Aston Martin DBX 2026 review: 707

If James Bond settled down, he’d drive an Aston Martin DBX707.

Achingly close to 007 in name, the ‘entry-level’ DBX combines the style and performance of a traditional Aston Martin grand-tourer with the practicality of a large SUV.

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As you’d expect, the DBX707 is drop-dead gorgeous both inside and out.

Up front, it will not be mistaken for anything but an Aston Martin, especially when finished in my test vehicle’s stunning Emerald Green paintwork.

But around the side the DBX707 cuts a very different figure with its high ride height and 23-inch forged alloy wheels (Copper Bronze in this instance), although the coupe-style silhouette remains despite the addition of rear doors.

The rear end is arguably its most dramatic thanks to its double spoilers, sculpted tailgate and protruding diffuser, which is finished in high-gloss carbon-fibre like nearly all of the exterior accents.

The DBX707’s interior is even more of a knockout thanks to its top-to-bottom use of real leather upholstery (Oxford Tan in my test vehicle’s case).

It quite literally wraps around almost every surface, including the spacious second row’s bench seat, which features child-seat anchorage points for young kids with the surname Bond.

Their pram will also be swallowed up by the boot, which is on the large side at 638L and even comes with a rare space-saver spare wheel.

The DBX707 also impresses on the technological front, with a recent update ushering in a new, bespoke multimedia system with world-first support for Apple CarPlay Ultra (click the link above to read my standalone review of it).

That said, the DBX707’s Mercedes-Benz bones remain in the form of its indicator stalk, which is disappointingly straight out of an A-Class that costs 10x less.

Under the DBX707’s bonnet, the Mercedes connection grows stronger – but in a good way – with AMG’s 4.0-litre twin-turbo petrol V8 engine tuned by Aston Martin to produce a colossal 520kW of power and 900Nm of torque.

Paired with Affalterbach’s nine-speed dual-wet-clutch automatic transmission and an all-wheel-drive system, it helps the DBX707 rocket from 0-100km/h in a hard-to-believe 3.3 seconds, all while making a raucous noise from its bi-modal exhaust system. This is a stark contrast to its whisper-quiet noise, vibration and harshness (NVH) levels.

On the road its straight-line performance is brutal in the best possible way. The low-down torque on tap feels like it could move mountains, even in the regular GT drive mode, which still rips in first and second gear. The Sport and Sport+ alternatives take acceleration to another stratosphere with quick throttle response. I just wish the drive model selector was a little more obvious – it’s a dial wrapped around the start/stop button.

The DCT can be caught napping in GT, though, but its shifts are lightning quick when it gets going. And if you stick the boot in at low speed, it will promptly downshift but has a tendency to hold onto lower ratios for a little too long.

Stopping power is immense thanks to the DBX707’s carbon-ceramic brakes (420mm front, 390mm rear) with six-piston callipers. They are strong and progressive and provide plenty of reassurance when they need to be called upon.

Throw the DBX707 into a corner and it demonstrates a blatant disregard for the laws of physics. Its high centre of gravity and long wheelbase suggest it’s no sports car, but it sure behaves like one thanks to its otherworldly body control, which partly comes courtesy of its active anti-roll bars.

This capability is demonstrated in GT and heightened in Sport and Sport+, at which point the air suspension lowers and steering weight increases to further improve handling performance. The latter isn’t as heavy as you might expect, which makes driving the DBX707 around town a lot easier.

That said, the 3060mm wheelbase does make its presence felt in regards to the 12.4m turning circle, which makes the DBX707 a handful in a tight carpark. Rear-wheel steering would meaningfully improve this issue, but it’s unfortunately not even an option.

Either way, there is a great balance with the ride comfort, particularly in GT. Sport and Sport+ unsurprisingly make things firmer, but not punishingly so. That said, the DBX707’s 23-inch wheel and tyre package undoubtedly adds a sharper edge over road imperfections.

Thankfully, the DBX707’s advanced driver-assist systems are generally well behaved, which is a rarity these days. Its adaptive cruise control and lane-keep assist are both nuanced, while its over-speed warning only sounds off when you exceed what it thinks the speed limit is by at least 3km/h.

On longer journeys I found the front seat base to be a little too narrow for my frame, with it ultimately proving to be rather uncomfortable. Of course, that’s subjective, so your mileage will literally vary.

Massaging front seats would undoubtedly aid comfort, but they’re missing in action alongside a head-up display and auto-hold functionality for the electric park brake, all of which you’d expect in a vehicle that costs this much.

So, what is the price? $462,500 plus on-road costs, which will almost certainly exceed $500K drive-away with the inevitable options, but I somehow think a certain MI6 agent is good for it, or at least his employer is.

Unsurprisingly, the DBX707’s Australian warranty is limited to three years with unlimited kilometres, but at least it’s accompanied by roadside assistance for the full term. Service intervals are also on par, at every 12 months or 16,000km, whichever comes first.

In terms of running costs, the DBX707’s fuel consumption on the combined-cycle test (ADR 81/02) is unsurprisingly high, at 13.5L/100km. Paired with an 85L fuel tank that only takes 98 RON premium unleaded, that provides a theoretical driving range of 630km. In my real-world testing, though, I found mid-to-high teens to be the case.