Aston Martin DB11 vs Volkswagen Golf

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.

While some Golf enthusiasts will prefer the lighter, more nimble, front-wheel drive GTI, this Golf R is now an even more serious machine. 

It’s a great touring car, super-sharp in the corners and good value in the context of its competitive set. Cars like Toyota’s GR Corolla and Honda’s Civic Type-R are on notice.

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.  

In terms of exterior design, at the front there’s a relatively mild cosmetic makeover with some changes to the headlights and the bumper as well as a horizontal line across the grille, which, along with the VW roundel, is illuminated.

From the side the ride height is 20mm lower, and cosmetically there are matt silver housings on the exterior mirrors, blue calipers behind new design 19-inch rims and in the centre of the wheel there’s an R logo rather than the traditional VW branding.

At the back, you’ve got new customisable LED tail-light clusters with welcome and goodbye effects, which can be programmed via the vehicle settings in the multimedia system, as well as a larger spoiler at the back of the roof on top of the tailgate.

Inside, the ‘big’ change is an appreciably larger central multimedia screen running new program software. It has physical touch bars along its lower edge for audio volume and climate control adjustment.

The driver’s display now includes a G-meter and GPS lap timing. The steering wheel has its own look and feel and the sports seats feature integrated headrests. There are alloy covers on the pedals and ‘Carbon Grey’ decorative inlays around the dash and doors.

It’s a classically restrained and subtly sporty design treatment inside and out.

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.

For reference, the Golf R is just under 4.3m long, close to 1.8m wide and a bit less than 1.5m tall with a 2630mm wheelbase. Right in the middle of the medium hatch footprint.

In the front there’s plenty of breathing room for the driver and co-pilot. And in terms of practicality, you’ve got big bins in the doors with room for large bottles. There’s also a box between the seats with a lid that doubles as an armrest, which also adjusts for height and length, which is nice.

If you need more, there are two cupholders in the centre console, one of which is adjustable for smaller cups, plus a long oddments tray as well as a more powerful ventilated wireless device charging tray at the front end of the console.

There’s also a decent glove box and two USB-C ports for power and connectivity.

In the back, sitting behind the driver’s seat set for my 183cm position, I have ample headroom, legroom and more than enough foot room.

That said, three abreast for full-size adults would be very squeezy. Even a trio of middle teenagers might find it a bit tight. Best as a two-seater in the rear.

Then for storage, you’ve got big bins with room for bottles. Fold down the armrest and you’ve got not one, not two, but three different size cupholders in it.

There’s a nifty double pocket set-up on the front seatbacks, each just right for a phone or hand-held game console, as well as a more conventional map pocket lower down.

There are individual ventilation outlets as well as climate control for the rear section, plus two USB-C outlets.

With the 60/40 split-folding rear seat upright the 8.5 Golf R boasts 341 litres (VDA) of boot volume, which is decent, and that number expands to nearly 1197 litres with the seat down. 

There’s a load-through hatch, tie-down anchors, a 12-volt outlet, multiple bag hooks, specific lighting and storage compartments to the side.

No spare of any description, however, with a repair/inflator kit your only option.

The new Golf R is priced at $70,990, before on-road costs, which is a $500 bump from the version it supersedes. A new limited run Black Edition model, the details of which we’ll get to shortly, weighs in at $72,490.

At that money the Golf R lines up against a diverse group of properly hot hatches like the related Audi S3 ($78,800), Honda Civic Type R ($74,100), Lexus LBX Morizo RR ($76,490), Mini JCW ($56,990) and the Toyota GR Corolla ($70,490). Even higher-priced outliers like the BMW M135 xDrive ($83,600) and Mercedes-AMG A35 4Matic ($87,900).

So, the heat is on, and at 70-odd kay it’s fair to expect a decent basket of standard fruit. Aside from the performance and safety tech covered later the Golf R features list includes auto LED matrix headlights, LED tail-lights, Nappa leather-appointed trim, a leather-trimmed steering wheel, heated and ventilated front seats, three-zone climate control, 14-way electric driver’s seat (with memory), 480W nine-speaker Harman Kardon audio (including digital radio), a 12.9-inch multimedia screen (with built-in nav) and a 10.2-inch digital instrument display.

There’s also keyless entry and start, 30-colour ambient lighting, adaptive cruise, a head-up display, wireless Android Auto and Apple CarPlay, auto rain-sensing wipers, surround lighting, a (more powerful) ventilated wireless charging pad, a 360-degree overhead view, ‘Park Assist Plus’, metallic paint, fog lights and 19-inch alloy rims.

Not bad at all in the context of this category.

VW Australia has also announced an optional ‘Warmenau Package’ for the standard R - named after the location of the R division’s headquarters in Wolfsburg - for $6500 bundling up 19-inch forged alloy wheels (developed in-house by Volkswagen R, reducing the weight of each wheel by 8.0kg or 20 per cent), carbon interior trim elements and an ‘R-Performance’ titanium exhaust system from Akrapovič.

Limited to 300 examples, the Black Edition features dark accents throughout, including the wheels, badges, mirror housings, brake calipers and tailpipes, as well as darkened headlights and the lighter 19-inch forged alloys. It’s available in all three Golf R colours - ‘Pure White’, ‘Grenadill Black’ and ’Lapiz Blue’.

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.

This updated Golf R is powered by a 2.0-litre, four-cylinder turbo-petrol engine VW enthusiasts around the world know by its ‘EA888’ code name.

In this guise it now produces close to 245kW (+10kW) and 420Nm (+20Nm) with the maximum available across a broad plateau from 2100 to 5500rpm.

The 2.0L EA888 features a cast iron block and alloy head, with direct-injection, water-cooled exhaust gas routing to the turbo (in the cylinder head) and variable valve timing with double camshaft control.

Power goes to all four wheels via a seven-speed dual-clutch auto transmission and an all-wheel-drive system using a twin-clutch pack to manage front-to-rear drive distribution as well as torque across the rear axle.

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.

VW is proud to point out that thanks to an electronic coolant regulator unit, the Golf R’s 2.0L engine “features very efficient thermal management with a short warm-up phase” which it says reduces friction losses for better fuel consumption.

Its official combined cycle (urban/extra-urban) fuel economy figure is 8.3L/100km, which isn’t out of order for a hot rod hatch with this much performance potential.

Over the course of a 200km-plus road drive on the launch program, covering mainly twisting B-road and highway sections, we saw a dash-indicated average of 9.9L/100km.

With a 55-litre tank those figures translate to a theoretical range of around 660km, and a real-world number closer to 550km between fills.

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.

The Golf R weighs in at 1517kg and Volkswagen says it will accelerate from 0-100km/h in 4.6sec, which is quick, and the car’s broad torque band makes it super-usable. The maximum 420Nm is available from 2100rpm all the way to 5500rpm. 

A blue ‘R’ button on the steering wheel is your short-cut access point to various modes - ‘Eco’, ‘Comfort’, ‘Sport’, ‘Sport+’ and ‘Race’ - and in the racier settings what VW calls ‘Turbo Pre-load’ steps in. More or less an anti-lag set-up for smoother power delivery.

Even from low revs in a (manually-selected) high gear, squeeze the throttle and it quickly builds up a head of steam. Power delivery is impressively linear.

The transmission is super slick and manual shifts are rapid. Refreshingly, manual mode is exactly what it says on the tin. Select a gear with the wheel-mounted paddles and it will stay in that ratio until the rev limiter makes its stuttering presence felt.

And if you’re going into a corner under brakes just keep the left-hand paddle pulled in and the transmission will automatically cycle down to the lowest ratio available, which is handy if you’ve really got the bit between your teeth.

Even with the standard exhaust, once you’ve dialled up the sporty modes, you get that snap, crackle and pop on full-bore upshifts and on the over-run, which also enhances the experience.

Suspension is by struts at the front and multi-links at the rear, and the ‘Adaptive Chassis Control’ system monitors acceleration, braking and steering to fine-tune the set-up.

We drove on some rough B-road sections, in the wet, and the R remained surprisingly refined. Given how hard it grips and how much it communicates back through the seat of the pants it is a comfortable touring car. It’s like a GT in hatch form, eating up the kilometres without fuss or putting too much stress on the driver.

Worth noting we spent much of our time in ‘Nürburgring’ mode, accessed through the Race menu, which, no surprise, was developed on the famous Nordschleife. It’s tuned to optimise dynamic performance on undulating patchy surfaces and is a superb set-up sweet spot for the road and track.

Progressive ratio steering delivers good road feel without too many jitters coming up to your hands. And turn-in is precise without being jagged. Just point the car and it goes exactly where you want it to.

The drive system splits torque between the front and rear axles and across the rear. If, for example, it senses the car wants to turn more but might push into understeer, it calmly manages drive distribution to keep everything under control.

Tyres are Bridgestone Potenza S005 (235/35) and over even coarse chip surfaces they remain quiet and grip with admirable determination.

Braking is by ventilated discs all around and on twisting backroads we occasionally leant on them hard and they were well up to the task. A firm pedal with progressive application when getting on or easing off the brakes. 

They even stood up to a race circuit pressure test without raising a sweat, because day two of the launch included a track session at Sydney Motorsport Park. And we can confirm the car is properly fast, balanced and predictable in that environment. 

SMP’s dipping, then uphill, off-camber right-hand turn four highlighted the R’s grip and the sophistication of its torque vectoring set-up. We also went sliding on the skid pan in the car’s Drift mode, which biases the rear axle, and is huge fun.  

In terms of lower speed manoeuvring, you’ve got a 12-metre turning circle, which isn’t vast but isn’t tiny, so be ready for that.  

You’ve also got a 360-degree overhead view, which is very handy in tight spots. And if you want some extra support, ‘Park Assist Plus’ will help you slot the car into the space you’re aiming for.

Under the heading of miscellaneous observations, the sports front seats deliver solid lateral support yet remain comfortable over long periods behind the wheel.

Speaking of the wheel, it’s just the right thickness, with perforated leather at the quarter-to-three positions helping with that lovely connection to the front tyres.

As well, from an ergonomic point-of-view, working through the central multimedia screen and driver’s display is straight-forward, with the latter able to be configured via the steering wheel. 

The current Golf range picked up a maximum five-star ANCAP assessment in 2022 and VW’s ‘IQ Drive’ driver assistance tech package includes highway speed auto emergency braking (AEB) with cyclist and pedestrian detection as well as junction assist, adaptive cruise control (with stop and go), intersection assist auto-braking, low-speed manoeuvre braking, lane keeping assist, lane-departure warning, blind-spot monitoring, rear cross-traffic alert, driver fatigue monitoring and tyre pressure monitoring,  

The airbag count runs to nine - dual front, front and rear side, side curtain and a front centre bag. Then multi-collision brake minimises the chances of subsequent impacts after an initial crash. And as the name implies ‘Emergency Assist’ will take control to slow the car if the driver becomes unresponsive.

There are three top tethers for child seats across the second row, with ISOFIX anchors on the two outer positions. 

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.”

The Golf R is covered by Volkswagen Australia’s five-year/unlimited km warranty, which is a match for most mainstream brands, although an increasing number are nudging up to seven and even 10 years.

There’s also a 12-year corrosion perforation warranty, which is a plus, and the recommended maintenance interval is 12 months/15,000km with ‘Assured Service’ pricing averaging $840 per workshop visit over the first five years.

Three- or five-year pre-paid ‘Care Plans’ reduce that number, with the latter working out to an average of $658 per service. Far from over the top for a performance hatch like this one.