Aston Martin DB11 VS Mercedes-Benz E-Class
Aston Martin DB11
- Expected safety tech MIA
- Modest warranty
- No Apple CarPlay/Android Auto
- Great drive
- No spare tyre
- Fiddly steering wheel controls
- Tight rear headroom (with roof up)
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.
|Engine Type||5.2L turbo|
|Fuel Type||Premium Unleaded Petrol|
People that know what they’re doing have a habit of making whatever it is they do look easy. Jack Nicholson, Usain Bolt, J.K. Rowling – how hard can it be to act, run and write like a champion?
And you might think making a convertible car is easy. In fact, why even bother the designers? Just break out the gas axe, lop the roof off, perch a canvas top over the hole you’ve created; job done.
Yet despite the seemingly simple premise, it’s all too easy to get it wrong.
Happily, Australia wasn’t on the receiving end of the Nissan Murano CrossCabriolet, a text book case study in getting it horribly wrong. Although we did cop the answer to a convertible question few people were asking, in the shape of the Chrysler PT Cruiser Cabriolet. And more recently there have been mutterings about the aesthetic success, or otherwise, of the Range Rover Evoque Convertible. Not to mention the necessity of its existence.
Which brings us to the sleek, subtle, and effortless charm of the new Mercedes-Benz E-Class Cabriolet. A masterclass in getting a convertible design exactly right.
|Engine Type||3.0L 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 Mercedes-Benz E-Class Cabriolet fulfils its intended brief, with classic design, exceptional comfort, luxurious specification, flawless quality, and a sporting edge lurking just below the surface. The ‘entry-level’ E 300 is the pick, boasting a big chunk of the E 400’s equipment and performance for significantly fewer dollars. That’s how you get a convertible design right.
Does Merc's new E Class Cabriolet sit at the top of the mainstream luxury convertible tree? Tell us what you think in the comments below.
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.
At over 4.8m long, nudging towards 1.9m wide, and around 1.4m high, the new cabrio is substantially larger than the model it replaces. And the increase in exterior dimensions is underpinned by a longer wheelbase and wider track.
Joining the existing E-Class sedan, coupe and ‘All-Terrain’ wagon line-up, sitting on a suspension 15mm lower than the sedan’s, and rolling on fat 20-inch AMG rims, the cabrio shares the two-door coupe’s muscular but refined look.
The exterior manages to combine gentle, rounded transitions between major surfaces with more sharply angled and aggressive elements like the ‘powerdomes’ running the length of the bonnet, a hard character line defining the lower third of the car’s flanks, and a neatly integrated lip spoiler on the boot’s trailing edge.
Lowering the roof does nothing to upset the car’s balanced proportions and athletic stance.
Inside, a cool combination of top-shelf leather and ‘black ash open-pore’ wood trim, is contrasted by brushed alloy and chrome accents on everything from the sports steering wheel and distinctive circular air vents (claimed to be “inspired by turbo engines”), to the door handles and ‘Comand’ multimedia controller.
Dominating the dash is a pair of 12.3-inch hi-res displays, presented in a single widescreen panel, the first housing a configurable ‘virtual’ instrument cluster, and the second, more central screen running a full suite of multimedia functions.
A row of more conventional rocker switches at the top of the centre console controls the air-conditioning and various driver-assistance systems, with digital read-outs underneath.
The overall interior look and feel is luxurious form matched by fuss-free function.
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.
Extra length, and more specifically, a longer wheelbase usually means more interior space, and the new E-Class Cabriolet is no exception.
Seating is for four, and those in the front are provided with ample space as well as helpful touches like a feeder arm that automatically extends the seat belt out to the driver and front passenger (with override control via a button on the centre console).
There are also two cupholders, a decent glovebox, a lidded bin between the seats, and door pockets big enough for bottles.
Access to the rear, even with the roof up, is a civilised process, thanks to front electric seats that not only slide but rise and tip forward at the touch of a single release handle on the backrest.
Merc claims, on a like-for-like measurement, that rear legroom has increased no less than 13 percent (+102mm) and sitting behind the driver’s seat, set for my 183cm frame, there’s plenty of space. It’s also worth noting that sensors in the front seats’ adjustment system stop them from hitting a rear passenger’s knees. Clever, and polite.
With roof up, the solar panel otherwise known as my bare pate was just brushing the soft fabric lining, although headroom improved markedly with the roof down.
Backseaters are well catered for with a pair of cupholders between the seats, adjustable air vents, map pockets, and some oddments space near the outside armrests.
Boot capacity is a handy 385 litres, with a redesigned rear seat splitting 50/50 to offer through-loading space. An electrically controlled, retractable separator defines the space filled by the roof when folded (which still leaves 310 litres). Impressive.
In case you’re keen on towing with your new convertible, forget it, the new E-Class Cabriolet is a no-tow zone, and you won't find a spare wheel of any description because the tyres are run-flats.
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).
There are two E-Class Cabriolet models on offer; the 2.0-litre, four-cylinder E 300 ($123,500), and 3.0-litre, V6 E 400 ($157,500), each boasting a standard equipment list longer than Donald Trump’s register of alternative facts.
Highlights for the E 300 include ambient interior lighting (with 64 different colours!), leather upholstery (with horizontal quilting), AMG sports pedals (brushed stainless steel with black rubber studs), ‘Comand’ multimedia (with touchpad, 3D nav, and smartphone integration via Android Auto or Apple CarPlay), ‘Airscarf’ neck-level heating (in front), DAB+ digital radio, scrolling (directional) indicators, electrically adjustable and heated sports front seats (with three memories for seat and exterior mirror position), illuminated door sill panels (with Mercedes-Benz lettering), sports steering wheel (with flat bottom section), ‘Thermatic’ dual-zone climate control, rain-sensing wipers, the 20-inch AMG alloy wheels, ‘Aircap’ automatic draught-stop, ‘Agility Select’ (with five driving programs), keyless entry and start, ‘Multibeam’ LED headlights (with 84 individually controllable LEDs), ‘Adaptive Highbeam Assist Plus’, and ‘Parking Pilot’ with ‘Active Parking Assist’. Phew…
Then, the E 400 adds Burmeister surround-sound audio (13 speakers, nine-channel DSP amplifier, and 590W output), head-up display (with virtual-image windscreen projection), and metallic paint.
Yes, the cost of entry is reassuringly high, but that’s a large basket of standard fruit.
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 E 300 is powered by a 2.0-litre direct-injection, turbo-petrol, four-cylinder engine, producing 180kW/370Nm, and driving the rear wheels through a nine-speed automatic transmission (with steering wheel shift paddles).
Step up to the E 400 and a 3.0-litre direct-injection, twin-turbo-petrol V6 sits under the bonnet, pumping out 245kW/480Nm, and driving all four wheels through the same nine-speed auto and Merc’s ‘4Matic’ all-wheel-drive system.
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.
Claimed fuel economy for the E 300 on the combined (ADR 81/02 - urban, extra-urban) cycle is 7.4L/100km, with C02 emissions sitting at 170g/km.
Not surprisingly the faster, more powerful E 400 is thirstier, ranked at 8.7L/100km, and 195g/km.
On a launch drive program covering around 300km of city, B-road and freeway running, we saw dash-indicated figures of 8.3L/100km for the E 300, and 9.2L/100km for the E 400. Not bad.
A switchable stop-start function is standard, and you’ll need 66 litres of 95 RON premium unleaded to fill the tank.
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.
The word that most accurately describes the E-Class Cabriolet drive experience is polished. From the supple ride to the flexible drivetrain (in both models) and smart design, this soft-top Merc is a beautifully resolved package.
Although peak power (180kW) arrives at a lofty 5500rpm, the E 300’s maximum torque (370Nm) is available from a more useful 4000rpm, and despite a 100kg weight penalty relative to its coupe equivalent, mid-range response is healthy. A standard sports exhaust (not fitted to the E 400) produces an agreeably spicy note, and you can expect 0-100km/h acceleration in the mid-six second bracket.
It may have more power (245kW) peaking at the same revs as its four-cylinder sibling, but it’s the E 400’s extra spread of torque (480Nm from 1500-4000rpm) that stands the top-spec cabrio apart. With all that pulling power available across such a broad plateau, the E 400 is genuinely rapid, with 0-100km/h achieved in the mid-fives.
The smooth nine-speed auto helps keep both engines in their performance sweet spots (manual shifts via the wheel paddles are sharp), while the ‘Air Body Control’ suspension, working in concert with an electronically controlled adaptive damping system (adjusting each wheel individually), delivers exceptional compliance, even on ordinary backroad surfaces.
A multi-layer, acoustic soft top keeps noise levels down, and can be raised or lowered in 20 seconds, at speeds up to 50km/h. And Merc is determined you should be able to enjoy roofless motoring year-round with a swag of gizmos on board to keep the elements under control.
The ‘Aircap’ wind deflector integrated into the top of the windscreen frame works in parallel with an electric draught stop behind the rear seats to minimise turbulence in the cabin, especially for rear seat occupants.
Raise the side windows and even at highway speeds top-down conversation is relaxed. In cool weather, the ‘Airscarf’ neck-level heating system in the front seats works seamlessly, the seat heating comes into its own, and even the climate-control system recognises when the roof’s down, adjusting its settings accordingly.
‘Agility Select’ offers five modes (Eco, Comfort, Sport, Sport+, and Individual) adjusting transmission shift points, steering ratio and weight, throttle response, and suspension tune.
We found the ideal open road ‘Individual’ combination (in both cabrio models) was suspension in Comfort, with the throttle, steering and transmission in Sport. Grip from the 20-inch Goodyear Eagle (run-flat) rubber (245/35 front - 275/30 rear) is tenacious, braking is progressive and powerful, and the ‘Direct-Steer’ speed-sensitive steering delivers good road feel. Eating up the corners and kays in the E-Class Cabrio is a pleasure.
One niggle. While points are awarded for the attempt to simplify steering-wheel functions, the ‘finger swipe touch controls’ for on-board computer, and other systems are frustratingly fiddly.
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.
In terms of active safety the new E-Class Cabriolet showcases an imposing array of technology including ‘Adaptive Brake with Hold’ (plus brake drying and priming, with Hill Start Assist), ESP, ABS, ASR, ‘Brake Assist System’ (BAS), ‘Attention Assist’, ‘Driving Assistance package Plus’ (‘Drive Pilot’ - ‘Active Brake Assist’ with cross-traffic function, ‘Evasive Steering Assist’, ‘Active Blind Spot Assist’, ‘Active Lane Keeping Assist’ and ‘Pre-Safe Plus’), 360-degree camera (with dynamic guidelines), and a brake pad wear indicator.
Then, if all of the above can’t help you avoid a crash, passive-safety features include, roll-over protection (developed specifically for the cabriolet design), nine airbags (front, combined pelvic/thorax bags for the driver and front passenger, sidebags for rear occupants, headbags in the doors and a kneebag for the driver), an active bonnet (to minimise pedestrian impact injury), automatic-locking doors with emergency opening, central locking with interior switch and crash sensor, crash responsive emergency lighting, and a first-aid kit.
Both rear seats feature child restraint top tether points and ISOFIX anchorages, and all E-Class variants score a maximum five ANCAP stars.
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.”
Mercedes-Benz Australia’s warranty covers you for three years/unlimited kilometres, and the recommended service interval for the E Class Cabriolet is 12 months/25,000km.
Capped price servicing for the E 300 & E 400 Cabriolet runs to $456 for the first service, then $912 for the second and third, for a total of $2280 over three years.