Top left:Ferrari test car’s interior colour scheme an acquired taste.Above
left:driver sits low in the Aston’s elaborate cabin, enveloped by the dash
whereit doesn’t there’s nosuggestionthatthe DBS feels out of
sorts oroverwhelmed.A little flareofwheelspin orsubtlecut
oftractioncontrol is appropriate and bringsthe car tolife.It’s
a GTcar but notinthe foolproof, omnipotentway ofa Bentley
Continental GT. You sense there’s fun tobehad exploring its
performance and that there’s a role to playfor the personbehind
the wheel. It’s enoughtospuryou ontobumpthe dampers from
GTtoSport mode. The steps are distinct, and whilst Sport feels
firmonthese raggedlanes it doescut out the sense ofmass
floating in noman’s landover crests or through a series of corners.
It’s mercifullydry and the roads are quiet, and the DBS is
gettingstuck in. There’s something truly special about a big
car withmassesofpower and weightthatcan getdownand
dirty, and the Aston feels likeits revelling inthe actionrather
thansimplyhumouring mewithquiet disdain. There’s a little
hesitationbetween askingthe car tochangedirectionand it
pivotingtowards the apex, but the way the steeringforcesbuild
in yourhands and the rate of roll are really nicely tiedtogether, so
nothing is a surprise.
In fact, the Superleggera findsmassive front-endgrip and those
torturedrear 305-sectionPirellis stand updutifully, too. You can
bully themintodefeat, but a smooth, considered style results in
neat, precise and scintillating progress. Perhaps it’s expectation
orjust the charisma and sheer stonk ofthe DBS makingmefeel
kindly towards it, but for mymoney it has a morefully resolved
chassis thanthatofthe lighter and ostensibly sportierVantage.
The added bonus is thatevenif occasionally the gearbox feels
a little slow-witted ora wickedcompressioncatches out the
suspension, the nexttimeyou floorthe throttle prettymuch
anything is forgiven. The V12 might now beturbocharged, but
it remains anawe-inspiring device.This is a super-GTcar done
the right way.
AntonyIngramhas beenhelping AndyMorganwiththe
Superfast photographyand steps out just asI return. ‘Nuts, isn’t
it?’ hesays, pointingat the Ferrari. ‘On the journey hereI’mnot
sure I got to full throttle once. Notsure I evengot above 50 00 rpm.’
We’re bothnodding inagreement.And smiling.The Ferrari
nearly alwaysfeels way too muchand you breathe a sighof relief
whenyou getout of it at times. Yet within seconds the V12 draws
you back. Betterhaveanother go, just tocheck it’s really asmad
asit seemed...
The sensationoflight and space is remarkable after the DBS
and immediately the Ferrari feels morecompact. I’m nota fan of
the full chamois-cloth-colouredAlcantara interior (lovingly titled
‘beige’ inthe spec,which suggests the factory may betryingto
point you elsewhere), but after the overwrought DBS the quieter
designis refreshingly restrainedand simple. I’d likethe seat to go
a shade lower, otherwise allis well and feels evocatively ‘racy’ and
businesslike, but alsoextremely comfortable.
One manic lungethrough first, secondand intothird gearis
enoughtoanswermyinitial question. Yes, it’s absolutely asmad
asit seemeduponfirstexposure. The engineissensationally
sharp,the gearbox makes the DBS’s veryeffectiveZFtorque-
converterfeelhopelesslyslow, and the chassis is soresponsive
and neutral thatif it wasn’t for the long bonnetahead and the
soundtrack, you’d guessthe enginewas somewherebehind your
shoulders. Notonly doesthe Superfast shredGTconventions, it
seems quite keento defy trivial thingssuchasthe lawsof physics
and the concepts of timeand space.
I’ll behonest, the sheer assault makes pickingapart the Ferrari’s