Aston Martin DB11 vs Lexus LM 500H

What's the difference?

The Aston Martin DB11 AMR is fast, capable and beautiful. It has a unique character and charisma its Italian and German competitors can’t match. That said, some important media and safety-tech features are absent. So, it’s not perfect... just brilliant.

The Lexus LM 500h is luxurious, comfortable, practical, easy to drive and expensive. While it may appear to be the ultimate family car, with only four seats it's limited in terms of how many kids and their friends you can carry. On top of that, the privacy screen introduces accessibility issues to the kids you wouldn't encounter on other vehicles. If you are thinking of a Lexus people mover as your next family car I'd suggest looking at the LM 350h which has seven seats and no privacy screen. If you’re looking at a business class executive van the LM 500h would be perfect. 

For a while there it looked like Aston Martin had fallen into the ‘everything looks the same’ trap, with Ian Callum’s breakthrough DB7 design in the mid-‘90s writing the script for the DB9 that followed, and heavily influencing everything else in the brand’s subsequent portfolio.

But in 2014, Aston’s design chief Marek Reichman sent a message with the DB10 Concept that things were about to change.

James Bond had Q and MI6 to thank for his DB10 company car in Spectre, but real-world Aston Martin customers were soon offered the DB11, which combined the muscularity of Reichman’s work on the ultra-exclusive One-77 from a decade earlier with the swooping, long-nosed proportions of his track-only Vulcan hypercar.

The hallmark of a well executed 2+2 GT is that it looks bigger in photos than it does in reality, and the DB11 is a perfect case in point.

Appearing limo-sized in our accompanying images, the DB11 is in fact 34mm shorter end-to-end than a Ford Mustang, but it’s exactly 34mm wider, and no less than 91mm lower in overall height.

And as any fashionista worth their salt will tell you, dark colours are slimming, and our ‘Onyx Black’ AMR, with gloss black 20-inch forged rims and black ‘Balmoral’ leather interior accentuated the car’s tightly drawn, shrink-wrapped surface treatment.

Signature elements in the shape of a broad, tapering grille, divided side vents, and sharply curved, two-level (smoked) tail-lights clearly identify the DB11 as an Aston Martin.

But the smooth integration of the car’s broad haunches (very One-77), gently tapering turret (optional exposed carbon) and flowing bonnet is masterful and fresh. The dash-to-axle ratio (the distance from the base of the windscreen to the front axle line) is Jaguar E-Type-esque.

And it’s all subtly aero-efficient, For example, the door handles fit flush to the body, the mirror housings double as mini ‘wings’, and the Aston Martin ‘Aeroblade’ system channels air running from carefully crafted openings at the base of the C-pillar, through the rear of the car to generate downforce (with minimal drag) across a lateral vent on the trailing edge of the bootlid. A small flap rises at “high speed” when more stability is required. 

The interior is all business, with a simple instrument binnacle showcasing a central 12.0-inch digital speedo-within-tacho combination, flanked by configurable engine, performance and media read-outs on either side.

Aston has form with squared-off steering wheels and the DB11’s is flat on the bottom and decidedly straight on the sides, affording a clear view of the gauges without compromising purpose. A leather and Alcantara trim combination is (literally) a nice touch. 

The teardrop-shaped centre stack sits in a slightly recessed section (optionally) lined with ‘carbon-fibre twill’, while the form and function of the 8.0-inch multimedia screen at the top will be immediately familiar to current Mercedes-Benz drivers, as the system, including the console mounted rotary controller and touchpad, is sourced from the three-pointed-star brand.

A band of proudly illuminated buttons across the centre includes gear settings for the transmission and a winged stop-starter in the middle. Strange, then, that the plastic knobs on the adjustable air vents look and feel so cheap and bland. This a $400k-plus Aston Martin, where’s the knurled alloy? 

Other highlights include elegant sports seats trimmed in a combination of premium leather and Alcantara. Aston offers various levels of leather and our car’s black ‘Balmoral’ hide is taken from the top shelf.

The key accent colour inside and out on our test example was a screaming lime green, picking out the brake calipers, centre strips on the seats, and contrast stitching throughout the cabin. Sounds awful, looks amazing.  

The LM 500h doesn't look real. More like a concept vehicle with its vertical face wearing that enormous grille. Feels like if you watched it for long enough you’d catch it transforming into some kind of robot. Yet, at the same time its styling is elegant and prestigious.

I have a confession to make. I used this Lexus as my office. Its interior is that comfortable and spacious. I'm also a parent and there were times where it was the quietest place to get some work done.

It also let me observe people's reactions as they walked past with their dogs not knowing what was going on inside behind those tinted windows. The people that noticed were clearly car enthusiasts as they knew what they were looking at and couldn't pass without gaping it awe.

The LM 500h’s interior is superbly plush with thick carpets, beautiful copper metallic trim and nappa leather seats.

As I’ve said, the cockpit up front is less luxurious than the extravagant first class section in the back behind that dividing wall.

And yes, I’ve seen large screens before but nothing that stretches the width of the vehicle.

On one hand it’s hard to describe a supercar like the DB11 as practical when its primary purpose is to go ridiculously fast and look incredibly good in the process.

But this is, in fact, a ‘2+2’ GT, meaning a couple of occasional seats have been squeezed behind the front pair to allow obliging contortionists, or more likely small children, to enjoy the ride.

No one is claiming full four-seat capacity, but it’s a trick that has for decades made cars like Porsche’s 911 a more practical choice for high-end, high-performance sports car buyers.

At 183cm I can verify the chronically limited space back there, without anything in terms of connectivity, specific ventilation or storage options provided. Good luck, kids.

For those up front it’s a very different story. First, the doors are hinged to move up slightly as they swing out, which makes entry and egress a more civilised process than it might otherwise be. That said, those doors are still long, so it pays to pre-plan a workable parking spot, and the high-mounted, forward-facing interior release handles are awkward to use.

Storage runs to a box between the seats, complete with a two-stage electrically controlled lid, housing a pair of cupholders, an oddments space, two USB inputs and an SD card slot. Then, there are slim pockets in the doors, and that’s about it. no glove box or netted pouches. Just a small tray for coins or the key in front of the media controller.

And speaking of the key, it’s another strangely underwhelming part of the DB11 AMR’s presentation. Plain and insubstantial, it looks and feels like the key to an under-$20k budget special, rather than the heavy, polished and glamorous item you’d expect to be subtly placing on the table in your preferred three-hat restaurant.

The carpet-lined boot measures 270 litres, which is enough for some small suitcases and a soft bag or two. In fact, Aston Martin offers a four-piece accessory luggage set “expertly tailored to match the car’s specification.”

Don’t bother looking for a spare wheel, an inflator/repair kit is your only option in the case of a puncture.

You might be able to take Lexus out of Toyota but it's very hard to take Toyota out of Lexus and this particularly applies to the practicality of the LM 500h.

Every day I discovered new compartments, tray tables and storage areas. There are so many cabinets, lockers and hidey holes that we almost left my belongings (an entire family of plushie toy capybaras) behind because there are so many places to check.

Of course, I'm talking about the rear compartment here because up front there's not much storage. In fact, it proved to be quite a problem in that I had nowhere to put my bag with somebody sitting next to me and no area behind the front seats to stow it, either.

Talking of seats, the LM 500h only has four of them, with two up front and two in the rear. Up front, the seats are supportive and large, but the rear seats - those are, well... have a look at the images.

We’re talking two large captain's chairs that look as though they’ve been removed from the first class section of a plane.

And while this might be suitable for businesses shuttling a couple of executives to and from meetings, for a family, even with two children, the extra couple of seats a third row offers would come in handy.

The LM 350h has seven seats over three rows and no privacy screen. A far better choice for families.

For device charging there are USB ports up front and in the rear. There are wireless phone chargers for those in the back seats but not up front.

The LM 500h has a cargo capacity of 752 litres with all seats in place.

The Lexus LM 500h sits at the top of its range and is without a doubt one of the most expensive people movers on Earth with its list price of $220,888.

As you would imagine the standard features list is as extensive as it is extravagant.

For starters, while the regular LM 350h has two rows of seating in the rear (seven seats all up, including the front two), the 500h has the third row removed and just two super luxurious and enormous fully reclining seats fill the entire space. It’s like a theatre back there.

That theatre theme keeps going with a media screen in the back so large it stretches the width of the vehicle. Seriously, it's a 48-inch screen to watch movies or connect to your device.

The sound system is probably the best I’ve experienced - a spine tinglingly incredible 23-speaker Mark Levinson set-up.

What else can I tell you? Those rear seats are upholstered in beautifully soft semi-aniline leather. They’re heated and ventilated with a massaging function and... ridiculously comfortable.

There’s four-zone climate control, windows which have an electronic shade that turns the glass opaque, there are wireless phone chargers in the doors and carpet throughout so thick you sink down into it as you step inside.

Our LM 500h was upholstered in the 'Solis White' leather which also brings contrasting and mesmerising copper metallic trim.

Oh, and there’s a wall with an electric glass screen that can be raised or lowered to separate the rear passengers from the driver.

I should have mentioned this earlier. The kids loved it, but these parents spent a lot of time telling the 10- and three-year old not to put the screen up again.

The rear occupants, aka the kids, can also lock the screen in place. Which they did, and so sound proof is the dividing wall that we can only just hear their uproarious laughter.

Up front, the cockpit is comfortable but it’s clear all the space and luxury is for those being driven around.

Still, the front seats are leather with heating and ventilation, there’s a 14-inch media screen and 12.4-inch digital instrument cluster, plus a head-up display. Sat nav, Apple CarPlay and Android Auto are also standard.

The DB11 AMR’s (AE31) 5.2-litre, twin-turbo V12 is an all-alloy unit, tuned to deliver 470kW (up 22kW on the old model) at 6500rpm, while retaining the previous DB11’s 700Nm of maximum torque from 1500rpm all the way to 5000rpm.

As well as dual variable camshaft timing, the engine features a water-to-air intercooler and cylinder deactivation, which allows it to run as a V6 under light loads.

Drive goes to the rear wheels via a ZF-sourced eight-speed (torque converter) auto transaxle with column-mounted paddles, recalibrated for faster shifting in more aggressive Sport and Sport+ modes. A limited-slip differential is standard.

The LM 500h is a petrol-electric hybrid with a 2.4-litre four-cylinder turbo-petrol engine which makes 202kW/460Nm and works in concert with two electric motors.

The front motor makes 64kW/292Nm and the rear makes 76kW/169Nm. The combined maximum power output of the two motors and the petrol engine is 273kW.

The LM 500h is all wheel-drive and has a six-speed automatic transmission.

Minimum fuel requirement for the DB11 AMR is 95 RON premium unleaded and you’ll need 78 litres of it to fill the tank.

Claimed economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 11.4L/100km, the big V12 emitting 265g/km of CO2 in the process.

Despite standard stop-start and cylinder deactivation tech, in roughly 300km of city, suburban and freeway running we recorded a figure exactly nothing like that, according to the on-board computer we more than doubled the claimed number on ‘spirited’ drives. The best average figure we saw was still in the high teens.

Lexus says after a combination of urban and open roads the LM 500h should use 6.6L/100km. In our own testing we found consumption was higher at 9.4L/100km.

Worth noting my driving environment was mainly a hilly suburban one filled with school drop offs. Achieved some personal bests this week, with one long run to Sydney’s outskirts, only to return in nightmarish peak hour traffic.

Premium (95 RON) fuel is required and the tank size is 60 litres. In theory the driving range is a smidge more than 900km, which drops to around 640km using our real-world average.

The moment you press the starter the DB11 begins a theatrical performance worthy of the Royal Shakespeare Company.

A high-pitched whine reminiscent of a Formula One air-starter precedes a raucous blast of exhaust noise as the twin-turbo V12 bursts into life. 

It’s spine-tingling, but for those wanting to remain on good terms with their neighbours a quiet-start setting is available.

At this point, rocker buttons on either side of the steering wheel set the tone for what follows. The one on the left, marked with a shock-absorber graphic, allows you to scroll the adaptive damping set-up through Comfort, Sport, and Sport+ settings. Its ‘S’ branded partner on the right facilitates a similar trick with the drivetrain. 

So, throwing urban serenity out the window, we pushed into maximum attack mode for the engine, and by extension the exhaust, selected D and began to enjoy the first act.

A launch-control function is standard, so purely in the interests of science we explored its function and can confirm it works exceptionally well.

Aston claims the DB11 AMR will accelerate from 0-100km/h in just 3.7sec, which is properly fast, and two tenths of a second faster than the standard DB11 it replaces. 

Keep the pedal pinned and two things will happen; you’ll reach a maximum velocity of 334km/h and generate headline news across the country while making your way directly to jail.

With 700Nm available from just 1500rpm, and remaining on tap to 5000rpm, mid-range thrust is monumental and the thundering exhaust note accompanying it is the stuff automotive dreams are made of.

Peak power of 470kW (630hp) takes over at 6500rpm (with the rev ceiling sitting at 7000rpm) and delivery is impressively linear, without a hint of turbo hesitation.  

Aston claims the DB11 AMR will accelerate from 0-100km/h in just 3.7sec, which is properly fast.

The eight-speed auto is simply superb, picking up gears at just the right point and holding on to them for exactly the right amount of time. Select manual mode and the slender shift levers on either side of the steering column allow even more control.

In Sport and Sport+ drivetrain modes the howling exhaust is accompanied by an entertaining array of pops and bangs on up and down shifts. Bravo!

The DB11 AMR is underpinned by an ultra-stiff bonded aluminium chassis, with a double wishbone front/multi-link rear suspension set-up attached to it.

Spring and damper rates are unchanged from the previous DB11 and even on enthusiastic back-road runs we found suspension in Comfort and driveline in Sport+ to be the best combination. Flicking the shocks into Sport+ is best kept for track days. 

Steering is (speed dependent) electrically power-assisted. It’s beautifully progressive, yet pin-sharp with excellent road feel.

The big 20-inch forged alloy rims are shod with high-performance Bridgestone Potenza S007 rubber (255/40 front – 295/35 rear), developed as original equipment for this car and Ferrari’s F12 Berlinetta.

They combine with the 1870kg DB11’s near perfect 51/49 front to rear weight distribution and standard LSD to deliver confidence-inspiring balance and ferocious power down on (quick) corner exit.

Braking is handled by huge (steel) ventilated rotors (400mm front – 360mm rear) clamped by six-piston calipers at the front and four-piston at the rear. We might have put them under decent pressure from time-to-time, but stopping power remained prodigious and the pedal firm.

In the calm of urban traffic the DB11 AMR is civilised, quiet (if you prefer) and comfortable. The sports seats can be adjusted to grip like a vice at speed or provide more breathing room around town, the ergonomics are spot-on, and despite its striking looks, all around vision is surprisingly good.

Overall, driving the DB11 AMR is a special event, flooding the senses and raising the heart rate no matter what the speed.

Quite simply, driving the LM 500h is like piloting a limousine on stilts. Superbly comfortable, but with an elevated driving position that offers outstanding forward and side visibility, the LM 500h is an easy vehicle to drive for long periods of time.

A digital rear vision mirror means visibility behind is good and unobstructed by the privacy screen or the seats.

The drawbacks are down to the lack of space up front, with the driver’s chair limited in its ability to recline or slide back due to the bulkhead behind it.

And that's compounded by the lack of cabin storage for bags if the front passenger seat is taken.

As for the rear passengers there aren't many people movers offering this level of comfort, except perhaps the Zeekr 009.

Variable suspension that adjusts continuously keeps the vehicle composed and provides a high level of comfort for those in the rear. At the same time, the LM stays nice and flat through roundabouts while remaining civilised over speed bumps.

And then there's the acceleration, which, while not supercar-like is incredibly brisk for a van. The all-wheel drive system provides outstanding traction in wet and slippery conditions, too. 

Our family used the LM daily for everything from school runs to shopping trips and weekends away and not only was it fun to drive, our lucky rear passengers enjoyed sitting high and being able to see clearly out their windows along with the luxury of a giant movie screen.

The Lexus  LM 500h is yet to be tested by ANCAP so it doesn't have a safety assessment score. There is, however, a high level of safety tech onboard including AEB which can detect pedestrians, cyclists, motorcyclists and other vehicles, emergency steering assist, lane keeping assistance, road sign recognition, rear cross-traffic alert, front and rear parking sensors as well as six airbags.

For child seats there are ISOFIX points and top tether anchor mounts on the two rear seats. We have a forward facing child seat and found it easy to install.

A space-saver spare wheel is located under the boot floor.

While Kia leads the mainstream market with a seven-year/unlimited km warranty, Aston Martin sits further back with a three-year/unlimited km deal. 

Servicing is recommended every 12 months/16,000km, and an extended, transferable 12-month contract is available, including everything from provision of a taxi/accommodation in the event of breakdown, to coverage of the vehicle at “official Aston Martin organised events.”

Lexus covers the LM 500h with a five-year, unlimited kilometre warranty. 

The Lexus Encore Platinum program is complimentary for LM owners for three years, providing 24-hour roadside assist, a loan vehicle or pick-up/return service at service time, 'On Demand' vehicle evaluation options, valet and airport parking benefits as well as exclusive offers and event opportunities.

Servicing is recommended annually or every 15,000 kilometres, and impressively, pricing is capped at $695 per service over five years.