaped with praise for its dynamic ability, it's also more practical than many of its rivals offering back seats and a good-sized boot for the class. But despite this latest update the TT RS has fallen behind in advanced safety technology and cabin equipment such as the lack of a media screen.
Aston Martin DB1110/10
For a while there it looked like Aston Martin had fallen into the ‘everything looks the same’ trap, with Ian Callum’s breakthrough DB7 design in the mid-‘90s writing the script for the DB9 that followed, and heavily influencing everything else in the brand’s subsequent portfolio.
But in 2014, Aston’s design chief Marek Reichman sent a message with the DB10 Concept that things were about to change.
James Bond had Q and MI6 to thank for his DB10 company car in Spectre, but real-world Aston Martin customers were soon offered the DB11, which combined the muscularity of Reichman’s work on the ultra-exclusive One-77 from a decade earlier with the swooping, long-nosed proportions of his track-only Vulcan hypercar.
The hallmark of a well executed 2+2 GT is that it looks bigger in photos than it does in reality, and the DB11 is a perfect case in point.
Appearing limo-sized in our accompanying images, the DB11 is in fact 34mm shorter end-to-end than a Ford Mustang, but it’s exactly 34mm wider, and no less than 91mm lower in overall height.
And as any fashionista worth their salt will tell you, dark colours are slimming, and our ‘Onyx Black’ AMR, with gloss black 20-inch forged rims and black ‘Balmoral’ leather interior accentuated the car’s tightly drawn, shrink-wrapped surface treatment.
Signature elements in the shape of a broad, tapering grille, divided side vents, and sharply curved, two-level (smoked) tail-lights clearly identify the DB11 as an Aston Martin.
But the smooth integration of the car’s broad haunches (very One-77), gently tapering turret (optional exposed carbon) and flowing bonnet is masterful and fresh. The dash-to-axle ratio (the distance from the base of the windscreen to the front axle line) is Jaguar E-Type-esque.
And it’s all subtly aero-efficient, For example, the door handles fit flush to the body, the mirror housings double as mini ‘wings’, and the Aston Martin ‘Aeroblade’ system channels air running from carefully crafted openings at the base of the C-pillar, through the rear of the car to generate downforce (with minimal drag) across a lateral vent on the trailing edge of the bootlid. A small flap rises at “high speed” when more stability is required.
The interior is all business, with a simple instrument binnacle showcasing a central 12.0-inch digital speedo-within-tacho combination, flanked by configurable engine, performance and media read-outs on either side.
Aston has form with squared-off steering wheels and the DB11’s is flat on the bottom and decidedly straight on the sides, affording a clear view of the gauges without compromising purpose. A leather and Alcantara trim combination is (literally) a nice touch.
The teardrop-shaped centre stack sits in a slightly recessed section (optionally) lined with ‘carbon-fibre twill’, while the form and function of the 8.0-inch multimedia screen at the top will be immediately familiar to current Mercedes-Benz drivers, as the system, including the console mounted rotary controller and touchpad, is sourced from the three-pointed-star brand.
A band of proudly illuminated buttons across the centre includes gear settings for the transmission and a winged stop-starter in the middle. Strange, then, that the plastic knobs on the adjustable air vents look and feel so cheap and bland. This a $400k-plus Aston Martin, where’s the knurled alloy?
Other highlights include elegant sports seats trimmed in a combination of premium leather and Alcantara. Aston offers various levels of leather and our car’s black ‘Balmoral’ hide is taken from the top shelf.
The key accent colour inside and out on our test example was a screaming lime green, picking out the brake calipers, centre strips on the seats, and contrast stitching throughout the cabin. Sounds awful, looks amazing.
Let's start with the looks, seeing as I went on about them so much in the introduction.
This update has seen changes in all the places you'd expect a facelift to cover. There's a new front-end design with a new mesh grille, even larger supercar-like air intakes, a redesigned front splitter and sleeker headlights.
There are also new side skirts, while the rear of the car has more contoured styling and a beefier diffuser.
The tough styling is part of what sets an RS model apart from its more domesticated siblings in the range. There are also the wheels - regular TTs come standard with 18- or 19-inch alloys, the TT RS has 20-inch rims with red RS brake calipers. If you're still uncertain if you're looking at a TT RS then you can be sure you are if it has a fixed rear wing.
Then there's RS engineering which we'll get to in the engine and driving sections. But let's dive into the cabin which has also been updated with a new RS steering wheel, there's the leather RS seats, with the door and console trimmed in leather and aluminum with carbon twill inlays.
The lack of a central media screen means all media, phone and nav menus and displays can only be viewed on the digital instrument cluster. Audi calls this a driver-focused cockpit, I call it marketing spin. I mean a Porsche 911 has a central media screen and you don't get much more of a driver-focused car than that.
I do like the air vents which have the climate control modes within them. I also like that there are back seats – but more on the practicality later.
The TT RS looks bigger in photos than it really is. End-to-end it's only 4191mm long and just 1344mm tall but at 1832mm across it has a wide, planted stance.
Aston Martin DB117/10
On one hand it’s hard to describe a supercar like the DB11 as practical when its primary purpose is to go ridiculously fast and look incredibly good in the process.
But this is, in fact, a ‘2+2’ GT, meaning a couple of occasional seats have been squeezed behind the front pair to allow obliging contortionists, or more likely small children, to enjoy the ride.
No one is claiming full four-seat capacity, but it’s a trick that has for decades made cars like Porsche’s 911 a more practical choice for high-end, high-performance sports car buyers.
At 183cm I can verify the chronically limited space back there, without anything in terms of connectivity, specific ventilation or storage options provided. Good luck, kids.
For those up front it’s a very different story. First, the doors are hinged to move up slightly as they swing out, which makes entry and egress a more civilised process than it might otherwise be. That said, those doors are still long, so it pays to pre-plan a workable parking spot, and the high-mounted, forward-facing interior release handles are awkward to use.
Storage runs to a box between the seats, complete with a two-stage electrically controlled lid, housing a pair of cupholders, an oddments space, two USB inputs and an SD card slot. Then, there are slim pockets in the doors, and that’s about it. no glove box or netted pouches. Just a small tray for coins or the key in front of the media controller.
And speaking of the key, it’s another strangely underwhelming part of the DB11 AMR’s presentation. Plain and insubstantial, it looks and feels like the key to an under-$20k budget special, rather than the heavy, polished and glamorous item you’d expect to be subtly placing on the table in your preferred three-hat restaurant.
The carpet-lined boot measures 270 litres, which is enough for some small suitcases and a soft bag or two. In fact, Aston Martin offers a four-piece accessory luggage set “expertly tailored to match the car’s specification.”
Don’t bother looking for a spare wheel, an inflator/repair kit is your only option in the case of a puncture.
The TT RS is a four-seater coupe with a hatch tailgate.
I'm 191cm (6'3") tall and there is no way I can sit behind my driving position, but my size is irrelevant here - there's almost zero legroom back there and not even small children are going to have enough space.
Yes, the TT RS isn't a family car, but at CarsGuide we rate all cars for practicality and spaciousness as well as what they're like to drive. That said the TT RS is more practical and spacious than a Porsche Cayman and the BMW Z4 which don't have rear seats at all.
The cargo capacity of the TT RS's boot is 305 litres, which isn't bad at all.
Cabin storage isn't good. The door pockets are small, the centre console bin is only big enough for a wallet but the hidey hole under the dash is useful.
That hidey hole also has a 12V outlet, a USB port and a wireless charger.
This is an obvious point, but the TT RS is low to the ground. The good news is the doors are large and the bubble-like roofline means I never hit my head on the A-pillar as I have with many sports cars.
That roofline also means headroom is good for the driver and co-pilot, although, again, your friends in the rear seat are going to have another reason not to invite you over any more.
Price and features
Aston Martin DB118/10
Head into the $400k new car zone and expectations are understandably high. The DB11 AMR’s is a continent-crushing GT after all, and you want your fair share of luxury and convenience features to go with its huge performance potential.
For $428,000 (plus on-road costs), as well as the safety and performance tech (of which there’s plenty) covered in later sections, you can expect a lengthy standard features list, including a full-grain leather interior (seats, dash, doors, etc), Alcantara headlining, multi-function ‘Obsidian Black’ leather-trimmed steering wheel, electrically adjustable and heated front seats (with three memory positions), heated/folding exterior mirrors, front and rear parking sensors, and 360-degree ‘Surround View’ parking cameras (including front and rear cameras).
Also standard are cruise control (plus speed limiter), sat nav, dual-zone climate control, the electronic instrument cluster (with mode-specific displays), keyless entry and start, a multi-function trip computer, 400-Watt Aston Martin audio system (with smartphone and USB integration, DAB digital radio and Bluetooth streaming), plus the 8.0-inch touch-control multimedia screen.
Then there are LED headlights, tail-lights and DRLs, ‘dark’ grille, headlight bezels, and tailpipe finishers, 20-inch forged alloy rims, carbon-fibre bonnet vent blades and side strakes, dark anodised brake calipers and, to reinforce the car’s motorsport DNA, the AMR logo sits on the door sill plates and is embossed on the front-seat headrests.
Apple CarPlay and Android Auto functionality is a surprising omission, but our test car more than made up for it with a motherload of optional extras including an exposed carbon-fibre roof panel, roof strakes and rear-view mirror caps, as well as ventilated front seats, the vivid ‘AMR Lime’ brake calipers, plus a ‘Dark Chrome Jewellery Pack’ and ‘Q Satin Twill’ carbon-fibre trim inlays to add presence in the cabin. Along with some other bits and pieces this adds up to an as-tested total of $481,280 (before on-road costs).
The TT RS lists for $134,900. While that makes it the most expensive TT, when it comes to horsepower, bang for your buck is excellent compared to Porsche's 718 Cayman S which lists for $140,590 and has 257kW.
The 718 Cayman GTS matches the TT RS's 294kW but costs $172K. That said, the BMW Z4 has 285kW and lists for $127,900 and while Mercedes-AMG doesn't really have a TT RS rival it does have the A45 S with 310kW and a list price of $93,600. Also, in that price range is the Z4's Toyota twin – the Supra with 250kW for $94,536. Don't scoff – it's a superb driver's car.
Let's get back to the TT RS. What comes standard? Features include 20-inch seven-spoke 'matt titanium-look' alloy wheels with red RS brake calipers, RS sport suspension with magnetically adjustable dampers, there's the RS sports exhaust system, privacy glass, leather upholstery, a Bang & Olufsen 12-speaker sound system, wireless charging and 12.3-inch instrument cluster.
The standard RS seats are Nappa leather, the front ones are heated and power adjustable, there's the leather RS steering wheel, proximity key, front and rear parking sensors, Matrix LED headlights and dual-zone climate control.
Engine & trans
Aston Martin DB119/10
The DB11 AMR’s (AE31) 5.2-litre, twin-turbo V12 is an all-alloy unit, tuned to deliver 470kW (up 22kW on the old model) at 6500rpm, while retaining the previous DB11’s 700Nm of maximum torque from 1500rpm all the way to 5000rpm.
As well as dual variable camshaft timing, the engine features a water-to-air intercooler and cylinder deactivation, which allows it to run as a V6 under light loads.
Drive goes to the rear wheels via a ZF-sourced eight-speed (torque converter) auto transaxle with column-mounted paddles, recalibrated for faster shifting in more aggressive Sport and Sport+ modes. A limited-slip differential is standard.
The 2.5-litre five-cylinder turbo-petrol engine in the TT RS is one of my favoruite Audi powerplants and calls the RS 3 and RS Q3 home, too. It's loud, energetic and churns out a whopping 294kW of power and 480Nm of torque. That's enough to get the TT RS from 0-100km/h in 3.7 seconds.
Is the engine in the front or the back? Not such a silly question when you look at the design of the car and you're new to TTs, but the engine is in the front.
It's not the most powerful engine in the RS model line-up, but I can tell you having driven the TT RS back-to-back with Audi's R8 super car it's one of the most fun powerplants.
You can mash the accelerator pedal on a straight bit of road and not fear that the TT RS will snap and bite you – it's not too much power in that it's controllable with superb all-wheel drive traction.
Aston Martin DB117/10
Minimum fuel requirement for the DB11 AMR is 95 RON premium unleaded and you’ll need 78 litres of it to fill the tank.
Claimed economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 11.4L/100km, the big V12 emitting 265g/km of CO2 in the process.
Despite standard stop-start and cylinder deactivation tech, in roughly 300km of city, suburban and freeway running we recorded a figure exactly nothing like that, according to the on-board computer we more than doubled the claimed number on ‘spirited’ drives. The best average figure we saw was still in the high teens.
Aston Martin DB119/10
The moment you press the starter the DB11 begins a theatrical performance worthy of the Royal Shakespeare Company.
A high-pitched whine reminiscent of a Formula One air-starter precedes a raucous blast of exhaust noise as the twin-turbo V12 bursts into life.
It’s spine-tingling, but for those wanting to remain on good terms with their neighbours a quiet-start setting is available.
At this point, rocker buttons on either side of the steering wheel set the tone for what follows. The one on the left, marked with a shock-absorber graphic, allows you to scroll the adaptive damping set-up through Comfort, Sport, and Sport+ settings. Its ‘S’ branded partner on the right facilitates a similar trick with the drivetrain.
So, throwing urban serenity out the window, we pushed into maximum attack mode for the engine, and by extension the exhaust, selected D and began to enjoy the first act.
A launch-control function is standard, so purely in the interests of science we explored its function and can confirm it works exceptionally well.
Aston claims the DB11 AMR will accelerate from 0-100km/h in just 3.7sec, which is properly fast, and two tenths of a second faster than the standard DB11 it replaces.
Keep the pedal pinned and two things will happen; you’ll reach a maximum velocity of 334km/h and generate headline news across the country while making your way directly to jail.
With 700Nm available from just 1500rpm, and remaining on tap to 5000rpm, mid-range thrust is monumental and the thundering exhaust note accompanying it is the stuff automotive dreams are made of.
Peak power of 470kW (630hp) takes over at 6500rpm (with the rev ceiling sitting at 7000rpm) and delivery is impressively linear, without a hint of turbo hesitation.
The eight-speed auto is simply superb, picking up gears at just the right point and holding on to them for exactly the right amount of time. Select manual mode and the slender shift levers on either side of the steering column allow even more control.
In Sport and Sport+ drivetrain modes the howling exhaust is accompanied by an entertaining array of pops and bangs on up and down shifts. Bravo!
Spring and damper rates are unchanged from the previous DB11 and even on enthusiastic back-road runs we found suspension in Comfort and driveline in Sport+ to be the best combination. Flicking the shocks into Sport+ is best kept for track days.
Steering is (speed dependent) electrically power-assisted. It’s beautifully progressive, yet pin-sharp with excellent road feel.
The big 20-inch forged alloy rims are shod with high-performance Bridgestone Potenza S007 rubber (255/40 front – 295/35 rear), developed as original equipment for this car and Ferrari’s F12 Berlinetta.
They combine with the 1870kg DB11’s near perfect 51/49 front to rear weight distribution and standard LSD to deliver confidence-inspiring balance and ferocious power down on (quick) corner exit.
Braking is handled by huge (steel) ventilated rotors (400mm front – 360mm rear) clamped by six-piston calipers at the front and four-piston at the rear. We might have put them under decent pressure from time-to-time, but stopping power remained prodigious and the pedal firm.
In the calm of urban traffic the DB11 AMR is civilised, quiet (if you prefer) and comfortable. The sports seats can be adjusted to grip like a vice at speed or provide more breathing room around town, the ergonomics are spot-on, and despite its striking looks, all around vision is surprisingly good.
Overall, driving the DB11 AMR is a special event, flooding the senses and raising the heart rate no matter what the speed.
Well you already know I love that five-cylinder engine – seriously you could put it in a loaf of bread, and it'd probably be awesome to drive.
Yes, sure the front end in the TT RS felt a bit heavier than I remembered and the nose didn't have that light pick-up-and-point feeling many sports cars have, but on the hill climb section of the test route especially, this coupe was seriously adept through the switchbacks.
Our convoy of test cars included everything from the Audi R8 and new RS Q3 to the RS 7 and RS 6 Avant motherships. And while nothing nails a great road like the R8, the TT RS was eating up the twists while the RS 7 and RS 6 freight trains were struggling with the physics of mass, size, and velocity in those tight corners.
The TT RS felt tight, stable, but agile as it scampered and weaved its way up hills. I'd like the steering to have more feel. Still there's enough feedback through the cabin and the seat to give the driver a good connection with the road.
Is it comfortable to drive? No. I found the standard RS seats too snug for me (to be fair I'm not race-car driver petite), and the ride over the typical Aussie course bitumen and pot-holed country roads made the cabin shake and rattle, along with my bones.
The ride comfort though is what you can expect out of a sports car like this and it's another reason why the TT RS is more than just a sporty coupe with red brake calipers. There's the RS sports suspension with magnetic adjustable dampers, the RS sports exhaust system and big brakes – 370mm discs on the front with eight piston calipers and 310mm discs at the rear which slow things down super quickly.
If you are after something less 'hardcore' there's the TT S or consider the RS Q3 small SUV which has the same five-cylinder engine and can do the 0-100km/h sprint in 4.5 seconds, but has softer suspension for a comfier ride, while being dynamically impressive in the corners. Oh, and you'll have way more room inside, too. Let's talk about that.
Aston Martin DB117/10
Big speed demands serious active and passive safety, and the DB11 comes up short on the former.
Yes, there’s ABS, EBD, EBA, traction control, Dynamic Stability Control (DSC), Positive Torque Control (PTC) and Dynamic Torque Vectoring (DTV); even a tyre-pressure monitoring system, and the surround view cameras.
But if a crash is unavoidable there’s plenty of back-up in the form of dual-stage driver and passenger front airbags, front side (pelvis and thorax) airbags, as well as curtain and knee airbags.
Both rear-seat positions offer top tethers and ISOFIX anchors for baby-capsule and child-seat location.
The DB11 hasn’t been assessed for safety performance by ANCAP or EuroNCAP.
ANCAP gave the Audi TT a rating of four stars out of a maximum of five when it was tested in 2015. The level of child occupant protection was insufficient for a five-star rating and according to the ANCAP report this was mainly due to the limited space in the rear seat.
There are two ISOFIX points and two top tether anchor mounts for child seats in the second row.
Compared with most new cars the TT RS has a low level of advanced safety technology – there's no AEB or adaptive cruise control, nor is there rear cross traffic alert, but there is blind spot warning and lane keeping assistance.
The TT RS has electronic stability control and ABS, and emergency brake assist (this isn't AEB). The safety features in that sentence haven't been mentioned in one of my reviews in years, and that's because there's not much else for me to list, apart from airbags which only cover the front passengers.
This lack of safety equipment especially for a car which lists for $135K is the reason why the TT RS has scored poorly in this section.
Aston Martin DB117/10
Servicing is recommended every 12 months/16,000km, and an extended, transferable 12-month contract is available, including everything from provision of a taxi/accommodation in the event of breakdown, to coverage of the vehicle at “official Aston Martin organised events.”
The TT RS is covered by Audi's three-year, unlimited kilometre warranty which not only falls behind in duration compared to mainstream brands but also its direct rival Mercedes-Benz which now has five-year, unlimited kilometre coverage.
Service intervals are every 12 months or 15,000km with a three-year plan ($2320) or five-year plan ($3420) available.