2005 Aston Martin DB9 (2)

First Drive: 2005 Aston Martin DB9

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With the front-midship placement of the all-aluminum V-12 and the transmission moved to the rear axle, the DB9 enjoys an ideal 50/50 front/rear weight distribution. A full 85 percent of the car's mass is within the wheelbase. Main contends that, compared with the old DB7, the new car's polar moment is close to the driver's stomach. And the engine has been dropped down in the chassis to lower the center of gravity. Forged-aluminum control arms front and rear and aluminum coil-over shocks help reduce unsprung weight.

Open the magnesium-framed door, settle into the driver's seat (with more fore/aft travel now to accommodate up to a 6-foot, 3-inch corn-fed North American) and push that clear-glass engine start button. You'd never guess the all-aluminum DOHC 5.9-liter V-12 originally was developed for the DB7 from two lowly Ford Duratec 3.0-liter V-6 engines piggybacked end to end. The Aston 12 makes power the old-fashioned way, without variable valve timing or variable-length intake manifolds. A full 85 percent of the engine's torque is achieved at 1500 rpm. It has twin electronically controlled throttles and large-bore stainless-steel dual exhaust. When these pipes are moving air, the resulting sound is as delicious as anything Ferrari or Lamborghini has to offer.

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Convertible version of the DB9 will make its debut this summer, and a six-speed manual transmission becomes available next year. Look also for an eight-cylinder AMV8, built off the same platform and priced against the Porsche 911.

A rigid aluminum torque tube connects the engine to the rear-mounted transaxle. The Touchtronic automatic transmission can be paddled up and down through the gears or left in Drive. Dash-mounted Park, Reverse, and Drive transmission buttons are reminiscent of early 1960s Chrysler products.

The driving beauty of the DB9 is its balance and responsiveness. The car corners nearly flat despite no active suspension system, yet manages a suitably luxurious ride quality even though it's perched on a thin veneer of 19-inch Bridgestone REO 50 Z-rated rubber. ZF speed-sensitive rack-and-pinion steering keeps the driver apprised of what those tires are dealing with. Large-diameter Brembo four-piston monobloc calipers and 14.0-inch front, 13.0-rear ventilated and grooved rotors scrub speed with a vengeance. The standard stability control isn't aggressive or intrusive as long as you feign obedience for the laws of physics.

source : www.motortrend.com