Volkswagen California vs Aston Martin DBX

What's the difference?

A van like this is the envy of campgrounds, and with a fully warranted set of cosy extras, it’s ready to roll from day one, too.

As a weekender the California Beach is ideal, and one of its most appealing attributes is how easily it can also be packed up and used for day-to-day duties when you’re not out adventuring on the road.

Keep in mind for longer term touring you’ll need a fair bit of extra kit to make this California as capable as some rivals, and there’s always Trakka waiting for you if you want to spend more coin.

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.

The California Beach does offer an iconic slice of VW’s historic Kombi aesthetic, modernised to its current range. While the two-tone paint is a remarkably expensive option, it does seal the #vanlife deal.

Two-tone paint or not, though, you could do much worse in terms of aesthetics than the Transporter 6.1, which is about as graceful as commercial vehicles come with its now-giant chrome embossed grille, matching painted bodywork, appealing little alloy wheels, and with the LED light package fitted, a contemporary shine profile at night.

The California Beach also hides its status as a camper well, blending in with other people movers and commercial vehicles in traffic with the slight hint given away by its branding and the awning hanging off one side.

The pop-up tent option in our test car is invisible from the outside, and with the seats in their default position, it could be any passenger-oriented van on the road.

More on that later, but the interior, too, brings much of the comfort and aesthetic from the rest of VW’s passenger car range.

Those who want to use this as a multi-role vehicle when they’re not camping will be pleased by its up-to-date interior appointments, with the pragmatic but attractive leather-bound VW wheel shared with other current products, as well as the option of the ever-impressive ‘Digital Cockpit’ dash.

The seats are aesthetically pleasing, with the only giveaway this is a commercial vehicle being the hard plastics with a more rugged pattern across the dash and doors in place of the usual soft materials which adorn Volkswagen passenger cars.

As subtle and sensible as the California may be though, there was no doubt it was instantly recognised at the campground, with owners of other Transporters, Trakkas, and other campervans coming to have a look at a model they clearly knew of.

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.'

Interior space in this camper is one of its key highlights. As a van it has a huge and versatile cargo area behind the front seats, with the fold-down rear row on rails to maximise cargo capacity if need be.

A rear shelf at the back can be used for all your storage needs, with a compact space underneath for securing everything from camping equipment to shopping bags on the day-to-day and there are even little draws underneath the sliding seat row for the storage of small items (it was handy to use these for the awning’s winder and pegs, the luggage net which we weren’t using, and other things you don’t want to lose.

VW doesn’t quote a VDA number for the total luggage space given how versatile the load area is, although it does state there is 4.3 square metres of space in the cabin.

As already mentioned, the key advantage of this camper over others is its ease of use. Setting it up and packing it down is a 10 minute affair, allowing you the flexibility to be ready to camp or explore the local area in a pinch.

The California we tested sits five and even has ISOFIX mounts on the outer rear seats, but for larger families, there’s also a seven-seat option, with the extra seats folding down to make for a larger bedding area.

The awning itself is manually operated with a winder and pop-out legs. The front two seats are ‘captain’s chairs’ which can rotate 180-degrees to face back into the cabin.

It’s a neat and sometimes necessary addition to allow for a seating area if the bed is deployed, but they are a little fiddly to operate.

To swivel them, you need to fully fold the steering column away, move the seat all the way forward, rotate it half way, then move it forward again to clear the wheel in the driver’s position.

Practicality for the driver and front passenger while on the move is excellent, with two sets of huge cutaways in the doors for the storage of objects, cupholders seated atop the dash, a big bay for books or laptops which also houses a 12V outlet, and there are adjustable-height armrests attached to the seats.

The seats and wheel are also very adjustable, and the roof is high allowing plenty of space for people of all heights.

A small issue I ran into was the awkward lack of a place to put my phone. The most obvious location seemed to be the cupholder next to the shift lever, especially since this is where the USB-C connections were located, although it was a bit awkward, and my phone and wallet would easily fall out onto the floor, from where they could simply disappear into the rear of the cabin under acceleration.

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.

There is only one type of Aston Martin DBX and it wears a list price of $357,000, so it resides in the price range above the Porsche Cayenne, which tops out at $336,100, but below the Lamborghini Urus, which starts at $390,000.

The Bentley Bentayga V8 is its closest price rival, starting less than $10K higher than the DBX.

And while we're marvelling at the emergence of these super SUVs don't discount the original luxury SUV brand. The Range Rover SV Autobiography Dynamic is $351,086, and superb.

Let's take a look at the Aston Martin DBX's features.

Coming standard is leather upholstery, heated front and rear seats, three-zone climate control, a 10.25-inch media display with sat nav, Apple CarPlay and digital radio, a 12.3-inch digital instrument cluster, a panoramic glass sunroof, power tailgate, proximity key with push-button start, LED headlights and tail-lights, and 22-inch forged alloy wheels.

For this high-end corner of the market the value is good, but there are a couple of misses such as the lack of a head-up display and Android Auto isn't supported.

But if you wanted a shopping trolley packed with value you'd go to a supermarket, right? Maybe. What you really want to know is what it's like to drive, right? Let's start with horsepower.

The version of the California Beach we tested for this review was the mid-grade TDI340 4Motion.

This means it is powered by a 2.0-litre, four-cylinder, turbo-diesel engine producing 110kW/340Nm. It’s paired with a seven-speed dual-clutch automatic, and in the case of this model, is capable of driving all four wheels.

It’s not much for power, but with the large amount of torque available, pulls strongly even when loaded up.

While it’s nice to have the all-wheel drive for loose surfaces and the like, clearance is limited so I wouldn’t venture into the rough stuff, even with the optional differential lock.

For those looking to fit further enhancements, or tow, the California Beach’s GVM is 3080kg leaving 623kg for payload, and it can tow 750kg unbraked or 2500kg braked.

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.

The California Beach TDI340 4Motion has an official combined fuel consumption figure of 7.5L/100km and a relatively large 80-litre fuel tank, allowing for a healthy cruising range for those more distant camping locations.

Our camping journey (a roughly 600km return trip) meant the California travelled mostly freeway kilometres on our week with the car, and it produced an overall figure of 7.4L/100km. It takes diesel and also has a 13-litre AdBlue tank.

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.

One of the California's more appealing features is the way its camping features can be minimised. Unlike some fit-outs which feature built-in fittings, once you pack the rear bed away and fold everything up, it makes for an appealing five-seat van for driving around in day-to-day traffic.

The diesel engine offers a rugged soundscape but plenty of pulling power once you overcome a moment of turbo-lag for cargo, people and equipment, and visibility is great out the front and sides.

The dual clutch transmission behaved well in my time with the van, although like many cars which use this transmission it can occasionally cost you a second at an intersection as it combines with the stop-start system to make for a moment of delay.

The California is a relatively easy van to park and live with when you’re not out on the road, and features a nice organic steering tune to give you plenty of confidence in the corners, bolstered by the addition of all-wheel drive in the van we tested.

The ride when empty is quite rough, like many vans in this segment. With the diesel engine, this can make for a bit of a noisy experience on coarse-chip freeways, and especially gravel roads. Potholes can also be cringe-inducing.

 As always one of the biggest advantages of VW commercial products is how closely they can be specified to VW’s passenger vehicles.

With the right option boxes ticked, for example, our car had the very welcome digital dash, and the multimedia suite.

While not the latest fully touch unit you can experience in cars like the Golf 8, it has the welcome addition of tactile shortcut buttons and dials for ease-of-use while driving.

With the fold-away roof, the California also isn’t bigger than a regular Transporter van. At 1990mm high it should fit in most parking lots and garages.

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 DBX hasn't been given an ANCAP crash safety rating and it's unlikely it ever will, which is often the case with low-volume, high-end models.

Still, the DBX comes standard with seven airbags, AEB, lane keeping assistance with lane-change warning, rear cross-traffic alert, blind-spot warning, traffic sign recognition, auto parking and adaptive cruise control.

For child seats there are three top tether anchor points and two ISOFIX mounts across the second row.

I found it easy and quick to fasten my son’s car seat into the DBX.

The California Beach is covered by a five year and unlimited kilometre warranty like the rest of the Volkswagen passenger car range, which includes one year of roadside assistance.

The prime advantage of buying a first-party Volkswagen camper is the entire vehicle is covered by this warranty, as opposed to needing to deal with two warranties if you were to buy from a brand like Trakka.

There is also the option of a five or three year service plan. At the time of writing, the five year service plan was running at the price of a three year plan, valued at $1850 for this 4Motion variant, or just $370 a year for the life of the warranty.

This is a claimed saving of $2302 over the cost of regular scheduled maintenance. Visits to the workshop are required once every 12 months or 15,000km, whichever comes first.

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.