Aston Martin DBS Superleggera: The Brute in a Tailor-Made Suit
In the lexicon of Aston Martin, certain names carry immense historical weight. “DBS” has historically been reserved for the absolute pinnacle of their production grand tourers—the cars that offer the most power, the most aggression, and the most dramatic presence. “Superleggera” (super-light) is a nod to the legendary Italian coachbuilder Carrozzeria Touring, whose lightweight construction techniques helped define the iconic DB4 and DB5 of the 1960s.
When Aston Martin combined these two historic nameplates in 2018 to replace the outgoing Vanquish S, the expectation was a vehicle of monumental capability. The Aston Martin DBS Superleggera delivered on that promise with terrifying authority.
It is a car of extreme contradictions. It possesses a devastating, almost violent powertrain capable of overwhelming its rear tires at highway speeds, yet it wraps that mechanical fury in a beautifully sculpted, carbon-fiber body that is undeniably elegant. It is the quintessential modern British brute.
The Heart: 900 Nm of V12 Fury
The defining characteristic of the DBS Superleggera is not its top speed or its 0-60 time; it is the sheer, overwhelming force of its mid-range torque.
Under the massive clamshell hood sits Aston Martin’s in-house developed 5.2-liter (5,204 cc) twin-turbocharged V12. This engine is a development of the unit found in the DB11, but for the DBS, it has been subjected to a massive software recalibration and increased boost pressure.
The resulting output is 725 PS (715 bhp) at 6,500 rpm. However, the most critical number is the torque: an earth-shattering 900 Nm (664 lb-ft), available on a completely flat plateau from 1,800 rpm all the way to 5,000 rpm.
This much torque poses a significant engineering challenge. If the engine delivered 900 Nm to the rear wheels in first or second gear, the car would simply vaporize its tires and be entirely undriveable. To solve this, Aston Martin utilizes sophisticated torque shaping. The engine control unit artificially limits the torque output in the lower gears, gradually releasing the full 900 Nm as the car reaches third gear and higher speeds.
The result is a car that feels fast off the line (0-100 km/h in 3.4 seconds), but feels absolutely devastating when accelerating from 80 km/h to 160 km/h. It possesses “roll-on” acceleration that rivals dedicated hypercars, surging forward on an unrelenting wave of twin-turbocharged thrust.
The ZF Transaxle and Carbon Prop Shaft
To handle this immense rotational force, Aston Martin had to upgrade the drivetrain significantly. They turned to transmission specialists ZF, utilizing a beefed-up version of their ubiquitous 8-speed automatic transmission.
Crucially, this transmission is mounted at the rear of the car (a transaxle layout) to optimize weight distribution (achieving a near-perfect 51:49 front-to-rear balance). Connecting the front-mounted V12 to the rear-mounted transaxle is a lightweight carbon-fiber propeller shaft enclosed within an aluminum torque tube. This setup provides the structural rigidity required to stop the massive torque from twisting the chassis, while keeping weight to a minimum.
Carbon Fiber Sculpting and Aerodynamics
The “Superleggera” badge is not purely marketing. While the underlying extruded aluminum chassis is shared with the DB11, the entire exterior of the DBS is crafted from carbon fiber. The massive clamshell hood, the roof, the doors, and the wide rear fenders are all baked from composite materials.
This drops the dry weight of the DBS to roughly 1,693 kg (3,732 lbs)—a remarkable achievement for a massive V12 Grand Tourer, making it 72 kg lighter than the DB11 V12.
The carbon-fiber bodywork is heavily dictated by aerodynamics. The DBS features a massive, gaping front grille to feed the intercoolers and radiator. Behind the front wheels are deep “curlicue” vents that extract high-pressure air from the wheel wells to reduce lift.
At the rear, the DBS utilizes the brilliant Aeroblade II system. Air is channeled through intakes hidden in the C-pillars, travels inside the bodywork, and is ejected upwards through a slot in the rear decklid. This creates a “virtual spoiler” of high-pressure air. Combined with a subtle carbon-fiber lip spoiler (a true physical wing would ruin the aesthetics) and an incredibly deep double-diffuser, the DBS generates a massive 180 kg (397 lbs) of downforce at its V-Max of 340 km/h (211 mph)—the most downforce of any series-production Aston Martin at the time of its release.
A V12 Symphony
A crucial element of the Aston Martin experience is the noise, and the DBS Superleggera excels in this department. Despite the twin turbochargers (which inherently muffle exhaust sound), Aston Martin engineered a bespoke exhaust system featuring active bypass valves and quad tailpipes.
In “GT” mode, the car is relatively subdued and refined. But switch to “Sport” or “Sport Plus,” and the valves open. The exhaust note is a deep, angry, multi-layered roar that crackles and bangs violently on the overrun. It lacks the high-pitched shriek of a Ferrari V12, opting instead for a baritone, muscular bellow that perfectly matches the car’s brutal character.
The Ultimate Super GT
The DBS Superleggera is not a delicate, razor-sharp track car like a Porsche GT3. It is a Super GT—a car designed to cross continents at immense speeds in absolute luxury, while possessing enough raw power to terrify the driver when the road opens up.
It is a celebration of excess: a massive V12, carbon-fiber coachwork, and more torque than anyone could ever reasonably need. The DBS Superleggera represents the pinnacle of Aston Martin’s traditional, front-engine, rear-wheel-drive philosophy before the brand’s inevitable pivot toward mid-engine platforms and electrification.