Another tell is the way the thrust builds. High-performance V-12s tend to develop maximum torque at relatively high crankshaft speeds, but the new Aston V-12 has all 516 lb-ft on tap at just 1,500 rpm. (The GTC4Lusso's V-12 makes its peak torque at 5,750 rpm.) Nail the gas, and the DB11 instantly slingshots forward, especially with the powertrain switched to Sport or Sport Plus mode. With so much torque available so soon, the traction control system is at DEFCON 1 to stop the rear tires going up in smoke, particularly on a tight, twisting two-lane. Aston Martin claims a 0-60-mph time of about 3.9 seconds for the 3,902-pound DB11, and since we drove the prototype, Aston has adjusted the claimed top speed upward from 196 mph to 200 mph. Hey, we like round numbers, too. ...

2017 Aston Martin DB11 front three quarter 4

The new engine also features an innovative cylinder deactivation system that not only shuts down one bank of six cylinders on light throttle loads to improve fuel efficiency but also alternately shuts down the left and right hand banks to ensure the catalytic converters on each side of the engine remain within their operating temperature range. It works seamlessly; you're never aware of the acrobatics going on under the hood.

Switching the powertrain to Sport and Sport Plus modes changes the throttle mapping and opens the exhaust bypass valves, transforming the V-12 soundtrack from a muted growl to a barrel-chested roar under hard acceleration. For all-round driving, we preferred leaving both suspension and powertrain in Sport. For fast two-lane work, toggling the powertrain to Sport Plus mode not only sharpens the V-12's responses but also makes the rear-mounted ZF eight-speed automatic much more alert, delivering nicely judged rev-matched downshifts on the entry into corners and holding a lower gear when needed through switchbacks.

Right now, though, the transmission is the DB11's weakest link. Switching to Sport and Sport Plus modes seemed to increase shift shock rather than shift speed, the transmission thumping between ratios, particularly under hard acceleration. We also noticed occasional driveline shunt at low speeds, as if the engine and the trans weren't always on the same page. The problem is in the software. Aston engineers are aware of it and are working on the fix. And while they're at it, they could give the steering column-mounted paddle shifters a more concise action and precise feel.

The DB11s on the launch program were all pre-production models; another 150 will go down the assembly line at Gaydon before the first customer car is built. We're looking forward to a drive once the simple transmission software tweaks have been completed because this is otherwise an impressively accomplished car.

Tiny, independent Aston Martin has often teetered on the edge of bankruptcy, often conjuring charismatic GT cars almost out of thin air for less money than Toyota would spend on a Corolla face-lift. It still works with budgets that would almost be rounding errors at a big automaker, but there are no cracks to paper over with the DB11, no eccentricities to excuse. It's the best, most completely resolved new Aston Martin in the company's history.

2017 Aston Martin DB11
BASE PRICE	$211,995
VEHICLE LAYOUT	Front-engine, RWD, 2+2-pass, 2-door coupe
ENGINE	5.2L/600-hp/516-lb/ft DOHC 48-valve twin-turbo V-12
TRANSMISSION	8-speed auto
CURB WEIGHT	3,890 lb (mfr est)
WHEELBASE	110.4 in
LENGTH X WIDTH x HEIGHT	187.0 x 76.7 x 50.6 in
0-60 MPH	3.9 sec (mfr est)
EPA CITY/HWY/COMB	N/A
ENERGY CONSUMPTION	N/A
ON SALE IN U.S	November 2016