Aston Martin DB11 VS Nissan GT-R
Aston Martin DB11
- Expected safety tech MIA
- Modest warranty
- No Apple CarPlay/Android Auto
- Still a mammoth drive 12 years on
- So easy to go so fast
- Nissan is still striving to improve it
- Safety features could do with an upgrade
- Price rise eats into value
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|
It’s fair to say that Liam Neeson has an enduring appeal, and he’ll forever be known for his “particular set of skills.”
The R35 Nissan GT-R has reached icon status for its own set of specific action hero talents, and the Hollywood-like number of updates it’s received over the past 12 years - or about a century in human years - suggest Nissan is hell bent on giving it Keanu Reeves-esque eternal youth.
Its trips to the surgeon have started to peter out though, with the annual tweaks of the earlier years slowing to the three year gap between its last update and the 2020 model that launches this week in time for the nameplate’s 50th birthday.
Have they managed the Keanu Reeves or the Liam Neeson, or has it jumped the shark and due for an all-new Chris Hemsworth treatment?
|Engine Type||3.8L 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.
While the 2020 changes aren’t enough to disguise its age, it’s pretty awesome that Nissan continues to develop the GT-R, as its distinct character is yet to be matched by anyone.
So it’s more Liam Neeson than Keanu Reeves, but to keep attracting buyers Nissan should really give us a new Chris Hemsworth version.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
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.
The 2020 update is probably best described as a quick trim rather than a full haircut, let alone a nip and tuck.
Believe it or not those wheels are a new design and lighter by 140g per corner. You might also spot the blue tips on the titanium exhaust, but I’ll give you a high five if you notice the new inserts for the front corner ducts. There’s also a new Urban Grey trim colour available for the Premium Luxury trim level.
GT-R die hards will be chuffed with the return of the R34 generation’s signature Bayside Blue as a paint option though, which has required an all-new application process to suit two-decade later environmental requirements.
The car pictured is the 50th Anniversary special edition, created to celebrate the Godzilla nameplate’s golden jubilee. Unlike most special editions though, it’s not limited by build numbers or a production schedule, and is available on a built-to-order basis.
It’s based on the Premium Luxury trim level and can be distinguished by contrasting decals inspired by a 1971 Hakuska racer, 50th Anniversary badging and a special Twighlight Grey trim colour on the inside.
Aside from the minor drivetrain tweaks mentioned below, under the GT-R’s skin has been treated to stiffened brake actuation and recalibration and adaptive suspension.
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.
Nothing new here, with the same 2+2 layout that’s about as accommodating as a Porsche 911, despite the GT-R’s extra size. The boot is a decent 315 litres though, but its actual functionality is hampered by a small boot opening.
There’s also two cupholders in the front, two in the back, and bottle holders in the carpet-lined doors.
Unlike GT-R’s, the 2020 model finally adds ISOFIX child seat anchorage points to the back seat. These were previously excluded from Australian and New Zealand models.
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 GT-R is still split into Premium, Premium Luxury and Track Edition trim levels, with 50th Anniversary special edition being based on the Premium Luxury.
The top-spec Nismo version has been dropped, and pricing has been massaged upwards across the range.
The base GT-R Premium is now $4800 more with a $193,800 list price, the Premium Luxury swells by the same margin to $199,800, and the Track Edition grows by a full $8000 to $235,000. The Track Edition continues to be available with an optional Nismo-themed interior upgrade for an extra $12,000.
Given the update doesn’t seem to bring anything more than the standard changes, the range-wide price rises put a marginal dent in the value equation that’s long been a relative strength of the GT-R, but it still looks pretty impressive next to the $265,000 starting point for a Porsche 911.
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 3.8-litre twin-turbo V6’s key stats are unchanged at a mammoth 419kW at 6800rpm and 632Nm available from 3300-5800rpm.
New turbos derived from the GT3 race car have been fitted, which aren’t quite the same as the Nismo’s GT3-matching units, which promise to be 5 per cent more efficient, without changing the max outputs.
The six-speed dual clutch transaxle has also been recalibrated for more aggressive throttle blips on downchanges, and allow gearchanges to occur during ABS engagement.
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.
This was never going to be a highlight, but all versions of the GT-R still carry an 11.7L/100km official combined fuel consumption figure, which is actually quite reasonable for a car with this much performance.
A diet of full-strength 98RON premium unleaded is mandated though, and the above fuel figure combined with its 74-litre tank suggest a highway range of around 630km between fills.
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.
Even more than a decade later, the GT-R is still a mammoth car to drive. Mammoth in terms of its size and the sale of the thrills it delivers.
Cars in general have grown larger and heavier in the past 12 years, but 1765kg is still a lot for a performance car designed to go around corners as well as it accelerates.
And therein lies the great R35 oxymoron, it’s SUV heavy but supercar fast and agile.
Nissan stopped quoting acceleration figures with the 2017 model, but it still packs the outputs and hardware that nudged 0-100km/h below 3 seconds in the past.
So it is still fast, but what’s surprising is that the drive experience never seems to date, no matter how many years have been stacked on between opportunities to hop behind the wheel.
It needs to be said that the 2020 changes are undetectable in isolation, but what made the GT-R feel so special in 2007 still applies today.
You could criticise it for its harsh ride quality and assortment of whirs, groans and occasional thunks from the drivetrain, but I feel this is part of the GT-R’s charm. Has any depiction of its Godzilla namesake ever been quiet and friendly?
Rather than feeling like it’s falling apart, the GT-R’s mechanical soundtrack is more of an exciting reminder of how many moving parts are employed to deliver its performance.
And it’s still largely the car that delivers this performance, from the responsiveness of the twin-turbos, the excellent calibration of the dual-clutch transmission to the massive grip of four fat tyres controlled by its clever all-wheel drivetrain and array of diffs.
But regardless of the scale of the role the car plays in its performance, the driver’s most important connection, the steering wheel is delightfully round with grippy high-quality leather. The steering itself is sharp and direct too.
There’s no other car around that matches its brutal looks with such aggressive performance and thrills for the driver, yet it still feels idiot-proof in its execution.
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.
It does come with a reversing camera, along with dual front, side and curtain airbags. It’s worth noting that the when the Track Edition is optioned with the Nismo interior, the Recaro seats mean it misses out on the side and curtain airbags like the GT-R Nismo.
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.”