Introduced back in 2020, the DBX became the best-selling model in Aston Martin’s lineup shortly thereafter, proving once again that while sports coupes might be nice to look at and fun to drive on a good road, it’s the SUVs that ensure an automaker’s checks clear.
As such, the folks in Gaydon have given the high-riding five-seater a steady feed of updates in the time since, first with the huge performance improvements that came with the debut of the DBX707 in 2022, and then with the chassis tuning tweaks and tech glow-up that arrived for 2025.
Keen to strike while the iron is hot, the 2026 DBX S now serves as the flagship version of Aston Martin’s super-sport-utility vehicle. First applied to the 2004 Vanquish, the S badge denotes an Aston Martin model that’s been further honed in the name of performance, and in this case, that enhanced capability is achieved through a host of strategic tweaks rather than a comprehensive overhaul. And while that might sound a bit underwhelming at first blush, Aston Martin finds itself in the serendipitous position of not having to apologize for the complexity, bloat, and compromises to refinement that have infiltrated the super-SUV segment over the past few years.
It might be tempting to assume that this is Aston’s answer to the Lamborghini Urus Performante, especially when you consider the racy weight-saving options like a carbon fiber roof (which replaces the panoramic glass roof that’s standard for the DBX707), 23-inch magnesium wheels, and a lightweight polycarbonate grille, all of which contribute to a total weight savings of roughly 103 pounds over the DBX707.
The Mercedes-AMG-sourced 4.0-liter twin-turbocharged V8 also now produces 717 horsepower thanks to turbo tech borrowed from the Valhalla hypercar, while peak torque remains unchanged at 664 lb-ft. In the age of hybridization and performance EVs, those power numbers aren’t as jaw-dropping as might have been just a few years ago, but it’s worth pointing out that the 4,850-pound DBX S is nearly 700 pounds lighter than the Lamborghini Urus SE (not to mention the similarly-hefty G99 BMW M5 Touring) due in large part to the DBX S’s lack of electric assistance.
Further aiding the DBX S’s sense of urgency is revamped programming for nine-speed wet-clutch automatic transmission that’s designed to make better use of the V8’s top-end power while also delivering more aggressive shifts in Sport and Sport+ drive modes. The S also scores a steering ratio that’s 4 percent quicker than the DBX707’s, but that’s pretty much it on the chassis front, as Aston Martin’s engineers chose to leave last year’s revised calibrations for the air springs and electronic dampers alone. Although that does allow for some squat and dive when you’re really hustling out in the canyons, it wisely avoids the pervasive harshness of a track-honed suspension everywhere else. I’d consider it to be a worthy trade-off in a five-seater SUV, even if it has an S badge on the fender.
A press of the ignition button push brings the V8 to life with an authoritative growl thanks to a new exhaust system that’s tuned to be more emotive than the DBX707’s. The reworked setup features vertically stacked tips at the rear, one of the few ways the DBX S can be visually differentiated from a DBX707 at a glance. A dedicated exhaust volume button on the center console allows you to toggle between subtly menacing and outright burly on the fly, but the cabin’s excellent road noise isolation never allows the V8’s soundtrack to become overbearing when the windows are up.
Speaking of which, the cabin is another aspect of the DBX S’s design where Aston Martin’s reluctance to embrace the latest automotive trends has worked out in its favor. As part of the 2025 refresh, the automaker finally ditched its woefully dated Mercedes infotainment tech in favor of a system designed completely in-house. Not only is the 10.25-inch touchscreen sharp and quick to respond to inputs, it also supports Apple CarPlay Ultra, which allows for more control over the vehicle’s various features and ushers in additional personalization options for both the infotainment display and the 12.3-inch digital gauge cluster. Aston Martin also admirably resisted the urge to move all of the audio and HVAC controls to the touchscreen, instead opting for a handsome layout of buttons for often-used features like the auto stop/start system and damper stiffness, while the knurled metal dials used for functions like temperature and fan speed feel substantial and high-quality.
Despite its performance focus, around town the DBX S feels just as accommodating as the DBX707, if not more so. While the optional 23-inch magnesium wheels outfitted here command an eye-watering $21,600 premium over the standard rollers, they reduce rotating unsprung mass by a 42 pounds, a substantial improvement that benefits acceleration and braking as well as handling and ride comfort. Left in its default GT drive mode, the DBX S glides over freeway expansion joints and pockmarked pavement with zero drama. Paired with sport seats that strike a great balance between comfort and support (but conspicuously lacked ventilation, a feature that should be obligatory in an SUV of this caliber), the DBX S delivers the kind of everyday civility that you’d expect from an ultra-luxury sport utility vehicle.
A trek out to some technical canyon roads reveals the other side of the DBX S’s personality. Twisting the dial that surrounds the ignition button allows you to quickly switch between drive modes (GT, Sport, Sport+, Individual, and Terrain), with Sport+ delivering admirably flat cornering thanks to the 48-volt “eARC” system, the DBX S’s active anti-roll control system. Combined with the quicker steering and lightweight wheels, the S feels noticeably more eager to turn in and change direction. But Aston Martin also wants the suspension in its road cars to “breathe,” as they put it, so the impressive stopping power delivered by the massive carbon ceramic brakes is accompanied by a notable amount of dive when you’re caning it.
That’s not necessarily a bad thing, but the end result is that body control doesn’t feel quite as buttoned down as it could be, and that matters when you’re contending with the kind of pace that this powertrain can readily deliver. Aston Martin says the DBX S will hit 60 mph from rest in 3.1 seconds, but behind the wheel it feels even quicker than that. And this isn’t just all-wheel drive launch control trickery – I regularly found myself shocked when I glanced down at the speedometer after dropping the hammer at speed on a fast section of road. This four-liter might have a German accent, but its character and capability suit the DBX S perfectly.
Of course, all of this poshness and performance comes at a cost, and when you’ve got several line items on the options sheet that are in excess of $20,000, you know we’re firmly in “if you have to ask, you can’t afford it” territory here. Still, if you want to put one in your driveway, be prepared to spend at least $262,500 to make that happen. The example you see here – loaded to the gills with a raft of carbon fiber as well as the aforementioned mag wheels, Podium Green paint, and an absolutely killer 1,600-watt Bowers & Wilkins audio system – brings the total up to $409,400 with destination and a $23,900 import tax.
Yeah, that’s kind of excessive. But then again, Aston Martins have a way of making excess feel like a virtue.
[Images © 2026 Bradley Iger/TTAC.com]
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