Just as the engine’s appeal can be found in more subjective areas rather than simply statistically outgunning the opposition, so too can be said of the chassis.
The DB9 is not a car that’s going to grip like a mid-engined Ferrari nor ride like a Rolls-Royce, but that is the fate of all grand touring cars with a brief to straddle the disciplines of ride and handling and provide the best possible blend of the two. Or at least it should be.
And with the DB9 at least, it is. Thanks in no small part to the tuning latitude provided by those electronic dampers, Aston Martin has been able at last to exploit fully the talent that was clearly latent in the DB9’s chassis all along.
The Aston handles beautifully, which is not to say it will corner fast enough to pull your head off your shoulders. Grip is good but it is the balance of the car that is memorable. All Astons built on VH architecture have had favourable weight distributions thanks to the location of the gearbox over the rear axle, but now the DB9 is making the most of the advantage.
Its long wheelbase and considerable weight means the car is never going to feel truly agile, but it is accurate, poised and phenomenally progressive should you turn off the electronics and breach the limits of the Aston's tyres.