Latest news with #DBX707
Times
9 hours ago
- Automotive
- Times
My terrifying stint driving F1 safety car at Silverstone
Driving the safety car around a track at Silverstone hammers home how speed is relative. Watch the Aston Martin flying around a Formula 1 grand prix and they appear to be creeping around in neutral, compared with the competitors. Then you sit in the passenger seat next to Bernd Mayländer or Karl Reindler and you realise that they are on the edge. On a remarkably wet Thursday in June, Aston Martin invited The Times to Silverstone to handle the Vantage safety car and the DBX707 medical car for ourselves, and to speak to the men behind the wheel. What are my high-speed bona fides? I'm glad you asked. I was caught speeding twice in the space of four minutes in 2016, on the approach to Cardiff from Aberavon Rugby Club, at 46mph and 34mph respectively (I thought it was still 70mph), and 13 days before this event, I placed fifth out of 17 in go-karting on a Ljubljana stag do. The safety car is deployed from near the track to control the field while a dangerous incident, such as a crash or breakdown, is dealt with, causing the competitors to slow down and bunch up before restarting proper racing. The medical car follows the pack on the opening lap and waits until they are required, speeding around to offer first-response assistance, before 'getting the show on the road'. According to data supplied by Aston Martin (who share duties with Mercedes over a campaign), their safety car was deployed seven times over the course of 12 races last season for a total of 20 laps, and the medical car 19 times. After six grands prix this season, the safety car has already had eight deployments for 34 laps, while the medical car has had ten deployments. How fast are we talking with these vehicles? The Vantage can accelerate up to 60mph in 3.4seconds, with a top speed of 195mph. On a short, winding circuit, Mayländer and Reindler approach only half that, but it is still enough to instil the fear of the divine into a first-time track user such as myself. They talk as if hurtling around a race track is a walk in the park, rather than a curdling of stomachs at 100mph. They simulate a race start, and Reindler in particular shows his skills in sliding around a bend at a speed I deem unnecessary. Every fibre in my body tells me we are destined to topple over, yet this is controlled oversteer by a professional in a luxury SUV. I have absolutely no desire to copy it. The conditions are such that my lack of petrolheadedness and love of 60mph is masked by the drenching of rain, worthy of a red flag in a race proper. My aim for the day is to get home. I feel the need not for speed, but for lunch. F1 first deployed a safety car — a yellow Porsche 914 — at the 1973 Canadian Grand Prix. It is much more professional now: Mayländer described the interior of the car as like an aircraft cockpit, with constant communication between him, his co-driver and race control. He was not an F1 driver but had been competing in the Porsche Supercup when asked to fulfil the role, and made his debut on March 12, 2000. Twenty-five years later he remains in post. An F1 celebrity in his own right, who has led more laps than most drivers ever will. 'I interviewed the safety-car driver,' I told my brother-in-law. 'Bernd Mayländer?' he replied. 'I have no problem to give autographs, selfies — it's great because I think if people are asking you for a selfie, that means it's a positive thing,' Mayländer, 54, says. 'It's great to have fans around the world, but for sure compared to other people, I'm quite normal.' Reindler shares duties with Bruno Correia as driver of the 'fastest ambulance in the world', enabling him to spend some time at home in Australia. His interest in safety came from his own career in motorsport. 'I had a very big accident myself in 2011,' Reindler, 40, says. 'The car caught on fire and I was rushed to hospital with burns to my face and hands and leg. 'As a young driver, you think you're invincible and you have to think that you're invincible. Otherwise, what are you even doing? You need the conviction when you're driving. And it was a bit of a turning point for me because I quickly realised I am human and I'm not invincible. 'The rewarding part of it for me is this continuous improvement. We've seen just how far we've come in the sport. Everyone talks about that fateful weekend at Imola in 1994 with Roland Ratzenberger and Ayrton Senna, of course. That was probably the big turning point for the sport. But there's this constant progression and need and desire to be better and safer.' Since Senna, Jules Bianchi is the only driver to have died after a collision in an F1 race, yet crashes still occur. When Max Verstappen struck a barrier at the 2021 British Grand Prix, the impact was measured at 51G. Mayländer et al arrive at a race on Wednesday. Track walk and testing on Thursday, media on a quiet Friday, then a weekend of races. It is a familiar routine given Mayländer has missed only a handful of grands prix over the past 25 years (though he still has time for a business — Mayländer Wine — on the side). 'I'm happy to have my 25th anniversary, let's see what's the next one,' he says. 'I have already had many busy days, even if you just think about this year in Melbourne, it was quite busy. If I look really into the history: 2007 Fuji was very busy, we didn't expect in the morning that we were doing so many laps; 2011 Montreal, the longest Formula 1 race ever, I was on track for 34 laps, in between two red flags.' Both men live in a world where having nothing to do is the best, safest course of a day. 'A weekend with no deployments, while boring per se, it's a successful weekend,' Reindler says. 'We have a full suite of medical equipment. We have a defibrillator, oxygen, trauma kit, burns kit. We always have a local doctor with us because they can legally practise medicine in that respective country. You have all sorts of drugs required for that first level of intervention. 'We also have first-response equipment. We have two different types of fire extinguishers in the car. We have the jaws of life. The Holmatro device, which can cut through the titanium halo, cut through Armco [crash barriers] if we needed to remove any hazards or obstacles for us. There's electrical safety equipment as well, because the hybrid systems in these modern F1 cars now, it's a very small risk. But we cater to that minimal risk of electrocution.' Despite their important roles on race day, they enjoy the thrill of driving around a track at speed, like the competitors. 'My favourite circuits are probably the old-school circuits,' Reindler says. 'Suzuka is the first one that comes to mind. It's high speed. It's narrow. 'No matter how many times you go to Monaco, my heart rate will sit 20 or 30 beats per minute higher driving around there than anywhere else because it's just zero margin for error around that place, going through the tunnel. You finish a lap there and you take a breath, you wipe the sweat off your brow. It's a rewarding feeling when you're driving around those sorts of circuits.' Reindler is generous with his encouragement as he accompanies my drive around the track, a hare giving a pep talk to a tortoise. Meanwhile Mayländer has to turn the safety car on for me because I forgot how to (what's the world got against a key in an ignition?). They are the men who embody the paradoxes of motorsport: safety in danger. For me, back to my red car (the extent of my knowledge) and a peaceful drive home.
The Verge
2 days ago
- Automotive
- The Verge
Apple CarPlay Ultra hands-on: more continuity, less disruption
It's been more than a decade since Apple unveiled the original version of CarPlay. In that time, the system has become indispensable for countless drivers all over the world. But while new iterations of iOS have introduced user interface tweaks and some additional customization features, its basic functionality hasn't advanced much since that announcement back in March 2014. This changes with the introduction of CarPlay Ultra. First shown at WWDC 2022 and now available on any iPhone 12 or newer that's running iOS 18.5 or later, CarPlay Ultra is designed to deliver greater integration with the vehicle itself, offering not only the ability to display CarPlay on multiple displays within the vehicle but also the option to adjust things like climate controls and drive mode settings from within the CarPlay interface. Much like the original version of CarPlay, CarPlay Ultra has had a protracted gestation period and is finally making its debut in Aston Martin's high-performance SUV, the DBX707. The fact that Aston Martin is the first out of the gate with support for CarPlay Ultra illustrates just how much the company's approach to technology has evolved in recent years. Like many low-volume auto manufacturers, Aston Martin has a history of partnering with other automakers in order to gain access to technologies that are simply too expensive for the British outfit to develop by itself. That's why models like the DBX707 and Vantage sportscar are powered by a 4.0-liter twin-turbocharged V8 that's supplied by Mercedes-AMG and then further tuned by Aston Martin. That's certainly no bad thing, though – with 697 horsepower on tap and an exhaust note that sounds like Beelzebub gargling a mouthful of nails, the DBX707's powertrain dishes out performance and character in equal measure. But the downside of this technical partnership that was established back in 2013 is that Mercedes-Benz refused to provide Aston Martin with the latest versions of its infotainment tech, so the vehicle's systems were effectively outdated before they even landed in its showrooms. Recognizing the fact that the infotainment system has become an integral part of the driving experience and is something that an owner will likely interact with every time they get into the vehicle, Aston Martin recently struck out on its own and built one from scratch. But this development also raises a question: Why give Apple more control of the in-car technology if you've finally got an infotainment system worth touting? An Aston Martin representative told us that while offering more choice and personalization options factored into the decision, it ultimately came down to customer requests. They also noted that familiarity is a big factor: With a luxury brand like Aston Martin, many of its customers have multiple vehicles, and CarPlay removes some of the friction involved in re-acclimating to a vehicle's operating system each time they switch from one to another. That certainly makes sense, but what does CarPlay Ultra actually offer for the other 99 percent of us? Quite a bit, as it turns out. Aston Martin said that the development process for CarPlay Ultra was a learning experience for both the automaker and Apple; the latter learned how to navigate the labyrinth of international safety regulations that dictate things like the required color palette for certain vehicle system readouts, while the former gained a better understanding of the tech giant's approach to interface design. The automaker also explained to us that Apple essentially provided a blank template that Aston Martin's engineering team then populated with the functions that they expected drivers to use the most often. Although there are still a few settings that are only accessible through the native infotainment software, other features that haven't been given a proper CarPlay Ultra makeover – like the 'Sound' and 'Stage' settings for the DBX707's Bowers and Wilkins audio system – can still be accessed within the CarPlay interface. In this particular instance, rather than requiring the user to navigate out of CarPlay to get into the native software to make a change and then jump back into CarPlay, the native UI's menu just pops up in a window inside of CarPlay itself, thereby eliminating all of those additional steps. There are also quite a few more personalization options available as compared to the standard version of CarPlay. Aston Martin developed its own bespoke CarPlay Ultra theme for the digital gauge cluster, and there are a number of other Apple-supplied gauge cluster 'themes' to choose from which can be further embellished with different colors and wallpapers. In the DBX707, the gauge cluster theme options as well as the choices for the information displayed in the center of the gauge cluster can be scrolled through using the small touchpad on the steering wheel. Despite the fact that CarPlay Ultra communicates with the vehicle wirelessly regardless of whether or not the phone is plugged into a data port, its response to inputs was immediate and free of any unsightly hiccups or choppy transitions. While there's a sense that aesthetic continuity is the main attraction here, there are also some features that provide genuinely new functionality as well. For example, with CarPlay Ultra you can set it so that Apple Maps shows you navigation instructions on both the gauge cluster and the infotainment system with different visual orientations for each, so if a section of the route is unclear from the view on the gauge cluster, you can simply look over at the infotainment system display to see it from a different perspective. It's also worth noting that one of the few complaints we have about Aston Martin's new infotainment system is that the text in the native operating system is often too small to easily be read at a glance, and that issue is comprehensively addressed by CarPlay's large font sizes and oversized on-screen buttons. Aston Martin said that the development process for CarPlay Ultra was a learning experience for both the automaker and Apple. It's hard to say whether or not CarPlay Ultra will eventually become as indispensable as standard CarPlay is now. Although the majority of automakers currently support the standard version and a number of them have expressed interest in bringing CarPlay Ultra compatibility to their vehicles in the coming years, some don't seem eager to give Apple more control over their screens, while others are actually phasing out CarPlay support entirely. It's understandable that a manufacturer like General Motors would want to see a return on investment for the massive amount of money that it's pouring into software development. On the other hand, most automakers still only spend a limited amount of time updating a particular infotainment system before turning their attention to whatever comes next. With CarPlay on board, the system's aesthetic and functionality are largely dictated by Apple's development road map, so while the native infotainment software might get left in the dust after a few years, CarPlay itself looks just as fresh in a vehicle from 2016 as it does in a contemporary model. And if all goes according to plan, CarPlay Ultra's ability to operate on all of a given vehicle's displays should take this futureproofing concept several steps further. Photography by Bradley Iger / The Verge
Auto Car
11-06-2025
- Automotive
- Auto Car
WATCH: All-new Apple CarPlay Ultra in action - in an Aston Martin DBX 707
Close Aston Martin has become the first manufacturer to offer the second generation of Apple's in-car smartphone mirroring system. Apple CarPlay Ultra dramatically expands the amount of screen space that the Apple interface can occupy, entering the car's instrument display as well as its infotainment screen. This means users can display maps or media alongside the rev counter and speedometer. They will also be able to select one of various designs for the instruments, as well as personalised colours, backgrounds and screen layouts. Watch our video above to see it in action in the updated Aston Martin DBX707.
Glasgow Times
08-06-2025
- Automotive
- Glasgow Times
Government makes driveway law change set to affect millions
No more planning applications are needed for EV charging point installations as the government cuts red tape. Future of Roads Minister, Lilian Greenwood, announced drivers and businesses will no longer need to submit a planning application to install public or private EV sockets. EV owners will be able to unlock savings of up to £1,100 a year compared to running a petrol or diesel car. 🇬🇧 Great to visit @astonmartin yesterday — where British engineering meets world-class innovation. 🚗 Took the DBX707 for a spin 🌍 UK trade deals with 🇺🇸 🇪🇺 🇮🇳 to safeguard 150,000 jobs in auto & steel 🔋 £2.3bn Govt boost to power the switch to EVs — Lilian Greenwood (@LilianGreenwood) June 6, 2025 The planning changes also apply to workplace and public chargepoints, meaning businesses will be able to install new sockets faster and for less money, increasing the number of public chargepoints. Ms Greenwood said: "We're cutting down on paperwork to power up the EV revolution, so that drivers, businesses and those looking to make the switch will have more chargepoints to power from, and less red tape to deal with." Vicky Edmonds, chief executive of EVA England, said: "Making it easier to install both public and private charging infrastructure is essential to helping more drivers switch to electric." She warned "further action is needed" as "drivers without driveways still face barriers to affordable, convenient charging". Recommended reading: She added: "We urge the Government to increase its support of the rollout of cross-pavement charging and extend legal rights to tenants and leaseholders, so all drivers can access and benefit from cheaper and more convenient charging." Jack Cousens, head of roads policy for The AA, believes "removing the planning rules" will help "accelerate installations". He further added: "The crucial element is ensuring grid connection in a timely manner. This is especially important in rural locations and areas where there is no dedicated off-street parking." Rocio Concha, director of policy and advocacy at consumer group Which? said it is "an important step in the right direction".
Leader Live
07-06-2025
- Automotive
- Leader Live
Government makes driveway law change set to affect millions
No more planning applications are needed for EV charging point installations as the government cuts red tape. Future of Roads Minister, Lilian Greenwood, announced drivers and businesses will no longer need to submit a planning application to install public or private EV sockets. EV owners will be able to unlock savings of up to £1,100 a year compared to running a petrol or diesel car. 🇬🇧 Great to visit @astonmartin yesterday — where British engineering meets world-class innovation. 🚗 Took the DBX707 for a spin 🌍 UK trade deals with 🇺🇸 🇪🇺 🇮🇳 to safeguard 150,000 jobs in auto & steel 🔋 £2.3bn Govt boost to power the switch to EVs The planning changes also apply to workplace and public chargepoints, meaning businesses will be able to install new sockets faster and for less money, increasing the number of public chargepoints. Ms Greenwood said: "We're cutting down on paperwork to power up the EV revolution, so that drivers, businesses and those looking to make the switch will have more chargepoints to power from, and less red tape to deal with." Vicky Edmonds, chief executive of EVA England, said: "Making it easier to install both public and private charging infrastructure is essential to helping more drivers switch to electric." She warned "further action is needed" as "drivers without driveways still face barriers to affordable, convenient charging". Recommended reading: She added: "We urge the Government to increase its support of the rollout of cross-pavement charging and extend legal rights to tenants and leaseholders, so all drivers can access and benefit from cheaper and more convenient charging." Jack Cousens, head of roads policy for The AA, believes "removing the planning rules" will help "accelerate installations". He further added: "The crucial element is ensuring grid connection in a timely manner. This is especially important in rural locations and areas where there is no dedicated off-street parking." Rocio Concha, director of policy and advocacy at consumer group Which? said it is "an important step in the right direction".
