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2026 Aston Martin DB12 S: Sharper, Louder, Meaner — the New Pinnacle of the Super Tourer

Aston Martin doesn’t do subtle when it comes to its “S” badge. In Gaydon’s dictionary, the letter stands for sharper steering, louder exhausts, and a little more everything. The new DB12 S is no exception — a harder-edged, more focused evolution of the brand’s already formidable “Super Tourer.”

The DB12 S takes the stunning DB12 launched in 2023 and turns the dial up to 12. Think of it as the British grand-touring equivalent of espresso with rocket fuel. The twin-turbocharged 4.0-liter V-8, sourced from Mercedes-AMG but re-engineered by Aston Martin, now cranks out 700 PS (690 hp) and 800 Nm (590 lb-ft) of torque — a modest 20-horsepower bump that feels anything but modest once the tach swings past 3000 rpm. Top speed rises to 202 mph, while the sprint to 60 mph drops to 3.4 seconds, thanks to faster gearshifts and a retuned launch control.

A V8 That Sings in Surround Sound

If the DB12’s soundtrack was a baritone, the DB12 S is a full orchestra. A new quad-pipe stainless-steel exhaust broadens the tone across the rev range, and an optional titanium system cranks volume by 1.5 decibels while shaving nearly 12 kilograms (26 pounds). The result is less GT whisper and more Le Mans thunder — the kind of noise that earns applause in tunnels and side-eye from neighbors.

Sharper Reflexes, Lighter Feet

Aston’s chassis engineers clearly spent late nights chasing agility. Revised geometry (camber, toe, and caster), a stiffer rear anti-roll bar, and fresh software for the Bilstein DTX adaptive dampers all conspire to make the DB12 S feel more keyed-in and confident at the limit. Steering calibration and the electronic rear differential have been refined for crisper turn-in and a more natural connection between throttle, tire, and driver.

And for the first time on a DB12, carbon-ceramic brakes come standard. The massive 410 mm front and 360 mm rear discs cut a whopping 27 kilograms (60 pounds) of unsprung mass. The payoff? Improved ride quality, better steering feedback, and fade-free stopping power even after a few laps of Silverstone.

Backing up the hardware is a suite of electronic wizardry: a new Corner Braking Control (CBC) system predicts grip levels while trail braking, distributing torque across the rear axle for stability and precision. In practice, that means later braking, tighter lines, and a sense that the car reads your mind before each corner.

Designed to Dominate the Boulevard — and the Autobahn

The DB12 S doesn’t just go harder; it looks the part. Up front, a dual-element splitter and functional bonnet louvres (available in gloss black or carbon fiber) lend the car an angrier stance while aiding cooling and downforce. Gloss-black side sills visually stretch the silhouette, while a fixed rear spoiler and a new diffuser housing stacked twin exhausts give the tail an extra hit of aggression.

Even the badging gets special treatment — a forged “S” emblem filled with red enamel, a nod to Aston’s 1953 DB3S racer, the car that started the brand’s “S” suffix tradition.

Inside: Couture Meets Cockpit

The DB12’s already exquisite interior takes on a racier tone. A red-anodized drive-mode selector anchors the center console and dictates accents throughout the cabin — from the seatbelts to the contrast stitching. Three trim environments are available:

  • Accelerate (leather and Alcantara)
  • Inspire S (semi-aniline leather and Alcantara)
  • Inspire S Full Leather, featuring intricate herringbone quilting and micro-perforations

Standard 16-way Sport Plus seats strike a sweet spot between GT comfort and circuit support, but hardcore types can opt for Carbon-Fiber Performance seats that look stolen straight from a Valkyrie.

Super Tourer, Super Sorted

Simon Newton, Aston’s Director of Vehicle Performance, puts it succinctly: “With DB12 S, we’ve amplified driver engagement without losing refinement.” Translation: it’s a grand tourer that still cossets on the motorway yet begs for more throttle and later braking on your favorite mountain road.

Available in both Coupe and Volante forms, the 2026 Aston Martin DB12 S is open for orders now, with first deliveries slated for early 2026. Pricing hasn’t been announced, but expect a healthy premium over the regular DB12’s six-figure tag — and every penny to feel worth it the first time you floor it through second gear.

Because if the DB12 was a gentleman in a tailored suit, the DB12 S is the same man — only with his cuffs rolled up, a wild grin, and a few more scars from late-night drives across the continent.

Source: Aston Martin

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Aston Martin and Champagne Bollinger Toast to a Partnership Steeped in Craftsmanship

There are brand pairings that feel engineered in a boardroom, and then there are those that just make sense. Aston Martin’s latest announcement falls squarely in the latter category: the British marque has named Champagne Bollinger as its Official Champagne partner. In return, Aston Martin becomes Bollinger’s Official Automotive Partner—a neat symmetry that’s more than a marketing handshake.

The collaboration isn’t just about logos on event backdrops. It’s a meeting of two houses that have built their legacies on patience, precision, and an unrelenting pursuit of quality. Aston Martin, founded in 1913, has spent over a century perfecting the art of blending performance and elegance. Champagne Bollinger, established in 1829 in Aÿ, France, has earned a reputation for wines as complex and meticulous as the steel and leather that define Aston Martin’s GTs.

Both names carry the gravitas of tradition, but neither is shy about pushing forward. Bollinger still employs its own cooper to maintain more than 4,000 oak barrels—an artisanal touch nearly extinct in modern winemaking—while embracing innovative techniques that refine its style without diluting its heritage. Aston Martin, meanwhile, continues to handcraft cars that stand as much for design purity as for engineering excellence.

The two brands also share a uniquely British connection. Bollinger has supplied the Royal Household since 1884, while Aston Martin has long been a darling of British motoring royalty. Both carry Royal Warrants, underscoring a bond not just of heritage, but of pedigree.

“The partnership is a natural alignment of two iconic brands,” said Charles-Armand de Belenet, Managing Director of Champagne Bollinger. “Both our Maisons share a commitment to timeless elegance, heritage, and the mastery of our respective crafts.”

That alignment will now come to life in Aston Martin’s most exclusive spaces: private unveilings, VIP gatherings, even race paddocks where victories are measured in tenths of a second. From corks popping beside new supercar launches to flutes raised after podium finishes, Bollinger will be there to elevate the occasion.

“At Aston Martin, we believe in creating unforgettable experiences that blend performance, craftsmanship, and artistry,” said Stefano Saporetti, Aston’s Director of Brand Diversification. “The partnership with Champagne Bollinger exemplifies this spirit.”

It’s hard to argue with that. Champagne has always been about celebration, and Aston Martin has always been about occasions worth celebrating. Together, they promise moments as effervescent as the bubbles in a Bollinger Brut—and as thrilling as a downshift in a V12 Vantage.

And, as both brands are quick to remind, there’s one golden rule: raise your glass, but never your right foot. Never drink and drive.

Source: Aston Martin

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When Renault Meets Aston: Laurens van den Acker and Marek Reichman Swap Keys

It’s barely past sunrise when Laurens van den Acker, Renault Group’s design supremo, bounds out of a Rafale at Aston Martin HQ. He’s running on little sleep after a predawn flight to the UK, but you wouldn’t know it. “This is like Christmas for me,” he grins, moments before taking the keys to a V12 Vanquish from his old friend Marek Reichman, Aston Martin’s chief creative officer.

Reichman, in turn, takes the keys to something altogether smaller and sunnier: a bright yellow Renault 5. On paper, it’s a mismatch. In practice, it’s a fascinating collision of worlds—the kind of car swap you only get when designers, not accountants, call the shots.

A Vanquish Dream, a Hot Hatch Reality

The duo set off into the Warwickshire countryside, where Aston routinely fine-tunes its cars on a diet of lumpy cambers, tight corners, and potholes that could swallow a Twizy whole.

For van den Acker, the experience borders on spiritual.
“I don’t think I’ve ever experienced this type of acceleration before,” he says, still laughing as if the Vanquish’s V12 tickled him rather than tried to rearrange his organs. “You feel the adrenaline pumping, and the car just invites you to go faster. I thought I’d be intimidated, but it just wants you to come play.”

Reichman, meanwhile, wrings surprising joy from the pint-sized Renault. “It was really good,” he admits. “Responsive, fun, even a little wheel screech at one point. If you see an opportunity, you can take it. The Vanquish behind me probably helped.”

Cross-Pollination at 7,000 RPM

Design directors rarely get to sample cars outside their own segment. When they do, they can’t help themselves—they drive with one eye and inspect with the other. Reichman admits he spent as much time studying the R5’s material transitions and screen integration as he did hustling it down the B-roads. Van den Acker, for his part, treats the Vanquish as both fantasy fulfillment and a benchmark: “For us, Aston Martin is a reference in design. It’s the whole brand experience.”

Despite the gulf between their products, both men agree we’re living through a “golden age of car design.” With new competitors from China, electrification reshaping proportions, and consumers expecting premium execution at every price, the arms race is hotter than ever.

Mainstream vs. Luxury: Same Game, Different Budgets

Reichman has spent two decades shaping Aston Martin’s form language, racking up more than 50 production cars, one-offs, and specials. Van den Acker, by contrast, has overseen Renault, Alpine, and Dacia—brands that sell in high volume and tight budgets but now carry a design coherence he’s proud of.

“The level of car you can get for the money now is incredible,” he says. “With the Renault 5 we pushed to the last five percent of detail. It’s like Formula 1: that last bit has the biggest impact.”

Reichman nods. “At Aston, we might spend the budget on carbon fiber. At Renault, you might tool plastic differently. The shape is what matters—the rest is about where you allocate the money.”

It’s a reminder that whether you’re sketching a €20,000 hatchback or a €300,000 GT, the essential challenge is the same: create desire.

Old Friends, New Roads

The chemistry between the two is obvious. They first met in California in the early ’90s, part of a wave of young designers lured by surfboards, barbecues, and big dreams. They later crossed paths at Ford in Detroit, where their competitive streaks spilled over into a legendary football match that left Reichman with a scar courtesy of van den Acker’s uncompromising attack. “He should have been sent off,” Reichman jokes. “Deserved,” van den Acker admits.

Now, decades later, they find themselves on parallel but opposite trajectories: one drawing dream machines in Gaydon, the other shaping icons of the street in Boulogne-Billancourt. Both insist they’d happily swap challenges. Reichman fancies designing a Twizy as much as a Valkyrie; van den Acker, meanwhile, still dreams of penning a sports car. “Give me a package,” he says, “and it would come naturally.”

Parked side by side at Caffeine & Machine, the Vanquish and Renault 5 attracted equal amounts of attention—proof that charisma doesn’t always correlate with cylinder count. “Popular cars need to be flexible,” van den Acker says. “But whether it’s a Renault 5 or an Aston Martin, people know when it’s right and when it’s wrong.”

That’s the unspoken bond between two friends from opposite ends of the automotive spectrum: respect for the craft, the competition, and the sheer joy of a good drive.

And judging by the grin still plastered across van den Acker’s face, the Vanquish delivered exactly that.

Source: Autocar