Aston Martin DB11 vs Mazda MX-5

What's the difference?

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.

Ultimately, the design and tech changes to the ND MX-5 will be the biggest day-to-day advantages of the updated model, because the mechanical changes don’t make themselves hugely obvious on the road.

If you’re into track days, it’s still a satisfying car to hustle as fast as you can, but it’s at its most accessible on winding roads for weekend drives, where the new differential and track DSC mode won’t come into play as much.

But in a world where accessible sports cars are becoming a rarity, there’s only one rear-drive convertible with a sticker price appropriate for financial mortals, and it’s a pretty damn good thing that it’s the ND MX-5.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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.  

Alright, we’ve all seen ND MX-5s, you don’t need me to tell you about its proportions or explain its design elements to you in too much detail, so I’ll give you the headline changes.

At the front and rear are new pairs of LED head- and tail-lights, respectively… obviously, fitting into the spaces the old ones took up.

The DRLS and reverse lights have come off the bumpers for both, and are now part of the main lights at each end - no more DRLs in the front bumper, and the reverse lights have been replaced by reflectors.

There are new 17-inch wheel designs for the base and GT trim levels, too, and there’s a new colour - Aero Grey.

Inside, it’s a shame that the tan Nappa leather interior of the RF Black Roof can’t be had in a manual roadster, because it’s gorgeous, even though the inside still looks refined enough for a simple sports car in its base cloth trim.

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.

One thing Mazda has significantly changed for the ND is the multimedia screen, now a larger 8.8-inch touchscreen running Mazda’s updated software.

It brings the MX-5 up to date without sacrificing simplicity and makes it a little easier to use. The physical dial and buttons for controlling the screen also remain. The USB-C ports are also new.

Oh, and the MX-5 is the first Mazda model to get Connected Services, which is coming to other Mazda models eventually.

Connected Services allows owners to find, lock, and get alerts for their cars from a phone app, even letting them set curfews to notify them if the car is started during certain hours.

Aside from that, another small tweak is the simplified instrument cluster, which aims to be easier to read even when the roof is open and the sun is bright.

The cabin isn’t built to be plush, it’s built for ‘Jinba Ittai’, Mazda’s philosophy that applies most strongly to the MX-5 which means ‘horse and rider as one’.

And trust me, you feel one with the horse- er, car, when there’s not ample room to move. It’s not restrictive, but it’s cosy. 

Everything’s quite well-placed and it’s not busy with buttons or features in here though, it’s made for focusing on driving. 

One downside is the lack of storage, not even a glovebox, in front of the passenger, and the central storage spot under where your elbow sits is tiny, good for keeping the key fob snug though. Also, the cupholders are able to be removed or swapped between the space behind your elbow, or above the passenger footwell.

There’s also a small storage space between the seats behind where your elbow would sit, though it’s tricky to access while you’re driving.

Then there’s the boot, which is usable for a small amount of luggage at 130 litres in the Roadster and 127L in the RF hardtop.

Finally, as a huge positive, probably the biggest advantage of the ND over any other convertible is how easy it is to open and close the roof in the Roadster. You can do it single-handed, which is great if it starts raining and you’re at a traffic light or able to quickly pull over.

The RF hard-top has a switch that automatically opens and closes the roof section.

Getting into an MX-5 is now a little more expensive, with the base manual Roadster up by $2310 to now start from $41,520 before on-roads.

The top-spec soft-top GT RS is now $51,640, or $2800 more than before.

Pricing for the RF hard top is also similarly bumped up, a base manual costing $46,250, and the most expensive GT RS at $56,140.

There’s also a Black Roof edition which comes with tan Nappa leather inside, but that’s only available in an automatic RF, which is possibly the biggest downside to the 2024 range.

Base models get cloth seats, while GT and GT RS models get heated leather seats. The GT RS also comes with stiffer Bilstein dampers, Brembo front brakes, a bracing strut between the front suspension towers and a DSC-Track mode. The difference there is noticeable, so it's worth the extra spend for the more keen driver.

The higher overall costs bring updated tech, a new 8.8-inch touchscreen and a new limited slip-diff in manual versions, plus tweaked mechanicals like improved acceleration response and lower steering rack friction.

But they do look a tiny bit different too.

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.

Up front, you get one option: a 2.0-litre naturally aspirated four-pot. It makes 135kW and 205Nm, and it’s a delightful little thing, driving the rear wheels only - as it should.

It used to be that the smaller 1.5-litre engine was the more revvy, keen option, rest its soul, but Mazda updated the 2.0-litre to be more eager (and deliver more power) at high revs and basically made the little 1.5-litre redundant.

Anyway, you can have it with a six-speed manual in any variant, or a six-speed automatic in GT guise if you find manual gearboxes difficult or a hassle.

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.

Mazda says the MX-5 uses 6.8L/100km as a manual Roadster, or 7.0L/100km with an automatic gearbox. Or, in the heavier RF 6.9L for a manual and 7.2L for auto.

Not great for a tiny car like this, but pretty good for a sports car!

It’s got a 45-litre fuel tank, takes premium 95 RON or higher, and while it should hypothetically be able to travel more than 600km with its on-paper claims, expect fuel use to sit closer to 8.0L/100km if you’re driving it anything like it deserves.

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.  

Aston claims the DB11 AMR will accelerate from 0-100km/h in just 3.7sec, which is properly fast.

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!

The DB11 AMR is underpinned by an ultra-stiff bonded aluminium chassis, with a double wishbone front/multi-link rear suspension set-up attached to it.

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.

It feels like every motoring journo under the sun (literally if the roof is off) owns or has owned an MX-5 of some sort.

And the first time you drive one, you might understand why. 

If you spend your days testing and driving a bunch of different cars that aim to be many things at once, it’s refreshing to drive something that aims to be one: fun.

That’s it, the MX-5 feels like it was built to be fun. Not for convenience, not for power, certainly not for the school run.

And fortunately its simplicity remains with this update. All Mazda has done to change the way it drives is attempt to improve the rear limited-slip differential and improve the steering a little by reducing friction in the rack, as well as improve throttle response.

Has any of that changed the way it feels to drive on-road? No, not massively, but the ND was already such a delight that Mazda could have kept this update to purely design and interior tech changes and it would have still been one of the best-value buys around in terms of fun.

The MX-5 still feels relatively softly sprung while still being a dynamic and communicative sports car that’s engaging to drive even at low speeds, and rewarding (or frustrating) to drive fast.

On tight, winding roads, the MX-5 is at home, its soft suspension keeps you humble with its shifting weight and its relatively meagre outputs keep your licence safe.

In fact, despite being slightly compromised as a daily drive, the MX-5 is still plenty of fun even in traffic, there’s something about the satisfying click as the shifter slips into gear, or the little rev matches heading back down through the cogs when approaching a red light.

The 2.0-litre four-pot is a keen unit, and the six-speed manual is light and easy to work with, plus its steering is light without sacrificing road surface feedback - that feedback can quickly turn into cabin noise on a coarse highway which could become a little irritating on a long trip.

But the MX-5 can still be plenty of fun on track, where you’re more likely to get the most out of its new limited-slip differential and Track DSC mode.

It’s equally frustrating and satisfying to hustle the MX-5 around the East Circuit at The Bend in South Australia, where the track is twisty, busy, and unforgiving. Get it wrong, and the MX-5 lurches or slides to let you know you’ve made an error. 

Get it right, however, and the little roadster glides through the corners, camber changes and even over apex kerbs smoothly and carrying impressive speed.

Plus, the electronic assistance won’t usually kick-in until you really need it, a welcome change from cars that are constantly trying to keep you from having fun behind the wheel.

The ND MX-5 actually scored five stars with ANCAP back in 2016, even though its score has now expired. It’s not obvious how well it would fare under newer, stricter tests, given the small car’s lack of advanced driver assistance - not that that’s a bad thing in the case of a sports car.

Still, for a two-seat convertible, the MX-5 has a decent list of kit to keep you safe including front and side airbags, alerts for driver attention, blind spots, lane departure and rear-cross traffic, parking sensors and a reversing camera, belt pretensioners and side-impact door beams and even automatic Smart City Brake Support.

While Kia leads the mainstream market with a seven-year/unlimited km warranty, Aston Martin sits further back with a three-year/unlimited km deal. 

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.”

Mazda’s five-year, unlimited km warranty covers the MX-5, including five years of roadside assist.

Servicing costs are pre-set, with intervals every 12 months or 15,000km up to seven years or 105,000km. They cost between $447 and $638, averaging out at about $544 each.