Though heavily primarily based on the mechanically (and stylistically) similar DB9 and Virage models, the Aston Martin DBS distinguishes itself with a additional aggressive look, slightly better power and a greater specialise in handling. It's also this ride of choice of a sure British spy. As with all current Aston Martins, the engine is hand-assembled at Aston Martin's dedicated engine facility in Cologne, Germany. Combined with a compression ratio of 10.9:1, the results of these enhancements is prodigious power and torque: the DBS delivers 510 horsepower at 6500 rpm. The 3.seventy one:one final-drive ratio ensures that the extra power is usable, enhancing in-gear acceleration in particular. Introduced as an alternate to the quality six-speed manual gearbox, DBS customers can currently be afforded the option of the Touchtronic 2 six-speed automatic transmission. Derived from the same ZF transaxle unit that was developed for the DB9, the system has been substantially re-engineered to accommodate the ability and performance characteristics of the DBS.
Like the DB9 and its sibling DBR9 and DBRS9 race cars, the DBS uses Aston Martin's category-leading all-alloy VH (Vertical Horizontal) design, a light-weight bonded aluminum structure that gives outstanding strength and rigidity. Carbon-fiber panels are used for the boot enclosure, boot lid, door gap surrounds, front wings and bonnet, giving a saving of some 30kg over a lot of standard materials without any reduction in strength. The damper settings are determined by an electronic control unit which takes sensor readings from the automobile's systems, including throttle position, brake position, steering wheel rotation and vehicle speed. The DBS's Adaptive Damping System ensures that stiffer dampers are out there for higher handling and management when the car is being driven enthusiastically, while not compromising ride comfort throughout traditional driving conditions. A designated Track mode automatically sets all dampers to their firmest positions, creating it ideal for circuit driving. The DBS is fitted with Pirelli P-Zero tires that have been developed particularly for the automobile, along with new 20-in. lightweight alloy wheels. The DBS also incorporates a revised Dynamic Stability Control (DSC) system, designed to help maintain most traction in challenging driving conditions. The automotive's braking system marks the primary time Carbon Ceramic Matrix (CCM) brakes are used on a road-going Aston Martin. The end result is shorter stopping distances with glorious resistance to fade in even the most demanding driving conditions. CCM brakes are also some 12.5kg lighter than a conventional system, reducing the weight of the automotive overall and, in particular, the unsprung weight and rotational masses, further enhancing the performance of the suspension.
The revised center console is shorter and look cleaner now, with just a few buttons and knobs placed above the below the gear selector. The instrument cluster retains the center-mounted rev counter flanked by a pair of clocks on each side, but they鈥檙e digital now and the entire unit is wider. The steering wheel retains the design of its predecessor, but Porsche designed thinner spokes and new controls on each side. The door panels look cleaner as well and appear to offer more storage room in their lower areas. The 911 features new seats as well. The big news here is that they鈥檙e positioned 0.2 inches lower and feature a thinner seat cushion, which means the driving position is very much similar to that of a full-fledged supercar. However, Porsche stresses that despite the sporty position, seating comfort is better than ever, as is lateral support in the shoulder areas.
The German firm didn鈥檛 have much to say about the tech behind the new infotainment system, but it did mention that it features the latest Porsche Connect Plus with online traffic traffic information. I will come back with an update as soon as Porsche spills the beans. This means that the 992 is the first-ever 911 to not feature a naturally aspirated engine. The twin-turbo mill sports an important amount of upgrades, starting with new, larger turbochargers with a symmetrical layout and electrically controlled wastegate valves. It also features a completely redesigned charge air cooling system, and, for the first time, piezo fuel injectors. All these improvements enhance the responsiveness, endurance, and the free-revving nature of the engine. Of course, the new internals also improve power and torque rating. Although not significantly more powerful, the new Carrera S is notably quicker, needing 3.5 seconds to hit 60 mph from a standing start, which makes it almost a half-second quicker than its predecessor.
Add the Sport Chrono option and the benchmark drops to 3.3 clicks. Top speed is the only number that carried over, remaining locked at 191 mph. Again, it鈥檚 almost a half-second quicker than the old model. Top speed increased from 188 to 190 mph for this model. All the figures above are for 911s equipped with the automatic PDK transmission. Moving over to the 911 Turbo and Turbo S, which have yet to be unveiled, things are a bit more complicated. However, there鈥檚 no information as to what gasoline engine the Germans might combine with one or more electric motors. The V-6 in the Cayenne and Panamera hybrid models is an option, as the 918鈥檚 V-8 system is probably too large for the 911, but Porsche will definitely use the valuable lessons it learned while developing the supercar. August Achleitner, the director of the 911 model line, actually confirmed that Porsche is indeed considering electrification, assuming that it will fit the specific character of the sports car.