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Aston Martin Valhalla interior debuted in Monterey

Aston Martin began releasing estimated specs for the Valhalla supercar last summer. The figures described the thoroughly overhauled car, redrawn with just as dramatic yet smoother lines than the original concept from 2019, and repowered with a plug-in hybrid V8 sourced from technical partner Mercedes-Benz instead of the in-house straight-6. The quick summary describes a mid-mounted 740-horsepower flat-plane-crank V8 with an e-motor in back and another in front contributing 201 horsepower. The front electric motor can pull the coupe for up to eight miles of pure electric running, reversing is also done under electric power, not via the eight-speed dual-clutch transmission. Curb weight of 3,417 pounds pairs with a top speed of 217 miles per hour, the firm hoping its charge can lap the 'Ring in 6:30, which would be a record for a production car. Deliveries are expected to commence toward the end of next year. Around the driver. With the driver. For the driver. Valhalla is MASTERY. DRIVEN. #AstonMartin #Valhalla #MASTERYDRIVEN — Aston Martin (@astonmartin) August 26, 2022 We still hadn't seen the inside of the car last summer, though. Aston Martin finally lifted the dihedral doors on the show inside during the recent Monterey Car Week. Chief Creative Officer Marek Reichman described the cockpit as being "pure," "about driver focus" and "concentration," and "dedicated to the mastery of driving." So despite an exterior update that injected "a more mature" road-going road ambience into the Valhalla's silhouette, the cabin makes strong ties to the F1-inspired and track-consuming Valkyrie. These are seats that emphasize the "bucket" in "bucket seats," supporting driver and passenger such that their heels lie above the level of their hips. The driver grabs a square wheel that's jettisoned the central display in the Valkyrie's square wheel. In fact, for those decrying the explosion of screens lately, here is your safe space. A slim rectangle ahead of the driver serves as dash display, and the infotainment screen can be hidden away, which it is in the short Twitter vid. We can see it staying stowed more often than not, in fact. Even if the V8 doesn't pour its 7,200-rpm flat-plane note into the cabin — along with roof scoop inhalations and rubber-band-thin Michelin thrumming — the passenger quarters cannot be the kindest space to design a stereo for.

Are supercars becoming less special?

There's little doubt that we are currently enjoying the golden age of automotive performance. Dozens of different models on sale today make over 500 horsepower, and seven boast output in excess of 700 hp. Not long ago, that kind of capability was exclusive to supercars – vehicles whose rarity, performance focus, and requisite expense made them aspirational objects of desire to us mortals. But more than that, supercars have historically offered a unique driving experience, one which was bespoke to a particular model and could not be replicated elsewhere. But in recent years, even the low-volume players have been forced to find the efficiencies and economies of scale that formerly hadn't been a concern for them, and in turn the concept of the supercar as a unique entity unto itself is fading fast. The blame doesn't fall on one particular manufacturer nor a specific production technique. Instead, it's a confluence of different factors that are chipping away at the distinction of these vehicles. It's not all bad news – Lamborghini's platform sharing with Audi for the Gallardo and the R8 yielded a raging bull that was more reliable and easier to live with on a day-to-day basis, and as a result it went on to become the best-selling Lambo in the company's history. But it also came at the cost of some of the Italian's exclusivity when eerily familiar sights and sounds suddenly became available wearing an Audi badge. Even low-volume players have been forced to find economies of scale. Much of this comes out of necessity, of course. Aston Martin's recent deal with Mercedes-AMG points toward German hardware going under the hood and into the cabin of the upcoming DB11, and it's safe to assume that this was not a decision made lightly by the Brits, as the brand has built a reputation for the bespoke craftsmanship of its vehicles. There's little doubt that the DB11 will be a fine automobile, but the move does jeopardize some of the characteristic "specialness" that Astons are known for. Yet the world is certainly better off with new Aston Martins spliced with DNA from Mercedes-AMG rather than no new Astons at all, and the costs of developing cutting-edge drivetrains and user interfaces is a burden that's becoming increasingly difficult for smaller manufacturers to bear. Even Ferrari is poised to make some dramatic changes in the way it designs cars.

Aston Martin boss says DBX is about securing the future

The Aston Martin DBX was a revelation when it debuted at the 2015 Geneva Motor Show. Not only did the concept evolve the British brand's traditional shape into a high-riding crossover coupe, there were electric motors to power each wheel. Just a few weeks ago, we learned that the company secured $306 million in funding to actually bring the DBX to production. Now, CEO Andy Palmer is talking about just how important the model is for the future. With the DBX moving into such a radically different segment than the rest of the lineup, the model gives Aston Martin the opportunity to go after a new group of customers. "You can't create enough working capital with just 7,000 cars a year whichever way you look at it. You've got to extend the portfolio somewhere, and I'd rather do this than sell caps and t-shirts," Palmer said to Auto Express, taking a slight dig at Ferrari. While Aston calls the DBX a crossover, its coupe-like lines don't look like any other vehicle in the segment, especially other high-style CUV attempts like the BMW X6 and Mercedes-Benz GLE-Class Coupe. Apparently, that differentiation is entirely on purpose. "We think there is a different space to the traditional SUV. Why? Because we make beautiful cars, and it's hard to make a beautiful SUV. It's hard to make a box beautiful," Palmer said to Auto Express. The production DBX will gain two more doors for the start of production in 2019, according to Auto Express. The high-performance electric powertrain will remain, though, and Aston will aim for a range of over 300 miles. Earlier reports also suggested that the CUV could be produced at a new factory in the US. Aston Martin isn't abandoning its performance legacy entirely, though. The DBX is just one part of Palmer's Second Century plan, and the other major pillar is replacing every model in the brand's lineup by the end of the decade. One of them has already been spotted testing. Related Video: The video meant to be presented here is no longer available. Sorry for the inconvenience.