Aston Martin DB11 V8 2017 first drive

Conveniently for those of us living elsewhere, though, there are reasons other than financial ones to consider whether your new Aston really needs the full-dozen cylinders – and, depending on your outlook, they may ultimately be convincing arguments.

On the back of that 115kg weight saving (not to mention a favourable redistribution of mass rearwards and inside the car’s wheelbase), Gaydon has taken the opportunity to refocus the DB11’s suspension and steering to make it handle better and involve its driver more. This, you may remember, was one of only a few criticisms we had of the DB11 in last year’s road test. The V12 car plays the long-striding, rich and enigmatic grand touring coupé very well – but it was unusually softly sprung and light in its controls by Aston’s standards. And now that I’ve driven the DB11 V8, I understand why it was made that way.

The specific changes made to the V8’s suspension include stiffer bushings and anti-roll bars front and rear, some altered wheel geometry, as well as new adaptive dampers programmed for a greater spread of ride comfort and body control between the Aston Martin DB11’s GT, S and S+ drive modes. There’s a new lateral link in the multi-link rear suspension and, according to Aston dynamics don Matt Becker, a much greater sense of support from the rear axle. The car’s effective spring rates haven’t changed, but its power steering calibration has, with an emphasis put on greater weight, more feedback and improved on-centre stability.

This, therefore, is quite a dramatically altered animal – particularly when you consider how significantly its weight saving must also contribute to that dynamic overhaul. But a better Aston Martin GT car? I guess that’d depend how badly you want your £150,000 Aston to have a V12 engine that’ll only ever appear under the bonnet of an Aston.

V12 engines are, after all, increasingly rare and enduringly special things. But, as it happens, Aston’s done a remarkably good job of making Affalterbach’s 4.0-litre V8 its own. It sounds subtly different than you’ll find it in a Mercedes-AMG GT or an Mercedes-AMG E 63, thanks to new induction and exhaust systems. It’s more than potent enough to make the Aston a first-class performer; in some ways, it even shows the V12 up a bit.

At the end of a long drive, you’re left in no doubt that this car feels much truer to Aston’s long-standing tradition of building sporting grand touring coupés and proper driver’s cars than its more expensive and powerful cousin. The Aston Martin DB11 V12 retains its place, of course – and as a more isolating, gentle-riding, luxurious distance machine, it’s great at what it does.

But for proof of the V8’s stature, look no further than Aston’s plan to transfer most of the V8’s suspension and steering changes onto the V12 as part of next year’s model-year revision.