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Aston Martin DB11: Everything we know right now

With six and a half decades of heritage, the Aston Martin DB is one of the most storied nameplates in the savory sports car stratosphere. And we're (probably) just weeks away from seeing the next major chapter: the DB11. A few exclusive spy shots reveal new details, and we've gathered some crucial intelligence to help us get a better idea of what we can expect from the new DB11 when it launches later this year. Much like how the previous DB9 ushered in a new generation of cars from Aston's Gaydon, UK, headquarters, the British carmaker says the DB11 will kick off its "Second Century Plan." An insider told us that Aston is in the final tuning stages, and as such, the engineering prototype pictured here is likely the closest thing we've seen to a final production-spec car. While early mules had moldings and panels, we now have a good sense of the DB11's proportions, and can clearly see the rear-wheel-drive coupe's character lines. We can also see an aero-lip intake under the grille that appears to be significantly wider than on the DB9. Beyond being aesthetically pleasing, this is a necessary addition for better cooling. Our sources tell us power is expected to be above that of the naturally aspirated V12 Vantage's 565 hp and 458 lb-ft of torque. Gaydon's partnership with Daimler will soon yield the new Mercedes-AMG 4.0-liter twin-turbo V8 engine for use in Aston Martin cars, but the Brits surprised us recently by showing a teaser of a 5.2-liter twin-turbo V12. The timing is curious, and makes us suspect that the DB11 will continue the 12-cylinder tradition, despite the pressure to be increasingly fuel efficient. Our sources tell us power is expected to be above that of the naturally aspirated V12 Vantage's 565 horsepower and 458 pound-feet of torque. While the current DB9 boasts a six-speed automatic gearbox, we understand the V12 will be mated to a new transmission with more speeds. It's possible the DB11 could get the ZF-sourced eight-speed automatic that Aston recently added to the Vantage and Rapide range. The DB11 will ride on an all-new chassis, and in continuing the industry trend, the new car should be lighter, tipping the scales below the current DB9's 4,000-pound mark, despite some new equipment. The Daimler partnership should improve a major area where Aston has historically lacked: in-car technology and infotainment.

Aston Martin confirms new platform under development

It's been thirteen years since Aston Martin introduced the original V12 Vanquish. The model was effectively been replaced twice over by the time it reached its Bar Mitzvah, but its underlying platform is still around. And not just around, either: it underpins everything Aston makes and has made ever since it came on the scene, save for the Cygnet and the One-77 supercar. That includes the V8 and V12 Vantage, the short-lived Virage, the new Vanquish, the DB9, DBS, V12 Zagato and even the four-door Rapide. But while it may seem like forever that Aston's been using the VH platform, it won't be around forever more. In announcing its positive financial results for 2013, Aston Martin CFO Hanno Kirner confirmed: "We are engineering a completely new architecture and technologies to ensure that our next generation of sports cars is at the forefront of design, performance and technology." The new platform is expected to underpin the next generation of Astons Martin, and will be powered by a new V8 engine being developed by Mercedes-AMG, similar to the arrangement that sees V12s furnished to Pagani for the Huayra. Whether an AMG-developed V12 is also in the cards for Aston Martin remains to be seen – the company ran on V8 power alone from the mid 70s (when its six-cylinder engine was retired) until the Ford-developed DB7 brought six- and then twelve-cylinder power. That aging but glorious 6.0-liter engine, by the way, still powers the vast majority of the company's lineup. The platform and associated technologies are being funded by the influx of capital from shareholders Investindustrial, Primewagon and Adeem Investment and by a 13-percent increase in revenue due to the launch of the new Vanquish Volante and V12 Vantage S, as well as the company's expansion into new markets like Mexico and Thailand. It wasn't long ago that upon spending a week with the company's Vanquish coupe that we fell just short of love, wondering aloud how long Aston could weather its uncertain financial picture while still relying heavily on elderly technology and drivetrains cradled in elderly platforms. We now appear to have our answer, and we like what we're hearing. Aston Martin Holdings (UK) Limited Full Year Results 2013 28 April 2014, Gaydon: Aston Martin Holdings (UK) Limited is today announcing full year results for the 12 months ended 31 December 2013.

More V12 power, no turbos | 2017 Aston Martin Vanquish S First Drive

Like the last days of the dinosaurs, Aston Martin's $294,950 Vanquish S is one of a handful of extant Tyrannosaurus Rex – few big-capacity naturally aspirated engines still bellow rage at the world in general. So, six liters, twelve cylinders, 48 valves, and no turbos; hurrah. Well, as long as you're not buying the gas. As the delivery driver who brought this car to me observed: "Whatever I seem to do with this car, it never gives more than 14.5 mpg, where as long as you barely touch the throttle, the new DB11 gives you about 18." Aston's DB11, which debuted this year with a fresh chassis/powertrain architecture that will eventually underpin a new car with the Vanquish nameplate, is twin-turbocharged. The Vanquish S, with its extra power, is decidedly not. It's the off-duty moments that stymie gas mileage for naturally aspirated mills like the one in this car. Dragging that huge crank, con rods, pistons, and cams around plays havoc on economy when you aren't on it like jam on toast. At full throttle, there's not a lot in it, turbo or no turbo. The Vanquish is the most unlikely car ever to have almost not made it into production. The name was first used in 2001 attached to Ian Callum's toothsome aluminum/carbon composite coupe body, but then chief executive Uli Bez held it back for six months, officially because he didn't like the Ford Ka air vents. Unofficially, as he later admitted: "What no one wanted to hear at the time is that Vanquish was crap. I changed 200 things, and even then, it burned through gearboxes." At the heart of the Vanquish then and now is a V12 engine, effectively built out of two Ford Mondeo Cleveland V6 units. It's easy to scoff at such humble beginnings, but the rumor machine elicits Porsche and Cosworth involvement in its gestation. First introduced in the 1999 DB7 V12 Vantage, the engine was then tuned to 460 horsepower for the 2001 Vanquish, which also debuted Aston's bonded-and-riveted VH platform chassis. Over 2,500 of these amazing cars were sold in standard and (from 2004) S forms, though its robotized manual transmission was problematic.