Aston Martin DBX vs Rivian R1S

What's the difference?

As with all Aston Martins the DBX is a seriously beautiful car with that high-end exotic but restrained exterior styling for which the brand is known. As with all Astons, too, the busy interior design may put some minimalism fans off and those high-placed shifting buttons pose a functionality problem.

As an SUV the DBX is spacious and practical. You could use this daily as a family car. I did and found it easy to adapt to.

The driving experience left me disappointed. I didn’t feel the same close connection with the DBX while driving that I have had with other super SUVs, such as the Lamborghini Urus and more affordable models offered by Porsche and Mercedes-AMG.

But then, you see those other cars everywhere, unlike the DBX which is a rare and beautiful creature, despite the flaws.

While there are some obvious signs that the R1S is Rivian’s first mass-market vehicle, the good news for the company is that its problems are not impossible to overcome. The suspension needs retuning to improve the ride quality and the multimedia system’s software needs upgrading. But even with those issues the R1S left a positive impression.

This is a very stylish SUV with great space and excellent performance, that also happens to be electric, rather than relying on being electric as its primary selling point.

Rivian has put more effort into the design and finishes than many of its EV rivals and the result is a vehicle that can genuinely compete with the established premium players with more credibility.

The only catch is there’s no clear timeframe for when, or even if, this generation of R1S will make it to Australia. The brand has repeatedly spoken of its hopes of entering the market here without locking anything in, but given the current state of the EV sales it may pay off to wait until the conditions are right for a new, premium player to try its luck here.

I'm not one to name drop but I was having a chin wag with Marek, that's Marek Reichman, Aston Martin's Vice President and Chief Creative Officer, the fellow who has designed every Aston from the past 15 years, that Marek. Anyway, before the DBX came out he told me any SUV he designed would be unmistakably an Aston Martin.

I think he nailed it. The gaping Aston Martin grille is unmistakably the same as the DB11's and the tailgate, which although is the back hatch to a large SUV, is absolutely the same as the rear end of the Vantage.

Everything in between has all the family hallmarks. There are those oval headlights and the huge beak of a bonnet, the chiselled side panels with wheel arches that push up towards the sky and those rear haunches.

Not a fan of minimalist design? Then you'll love the DBX's cabin and its dashboard cluttered with dials, buttons, and switches.

It's like the cockpit of a plane and it's a very Aston Martin thing – just look at the layout of the DB5 from the 1960s, it's a mess, a beautiful mess though. The same goes for current models such as the DB11, DBS and Vantage.

Seriously, if there was one area where Marek may have decided not to make the DBX unmistakably Aston Martin, I wish it had been the interior.

Still, I think the DBX has the best cabin design of any current Aston, with its large media screen built into the centre console and more modern styling.

But regardless of what it looks like the feel of the materials is outstanding. There's a thick leather coating on just about every surface, apart from those which are solid, cold metal, like the paddle shifters and door handles.

It's a plush, sporty place, like Batman's suit only it smells a lot nicer.

The DBX is a large SUV at 5039mm long, 2220mm wide with the mirrors unfurled and 1680mm tall. Yep, this thing fills up an entire space in a car park.

The DBX comes in a choice of 53 colours. Yes, fifty three.  There's the 'Onyx Black' my test car wore, but also 'Royal Indigo', 'Supernova Red' and 'Kermit Green.'

Design is another area where Rivian has carved out a unique position for itself. Whereas other brands, including Tesla, have focused on simplicity and aerodynamic efficiency, Rivian has given the R1T a unique style that looks interesting, different and most definitely not plain.

The oval daytime running lights make every R1S and R1T stand out from a mile away, even on LA’s busy freeways. The overall design is high quality and manages to strike a good balance between aesthetics, aerodynamics and practicality - even if it doesn’t suit everyone’s personal taste.

The cabin is worth highlighting in particular, because rather than go for the ‘minimalist’ look that so many brands are going for these days, with as little switchgear and different trims as possible to keep costs down, Rivian has opted for something more complex and, frankly, more impressive.

There’s a level of craftsmanship, a great mixture of premium materials (including some striking light wood options) that make the R1S feel like a stylish and relaxed environment inside the cabin. Our particular example had a great mixture of colours, textures and patterns that really elevated the cabin experience.

The technology is also nicely integrated into the design, rather than being the focal point, like so many other modern electric vehicles. It still offers the same level of technology - a pair of screens - but doesn’t rely on them to carry the design of the interior.

Until the DBX came along the most practical Aston Martin was the five-door, four-seater Rapide which had a huge rear hatch and a boot big enough to swallow an entire matching five-piece luggage set – I saw it with my very own eyes.

Now there's the DBX which seats five (well, four comfortably, because nobody wants to be in the middle) and has a boot with a luggage capacity of 491 litres under the leather cargo cover.

As you can see it fit our three-piece CarsGuide luggage set, and I also used it to pick up some compost – very likely the first time anybody has done this to a DBX ever in Australia, and probably the last.

Cabin storage is impressive. The floating centre console is suspended like a hammock and under it is a huge bunk for a phone, wallet, and small bags. The split-opening armrest houses a large box, too.

The door pockets are on the small side but there are two cupholders up front and another two in the fold-down armrest in the second row.

Talking of rows, there's no third row. The DBX comes as a two-row, five-seater only.

It’s a roomy second row, with more than enough space for me at 191cm (6'3") tall to sit behind my driving position and headroom is excellent, too.

The R1S comes standard as a seven-seat SUV, split across three rows (two in the first row, three in the second row and two in the third row). Space across the three rows is fairly typical for an SUV of this size, which is to say generous up front, good in the second row and a little bit tight in the back.

What is good though, is the length of the cabin allows for quite a spacious boot even with the third row in use, which is definitely not something all seven-seat SUVs can claim. Using a direct conversion from Rivian’s specifications that list cargo capacity in cubic feet, the R1S has a claimed 498 litres with the third row in use and up to 1331L with the third row folded down. There’s also 314L under the bonnet and another 144L underneath the boot floor (although that comes at the expense of a spare tyre).

As mentioned in design, Rivian has nicely integrated the technology into the cabin, with the 12.3-inch digital driver display and 15.6-inch central multimedia touchscreen feeling like a natural part of the car rather than a centrepiece. Rivian has also managed to incorporate eight USB-C charging ports spread around the cabin to keep everyone’s devices charged up.

However, while the technology is nice from an aesthetic design perspective, the same cannot be said about its useability. Like Tesla, Rivian has opted to go it alone with its multimedia system and has developed its own Google-based software that is not compatible with either Android Auto or Apple CarPlay. That would be acceptable, although still disappointing, if the system worked as well as Tesla’s, however the Rivian system is very slow. It repeatedly took several seconds to load between the various functions, which may not sound like long, but when you’re trying to get back to the navigation so you don’t miss your freeway exit a few seconds can make a big difference.

But, honestly, in this day-and-age, systems like this should work quickly and seamlessly, so it’s an area Rivian needs to improve.

On a positive note, Rivian does have some cool accessories for the R1S including what it calls a ‘Camp Speaker’ which is a US$400 option that it integrates into the sound system but is also removable, so you can pull it out of the centre console and listen to your music if you’re around the campfire or having a picnic.

When we drove the R1T in 2023 Rivian was still in the ramp up stage of production and was limited with what it could offer customers. Fast forward to 2025 and the brand now has both the R1T and R1S available with dual or tri motor powertrains, with a quad-motor powertrain expected by the end of the year.

The R1S Dual Standard begins the range at US$75,900 (approx. A$118,000), the R1S Dual steps it up to US$83,900 (A$130k) and the R1S Tri-motor completes the current line-up at US$105,900 (A$165k). While those prices are definitely in the premium end of the market the R1S is actually cheaper than the Tesla Model X, which is still on sale in the US market, and starts at US$86,630 (A$135k) and stretches to US$101,630 (A$158k).

For more context, the Audi Q8 e-tron starts at US$74,800, the BMW iX from US$87,250 and the Mercedes-Benz EQE from US$77,900.

Standard equipment across the range includes the 12.3-inch digital instrument display, 15.6-inch multimedia touchscreen, dual-zone climate control, heated and ventilated front seats, heated steering wheel, eight-way power adjustable driver and passenger seat and panoramic glass roof, so it certainly has premium levels of equipment.

We drove the range-topping RS1 Tri-motor which, aside from an extra motor, gets standard 22-inch alloy wheels, a dynamic glass roof, a soft-touch suede textile headliner as well as unique colour and trim options.

When it came to giving the DBX an engine Aston Martin chose the same 4.0-litre twin-turbo V8 that's in the Vantage only they made it more powerful – 25kW more at 405kW (542hp). There's 15Nm more torque as well, at 700Nm.

Shifting through a nine-speed automatic transmission the DBX's 0-100km/h time is 4.5 seconds, which is almost a second slower than the Vantage's 3.6 seconds.

That said, the DBX weighs more than 2.2 tonnes, has a maximum ground clearance of 190mm, can wade rivers to a depth of 500mm and has a braked towing capacity of 2700kg. Oh yeah, and it's all-wheel drive.

That engine is one of the world's best V8s. It's light, compact, efficient and can produce enormous grunt. It's also made by Mercedes-Benz. Yup, it's the same (M177) 4.0-litre V8 found in the Mercedes-AMG C 63 S and a stack of other AMG-badged beasties.

There's just one thing, the V8 in the DBX doesn't sound as good to me as the one in a Mercedes-AMG. Aston's version has a less guttural and breathy exhaust note.

Sure, it still sounds amazing and when pushed hard it screams like Boudica charging into battle, but how often will you drive like that?

Most of the time we're in traffic in the suburbs and city trundling around at 40km/h. But even with the ‘loud’ exhaust mode set the note is still not as deep and brash as the AMG, which sounds delicious even at a standstill.

You probably already know why Aston Martin uses Mercedes-Benz engines. But just in case, it's because the brand with the star has been a part owner since 2013. Aston saves money and in return gets some of the best engines in the world.

As mentioned earlier, there are currently three versions of the R1S available, each with a different powertrain. 

The Dual Standard AWD has, unsurprisingly, dual motors (one at the front and one at the rear) which make a combined 397kW/827Nm. That’s enough for it to launch 0-60mph (0-96km/h) in just 4.5 seconds. The R1S Dual AWD has the same power, torque and acceleration figures, however it gets Rivian’s Large battery, which we’ll detail below.

The Tri-Motor AWD obviously has three motors, one on the front axle and two on the rear, which naturally provide more power, 633kW/1495Nm. With so much power and torque the Tri-motor is wickedly fast, taking just 2.9 seconds to launch 0-60mph.

If, for some reason, the Tri-Motor isn’t fast enough for you, Rivian has released the details on the Quad-Motor. It will have two motors on each axle providing a staggering 764kW (that’s 1025-horsepower!) and 1624Nm, enough to rocket it from 0-60mph in just 2.6 seconds and across the quarter mile in 10.5 seconds.

In my fuel test of the DBX I took in open roads and city streets and measured 20.4L/100km at the pump.

On the same test loop the Urus I drove used 15.7L/100km and the Bentley Bentayga consumed 21.1L/100km.

It's not surprising these super SUVs are thirsty, but if you're spending all your time on city roads you can expect the consumption to be even higher.

What is surprising is Aston Martin thinking anyone could really get 12.2L/100km, but then all carmakers tend to claim overly ambitious fuel economy figures.

Just think, your next car after this will probably be electric, so enjoy the petrol while it lasts.

Rivian offers three different battery types across the three variants, each with a different driving range. The R1S with the Standard battery (92.5kWh) has a claimed 434km driving range, the R1S Dual with Large battery (109.4kWh) extends that to 530km, while the Tri-Motor comes standard with the Max battery (141.5kWh) that has an impressive 597km of range.

It is worth noting, though, that those range claims are based on US EPA estimates, rather than either the WLTP or NEDC methods usually used.

Charging times vary depending on the type of charger used, in the US Tesla has given access to its network to other EV brands and the Rivian is available with a plug adaptor to use a Tesla charger. The R1S is capable of charging up to 220kW, which means it takes approximately 40 minutes to take the battery from 10 to 80 per cent. 

The DBX is a circa 550 horsepower giant that can reach out and almost touch 300km/h. But testing it on Sydney's roads is like having a champion racehorse in your backyard and your neighbour asking you what it's like to ride.

A racetrack wasn't handy at the time and I'd signed a form saying I'd not put any more than 400km on the clock during its stay with me, which meant having to choose my test loop carefully.

Fortunately, this was before Sydney was plunged into the current COVID lockdown, which makes that 400km now seem vast.

First, the DBX is an SUV anybody could drive, every day. Visibility is great and the ride is fine considering it rolls on 22-inch wheels and wears rubber as wide as some doorways and as thin as my socks (285/40 front and 325/35 rear Pirelli Scorpion Zero). Power delivery is smooth and predictable.

I did drive it every day, doing the shopping, school pick ups, a trip to the garden centre to fill it with plants and (ahem) compost, and it performed exactly as a large SUV should.

A source of frustration was the location of the shifting buttons high on the dashboard. Have a look at the images. Even with my chimpanzee-like long arms I had to stretch to change from Drive to Reverse. And with a not so small turning circle of 12.4m, three-point turns were a bit of an arm workout.

But the bigger frustration was the driver-car connection which didn't feel quite right. A good car-driver connection is essential for any great performance car.

Yes, there wasn't a race circuit where I could get to know the DBX quickly. But a good road, driven often with test cars, reveals a lot, too.

And the DBX didn't feel as good as the Lamborghini Urus, which is not only more comfortable but feels more dynamic and offers a superb connection between the driver and the machine.

The DBX is fast, it's powerful, the huge brakes pull it up quickly (almost violently so, if required) and handling is incredibly good.

It's just that I didn't really feel a part of it much at all. You know, the whole driver and car becoming one, thing. I felt like the third wheel on a date.

That connected feeling has been mastered by Porsche with its SUVs, but I feel the DBX needs more work. It felt unfinished.

I was told at the start that the DBX I was testing was a pre-production vehicle, but I'm sure that doesn't cover the shortcomings in the way it drove.

It's disappointing. I was hoping for better, but I think further development will see that come later.

The R1S and R1T are Rivian’s first mass-produced cars, and it shows. It’s not all bad news by any stretch, but there are some major issues the brand will need to address in the future if it wants to succeed globally (or even just in the US). 

The biggest issue is the ride, which just doesn’t feel as well resolved as the more established brands that have been designing, developing and building cars for decades. The R1S isn’t bad to drive by any stretch, but the ride is too firm at times and it also lacks control and feels too soft at others. 

All R1S grades come standard with Air Suspension that has multiple levels of firmness and can adjust the ride height. However, in the ‘normal’ setting the ride feels too busy, with the heavy (3096kg) SUV skittering over the imperfections in the road rather than absorbing them. The problem is, if you adjust the suspension to the softer setting it lacks control and has a tendency to bounce over bigger bumps and take a few seconds to settle. This was particularly noticeable on LA’s concrete freeways, but it would be an issue on any road with undulations or joints.

But while the ride needs improvement, the R1S has strengths in other areas - namely performance. The Tri-motor AWD we sampled had immense punch from its three motors and it certainly felt like 633kW and 1495Nm was on tap. We didn’t test its acceleration claim officially, but any take-off could be made into a rapid one with just a squeeze of the accelerator pedal. 

The R1S is also capable of towing up to 3500kg, so it’s a strong and capable SUV too, rather than just a speedy EV.

Another strength is the regenerative braking system. There are multiple settings but we found the lowest regen was the best option, as it still provides powerful regen but is more progressive than the more powerful modes.

The R1S comes loaded with safety equipment across the range, including eight airbags, adaptive cruise control, autonomous emergency braking, blind spot monitoring, forward collision warning, lane departure warning, lane keeping assist and rear cross-traffic alert.

It also comes with what’s called the ‘Rivian Autonomy Platform’ that includes 11 cameras and 12 ultrasonic sensors for mild-autonomous functionality in specific circumstances, such as freeway driving or on well-marked roads. 

The DBX is covered by Aston Martin's three-year-unlimited kilometre warranty. Also included is roadside assistance.

Service intervals are every 12 months or 16,000km.

Aston Martin doesn't have have capped price servicing for the DBX nor can owners purchase a maintenance plan for the SUV.

We asked Aston Martin for an estimate of how much owners can expect to pay for servicing over the life of the warranty, but a spokesperson told us, "We are unable to provide an estimate on the cost of servicing over three years."

With Aston Martin unable or unwilling to give us any guidance on servicing costs, maybe there are recent model Aston owners out there who can. Let us know in the comments section below.

Rivian offers a four-year/80,000km warranty for the R1S vehicle as a whole, as well as a separate battery pack and drivetrain specifically. The Standard battery is covered for eight years/190,000km while the Large and Max batteries are covered for eight years/240,000km.

As for servicing, Rivian uses an app-based system, which allows owners to schedule a service at any time via the app and then either have a Rivian technician come to your home for a small service or drop it off at a service centre if it’s a bigger job. The app is also connected to the car, so if the car’s own diagnostic system recognises a problem, it can prompt you to book a service proactively.