It's already built a hypercar, so the only way Aston Martin can shock the world is with a mid-engine supercar.
Toss a dog that never learned how to swim in a pool and you’ll see it frantically claw for familiar ground. Make a binge eater anxious and put them in a buffet and all that will be left are dirty dishes and familiar regret. Like the previous two tortured souls, Aston Martin is all over the place lately because it doesn’t know how to turn a profit. That’s why it has been fighting hard to make the best use of every red cent to strike gold and find its rightful place in the upper echelons of the automotive realm.
It sucks being the bearer of bad news, but Aston Martin has been doing it all wrong. To put its name everywhere, Aston Martin has been spewing out rumors like Elon Musk with a Twitter app and an Adderall prescription. First it was going to electrify the Rapide and hit the Model S where it hurts. Next, it wanted to release seven new cars (on a bare bones budget mind you) and create a range so wide that Rolls Royce and Ferrari would have competitors built by a company that uses the initials “David Brown.” All of this tough talk hasn't resulted in any guaranteed sources of income. So far, the only figment of Aston Martin’s dreams of production frenzy that have managed to materialize in real life is the Vulcan.
Even though the hypercar serves as a bedroom poster flagship and relays the message that the company can build some serious motor, only 24 cars are expected to be built, each costing of $2.3 million a pop. Another proposed hypercar is slated to emerge from the Gaydon, England factory and it will also have a limited run of 99 units. Despite the immediate gratification of the hypercar cash influx, high cost and extremely low-volume cars usually don’t turn the types of profits that keep auto giants propped up in the long term. This is where the DB11 comes into play, although at first glance it’s easy to see why it will fail to steal Ferrari 488 GTB and McLaren 650S customers away from the two titans.
It has it’s engine in the wrong place. The DB11 might play the important role of fighting in the grand touring and sports car realm, right around the level of the Nissan GT-R and Mercedes-AMG GT S, but it will be no Ferrari royalty. What Aston Martin needs is a car that sits midrange, higher than the DB11 and lower than a hypercar. This is exactly where the DBC concept comes into play. Penned by Azerbaijani designer Samir Sadikhov, the DBC is a mid-engine car that departs from Aston Martin’s traditional styling language. This is to be expected for a company that is changing its engine placement for the first time ever, but the DBC concept strikes a good balance between traditional Aston Martin styling elements and the modern supercar look.
Sourcing an engine with plenty of power and sex appeal would be easy, it only needs to use its new ties with Mercedes to access a solid lineup of AMG V8s. Or it could just use the 600 horsepower V12 that lies under the hood of the new DB11 to keep things homogenized. Lightweight materials would be forged using the lessons learned from making the 2,976-pound Vulcan. With a nod and a wink, the engineering team could cobble these aspects together to make a real supercar. Adding a mid-engine car to its lineup would expand the brand, help it learn valuable engineering lessons, and make money. Ferrari makes absurd money on the 488 GTB by using a blend of high demand and moderate availability, and its time that Aston Martin does the same.