powertrain modes (ditto), a two-stage stability control system
and the familiar eight-speed automatic transaxle. Oh, and a
sinfully beautiful body that makes the £225,000 starting price
sound wholly natural.
SotheAstonisbeautiful,brutallypowerful,canallegedlyreach
211mph and marries material and electronic technology to the
evocative GT formula witheffortlessgrace. Yet nextto the Ferrari
it’s almost demure. These numbers are so absurd they’re actually
a joy to type. The Superfast’s 6.5-litre atmospheric V12 revs to
8900rpm. Just 400rpm shy of that limiter it produces 789bhp –
that’s 121.5bhp per litre – and this 1630kg front-engined, rear-
drive car will get to 100mph in under six seconds. It too has a
transaxle, but this time a seven-speed dual-clutch ’box. I don’t
know for sure, but my guess is the shift time is somewhere in the
quantum realm. Plus, there’s new electric power steering with
Virtual Short Wheelbase 2.0 (or rear-wheel steering as everyone
else calls it), Side Slip Control 5.0, magnetorheological dampers,
five driving modes (Wet, Sport, Race, plus settings for switching
the traction and stability controls off), active aerodynamics
and hundreds of other acronyms, including my favourite, FPO
(Ferrari Power Oversteer). The 812 Superfast looks like a GT
car in proportion and configuration, but in detail it’s purebred
supercar. It costs from £263k, but this one – like most customer
cars – is a shade over £350k.
However, today isn’t about suchearthly concerns. I’vejustbeen
welland truly Ferrari’d and now the Aston Martin’s calmer V12 is
trying to dissipate the tension in my hands, arms and shoulders.
I’ve already mentioned the low-set driving position and the
sculpted monument of the dashboard, which combine to make
you feel cocooned but also rather small and inconsequential. The
Ferrari’sisamuchairiercabinwithalowerscuttleandaliberating
sense of vision. The Aston counters with its smooth gearbox
operation at low speeds, weightier and much slower steering
(although by most standards it’s pretty fast at a ratio of 13.09:1)
and the cushioning effect of those turbochargers on throttle
response. Everything feels more stable, more intuitive, and the
heavier control weights impart a greater sense of connection.
It breeds such confidence and familiarity that just a few
minutes later you’ll decide that feeling the full 664lb ft is a great
idea. As long as there’s 2000rpm on the dial, throttle response is
actually very good indeed and the DBS instantly throws off its
more traditional GT vibes and launches into full flight. Ho-lee-
sheeeeet... the DBS Superleggera feels madly quick even after
the Ferrari. It’s a different experience, of course – the Ferrari has
a wide-eyed intensity to it and pummels you with shrieking revs
and gearshifts that arrive almost before you’ve asked for them.
A discombobulating flurry. The Aston has longer gearing and
doesn’t have that wild crescendo repeating over and over, but the
weight of the blow is even heavier. You’re being carried along at
the head of an awesome, unstoppable stampede.
Mostly, the chassis copes with the onslaught of torque, and
ASTON MARTIN DBS SUPERLEGGERA v FERRARI 812 SUPERFAST
‘THEASTON DOESN’T
HAVE THAT WILD
CRESCENDO, BUT THE
WEIGHT OFITS BLOW
IS EVEN HEAVIER’