SPECIFICATION | ASTON MARTIN DB12 VOLANTE
Engine: 3,982cc, twin-turbo, V8
Transmission: 8-speed automatic, rear-wheel drive
Power (hp): 680@6,000rpm
Torque (lb ft): 590@2,750-6,000rpm
0-62mph: 3.7 secs
Top speed: 202mph
Weight: 1,796kg (dry)
MPG: N/A
CO2: N/A
Is it much heavier, slower and floppier than the hard-top?
No, because it’s 2024 and that would be unacceptable. Especially in a car which costs fifty quid less than £200,000 before a single option has been applied. Which means any Aston Martin DB12 Volante you see with your own eyes is probably attached to a price tag approaching a quarter of a million quid.
The weight has gone up by 111kg to 1,796kg dry, or around 1.9 tonnes by the time you’ve applied vital fluids and filled the generous, continent-eating tank. But the car doesn’t feel anything like as heavy as that.
Partly because it’s more powerful than a medium-sized air force. The twin-turbo 4.0-litre AMG-derived V8 develops 671bhp and 590lb ft, and the rear axle finds a stunning amount of traction to deploy all that. So you stand a fighting chance of matching the 3.6-second 0-60mph sprint. The top speed is a supercar-worthy 202mph.
Aston’s cabrios have traditionally been a little shakier than the likes of Bentley or Porsche’s, but the DB12 ups the ante with stiffened suspension mounts and a new engine cross brace. The claim is a ‘boost of global torsional stiffness by near 5 per cent’. Which doesn’t sound like very much at all.
But in the world of chassis tuning, a millimetre of ride height here, a degree of camber there and a dollop of whatever ‘global’ stiffness is makes a palpable difference.
What's the verdict?
“Instead of getting caught in two minds between supercar and cruiser, the DB12 nails the sweet spot of wafty comfort and pacey precision”
Aston’s on a roll at the moment: we loved the DBS Ultimate and the new DB12 Coupe continued the hot streak. That car was such a monumental improvement over the DB11, it was unlikely Aston would screw it up by converting it to a soft-top. And it hasn’t. If anything, the Volante is even prettier, and offers more sense of occasion than the DB12 coupe. It’s a complete tonic to drive a car that’s so sure of itself; that knows exactly what its role is and how to perform it.
Instead of getting caught in two minds between supercar and cruiser (like the Mercedes SL) or being overly frenetic like certain Ferraris, the DB12 nails the sweet spot of wafty comfort and pacey precision. There are still flaws with the interior and packaging, but these are far less of a spoiler than in previous Volantes. If the Vantage and Valhalla can continue Aston’s purple patch, it’ll soon boast one of the strongest line-ups of any sports car maker. Aston Martin DB12 volante has impressed damn near everyone who’s driven it. The coupe improved upon its DB11 predecessor in every key area: better to look at, better to be in, better to drive and so on. By rights, exactly the same ought to be true for the new Volante, though concern always lingers a tad when a great GT (or super tourer, sorry Aston) drops its top.
Why? A few reasons. We’ve been spoiled by carbon-tubbed supercars that impose no discernible penalty whatsoever for roof-down fun, raising the expectations (fairly or otherwise) for less exotically assembled alternatives. Furthermore, while cars like the DBS worked very well as a Volante, Aston doesn’t have a great back catalogue of roadsters; the best driving derivatives have always been the hardtops. And while this DB12 has a solid foundation (in every sense) to work from with the standard car, the fact that it carries no additional bracing - the only chassis changes are an increased rear spring rate and new front top mounts - might be a concern. There’s the extra 100kg or so carried, too.
Of course, buyers will at least get a truly beautiful Aston Martin convertible to look at. To be expected, perhaps, given how chiselled and handsome the ‘12 is, but there’s something properly arresting about this car with the roof down. Aston’s claims of a ‘sleek uninterrupted beltline and ‘lithe and muscular tail’ ring true, proving much more of a roadster look (to these eyes, at any rate) than the more traditional Aston ragtop. It could even be said this is the best-looking car to wear the Volante badge, such is the perfectly judged harmony of beauty and aggression. Plus, of course, there’s now an interior befitting of an Aston sports car, and it's navigable with a hint of sunshine on top - win-win. It doesn’t take long behind the wheel to realise the DB12 Volante isn’t cut from the same soft top cloth as some previous efforts either. If anything the name does the achievement on display here a bit of a disservice, the generational leap arguably more than significant than a single digit. And if Volante still conjures up awkward Aston drop tops named after King Prince Charles, nothing could be further from the truth here - the car feels like a DB13 Roadster in evolutionary terms.
There’s a sports car vibe from the off. That same tautness and immediacy that characterised the DB12 experience has been carried over intact, confidence flowing from the first effortless damping effort, crisp steering response and perfectly judged initial brake feel. All while retaining the cool, caddish charm of a wind-in-the-hair Aston. It certainly doesn’t require loads of effort to feel a million bucks, V8 rumbling along and auto shifting decisively. Those who still want a cruiser will find it here (albeit with perhaps a bit more road noise than expected) despite the newfound sense of dynamic purpose.
Moreover, while quite a few cabrios these days can conjure up a convincing facade of athleticism to kick off with, where this Volante really impresses is in its depth of talent. Brake a bit later, accelerate a bit earlier, turn a bit harder - the DB12 continues to lap it up. Unsurprisingly, Aston sees this car much more as a rival for cars like the Ferrari Roma Spider rather than the heftier rivals like the Bentley Continental GT; without wishing to chug all the Gaydon-supplied Kool-Aid, it definitely has the tenacious character of a proper two-door sportster rather than a straightforward convertible GT. It feels alive and engaging merely in its default mode with the naughty exhaust on; even cranked to Sport Plus it’s not unbearably harsh. The increase in urgency and firmness is tangible, though never totally overwhelming - although, as is so often the case, Sport works as a great catchall for those who don’t want to fiddle with a (pleasingly chunky) drive mode dial. It’s hard, perhaps impossible, to recall an Aston Martin Volante that so actively encourages driving properly hard. The traction is mighty and the assists (including variable traction control) very clever, the turn in bite remains resolute (thank you, Aston-specific Michelins) and the suspension just doesn’t run out of ideas, even with 1,900kg being hassled and harried more than is reasonable. The powertrain is the perfect accompaniment, too; the AMG V8 is now sufficiently senior (having first been seen in the AMG GT a decade ago) that it has some old-fashioned character, a little dozy prior to 2,500rpm and romping along from there with its rousing holler. The eight-speed auto seldom falters whatever the setting; keen in Sport Plus, mellow in GT, and always responsive to the paddles.
If we were to nitpick, there is the odd tremor still detectable in the structure. So minor are these disturbances that they probably don’t even qualify as tremors per se, though there are just-about-noticeable little shimmies to the rearview mirror and steering over very testing surfaces. That the Aston doesn’t possess the infallibility of a carbon-tubbed car is virtually preordained, yet its rolling refinement is impressive nonetheless - there have been cars with raging bulls and prancing horses on their bonnets that seem much less rigid.
Indeed, we’re at the point now where the roles of coupe and convertible in a supercar (or super GT) range might now have to be reevaluated. Where once the coupe would have been the default choice over the heavier, less precise convertible, now it’s got to be questioned what the hardtop really brings over and above the car that can do both the laidback attention grabber and the top-down thrill seeker. Perhaps a back-to-back of the DB12s will reveal starker differences; for now, it’s hard to think of a car that better combines the emotional pull of a luxury drop-top with the driving satisfaction of a properly sorted rear-drive sports car. For expectant customers, summer can’t come soon enough.
The Aston Martin DB12 Volante can pop the decklid and deploy its eight-layer top in just 16 seconds at speeds up to 31 mph, which is useful if your planned open-cabin Malibu day trip takes you right into stormy weather. The Pacific Ocean was iron gray, but the Volante was ocean blue (Caribbean Blue on the order sheet), and with a heated steering wheel and heated seats in leather the color of a white-sand shore, we made our own warm, beachy weather as we outran the rain up the California coastline.
Like the DB12 coupe, the convertible is a big machine. That's big in the good way, like in song lyrics describing desirable partners or restaurant adverts promoting new burgers. The Volante is thick and juicy, a high-calorie treat. After the first anxiety-provoking seconds behind the wheel, mostly focused on not scraping the 21-inch Y-spoke wheels against the stone curbs leaving the hotel parking lot, we adjusted to the Aston's size. Despite its wide hood and curvy flanks, it's not difficult to sense where the edges are, and the result is a car that feels hefty, but pleasantly so, like a Montblanc fountain pen. There's nothing like putting the pedal down while the top is down, and the Volante's AMG-sourced twin-turbo 4.0-liter V-8 rewards with both vigorous acceleration and a predatory roar that grows hungrier with changes in drive mode. The Volante offers four stages of electronic stability control and five drive modes, from the soft GT mode to Sport (our preferred roadgoing setting), Sport Plus (a little lumpy for casual driving), Individual, and Wet (which we didn't use, despite our drive being very). While the DB12 does not currently offer a V-12, and fans of the higher cylinder count may miss its distinctive croon, the V-8 in the Volante sounds amazing. It also gets a bump in power thanks to bigger turbos, new cam profiles, and better cooling, resulting in 671 horsepower and 590 pound-feet of torque. Aston says it will race to 60 mph a tick slower than the roughly 250-pound-lighter coupe—we expect 3.4 seconds—and top out at 202 mph, a speed at which you'll probably want (and need) the top up. Click through the gears with the aluminum paddles behind the thick-rimmed steering wheel, or let the ZF eight-speed automatic handle shifting duties, which it will with snappy downshifts and high-revving upshifts. We found the shifts well timed during more aggressive driving but almost comically vigorous at part-throttle acceleration, where the DB12 kicks down and digs in with the enthusiasm of a sled dog in harness. There's no need for it, as the Aston is plenty torquey even in higher gears. Changes to both coupe and Volante from the DB11 include a shorter final drive ratio for more response where you need it. An electronic rear differential keeps both rear tires in the game. Somewhat rare for a big grand tourer, the DB12 is still rear-wheel drive with no parlor tricks such as rear-wheel steering. We didn't miss it. Even on the narrow roads in the Malibu hills, the Aston stayed tucked in its lane. We won't say it drove like a smaller car, because it didn't, but there's a particular charm to a heavyweight who can dance.
Some credit for the Volante's stable cornering is no doubt due to its bonded aluminum chassis with stiffened mounting points for the rear suspension and additional cross bracing, while new adaptive dampers and retuned rear springs smooth out bumps and potholes. Electric power steering responds quickly to directional input and offers just enough heft to match the car. Michelin Pilot Sport S5 summer tires got a workout during our wet drive, but the Volante slid just a fun amount as we navigated fallen rocks in the hills. Our test car had the carbon-ceramic disc brakes (a $14,500 option), plus bronze calipers (an additional $1800). That's a pricey add-on, but they save nearly 60 pounds of unsprung weight over the standard rotors, and they slowed our go with authority. Back on the main road, and in a rare spot of sunshine, we had a chance to admire the cabin. Aston offers an incredible amount of customization. Its configurator will have you comparing accent stitches in a rainbow of color combos. Our car's cream and navy leather with dark wood trim gave the Volante a yacht-like swagger that matched its powerboat driving characteristics. The Volante is available with a more aggressive carbon-fiber performance seat option, but why ruin the perfect cruiser with stiff seating? The standard seats not only look and smell great, with their diamond-stitched leather design and gentle bolsters, they're also well padded with standard heating and available ventilation—must-haves for open-weather driving. The rear seats are for belongings, not beloveds. Aston's big news for both coupe and convertible DB12 is a new infotainment system. No longer a Mercedes hand-me-down, the 10.3-inch touchscreen houses Aston Martin's first in-house software. It has some cool tricks, like a split-screen display and a rotatable camera view. The gauge cluster is digital, changes color with drive mode selection, and is virtually impossible to see with the top down. Convertible problems. Back in the touchscreen, smartphone mirroring is wireless, and there's a charging pad tucked under the sweeping console so you can put your phone there and forget it for three days. Knurled metal switchgear includes hard buttons for things like exhaust sound, stereo volume for the optional Bowers & Wilkins 15-speaker system, and climate control.
At $268,086 to start and $342,586 for our car (with options), there's nothing budget-friendly about the DB12, but if you want a cheap convertible, pick up an ex-rental Mustang. The Volante is for a buyer who wants a say in every detail, with a drive experience that blends heritage coachbuilding with just the right amount of modern convenience. There are lots of buttons and scroll wheels that make interacting with this car’s systems a breeze, materials feel expensive, and I’m a sucker for this particular example’s very Slytherin-coded combo of green leather and dark open-pore wood. The sun visors are wrapped in stitched leather and the joints are shiny. I miss the cool Bowers speaker grilles that you get in the newer Vantage and Vanquish, although I’d be shocked if those aren’t coming to the DB12 eventually.This being the convertible Volante, the trunk is tiny and the top refused to open when there was a carry-on in there. Given that people usually have luggage when going on road trips, this is the first mark against the DB12 as a grand tourer. (More are coming, unforch.)
Another annoying thing precluding this from proper GT-dom are the screens that now run proper software, yes, but the hardware cannot seem to dim to a comfortable level at night. They are distractingly, retina-searingly bright and the issue ultimately was not resolved even after I brought it up with Aston. Also, you know how Apple CarPlay temporarily quiets down music whenever Google Maps doles out audio instructions? This DB12 had an infuriating bug where whenever Maps would cut in to tell you where to go, Spotify would pause completely and did not resume until I manually tapped the play button again. What’s more, build quality isn’t nearly as great as what you’d get from a bigger manufacturer like BMW or Lexus. The glossy black control center in the middle may look nice but it becomes creak city when you press on it even lightly; and there was an annoying squeak coming from where the passenger door meets the dash.
Driving the Aston Martin DB12 Volante
This being the statelier, grander entry in Aston’s current sports car lineup, the DB12 drives immediately quieter and smoother than the Vantage. However, in the context of other high-dollar grand tourers, it’s only OK as an actual grand tourer. It’s louder and rougher than I expected it to be and, in my mind, not really a substitute for a Bentley Continental GT (or even a Lexus LC which remains, dollar-for-dollar, the greatest GT car on sale today). Those two are more refined than this, which does align with Aston’s new “super-tourer” angle on this car, to be fair. The ride isn’t jiggly enough to be considered jarring but it isn’t serene either. For true GT duty, it’s gotta ride better and quieter than this. The seats, too, seem to have been sculpted with sportiness in mind—they aren’t uncomfortable, but they definitely could be more sumptuous. There’s wind noise, the V8 refuses to not make itself known even during casual cruising, and, as mentioned, the interior of this particular example liked to squeak a bit going over bumps.
A 4.0-liter twin-turbo V8 borrowed from Mercedes makes 671 horsepower and 590 lb-ft of torque, letting the DB12 Volante hit 60 mph in 3.6 seconds and have a top speed of 202 mph. It’s a powerful, gravelly-sounding engine while the transmission, an eight-speed automatic from ZF, shifts deliberately slowly with the paddles in GT mode but quickens up nicely in Sport and Sport+.
Conclusion: Aston Martin DB12 Volante
The Aston Martin DB12 Volante represents a masterful blend of luxury, performance, and style, setting a new benchmark for open-top grand tourers. With its exquisite design, powerful AMG-derived V8 engine, and cutting-edge engineering, the Volante strikes a perfect balance between spirited driving and refined cruising. While it may not entirely outmatch the serenity of rivals like the Bentley Continental GT, it excels in delivering an engaging, dynamic experience that caters to enthusiasts and style-conscious drivers alike.