The Aston Martin Valhalla: A Test Drive in the Age of Hypercar Madness
Ask anyone about a new hybrid hypercar with more than 1,000 horsepower, and you’re likely to get a similar answer: “Exactly how you expect it to be.” While that might sound like a dismissive response, it’s a reflection of the surreal reality we live in today. The Aston Martin Valhalla, a machine that combines British elegance with German engineering, offers a taste of what’s possible when every technological advancement is pushed to its absolute limit. This isn’t just another fast car; it’s a statement about the future of performance, and it demands a closer look.
A Long Time Coming
It’s hard to believe that the Valhalla’s journey began in 2019, when Aston Martin first unveiled a concept car with the ambitious name of AM-RB 003. The name was a nod to the company’s sponsorship ties with the Red Bull Racing Formula 1 team, but as is often the case in the world of high-performance automobiles, a lot has changed in a few short years.
Aston Martin and Red Bull parted ways after the 2020 F1 season, and the Valhalla underwent significant development. The hybrid powertrain, originally planned as a custom-designed V-6, was replaced with a hybridized V-8 based on the Mercedes-AMG GT Black Series. Aston enhanced the AMG engine with larger turbos, a new intake manifold, stronger pistons, and different camshafts to boost power by nearly 100 horsepower and 50 lb-ft. This engine has become the exclusive heart of the Valhalla.
When I first saw a mockup of the car at the Pebble Beach Concours d’Elegance in August 2022, I was struck by its F1-inspired reclined and elevated-leg seating position. The projected specs for the V-8-based powertrain had jumped to a combined 1,012 hp and an undisclosed torque figure. Even then, I knew this car was special, and I was desperate to drive it.
Worth the Wait… and Then Some
Based on Aston Martin’s development timeline back then, I didn’t expect another three and a half years to pass before I got to drive the production version. However, the hardware has exceeded all expectations.
The flat-plane-crank, dry-sump, twin-turbo 4.0-liter V-8 makes 817 hp. Combined with a total of 248 hp from two Aston-designed radial-flux permanent-magnet motors on the front axle and a third mounted to the new eight-speed dual-clutch gearbox (an Aston first), the peak outputs are 1,064 hp and 811 lb-ft of torque.
Along with the motors, the hybrid system includes a 560-cell battery pack, kept cool by immersing the cells in dielectric oil. Chief Engineer Andrew Kay explained, “We’re able to push energy into the battery and cycle it out very quickly, which is very good for track use.” Unlike the original concept and its Valkyrie big brother, the production model is a plug-in hybrid, capable of driving up to 8.7 miles on electric power alone with a top speed of 80 mph.
But Something Else Happened Along the Way
Some might argue that the term “supercar” is more appropriate than “hypercar” in this context, but Aston Martin itself refers to the Valhalla as its first mid-engine supercar. The existence of the Valkyrie, however, has forced the company to use “super” to avoid the term “first ever.” Even so, the Valkyrie is barely a street car, with a starting price of over $3 million and a production run of only 285 units, making the Valhalla’s $1.1 million price tag and production run of 999 units seem relatively pedestrian.
Of course, that’s absurd in the real world, but it speaks to a bigger trend in modern high-performance automobiles. Millennial, Zoomer, and Gen Alpha car enthusiasts are now accustomed to seeing new million-dollar cars on their social media feeds at an alarming rate, each boasting unprecedented power, torque, acceleration, and technology.
For those who remember a time before the Bugatti Veyron, the world of performance was different. The Bugatti Veyron, in 2005, was the first million-dollar, 1,000-hp hypercar. But today? Since I sat in the Valhalla prototype at Pebble Beach, we’ve driven the Porsche 911 GT3 RS with half the horsepower and less advanced technology but with extreme racing aerodynamics. We’ve also tested the Ferrari F80, the 849 Testarossa, the Czinger 21C VMax, the Porsche 911 Turbo S, and even the hybrid Corvette ZR1X with 1,250 hp, which no one saw coming when the Valhalla was just a thought in the minds of Aston Martin and Adrian Newey.
Just Drive It
It’s with all this in mind that “comparison is the thief of joy” has never been more relevant in the world of supercars and hypercars. It’s also relevant here because comparing these vehicles is virtually impossible. For example, Ferrari has long refused to provide test cars for head-to-head comparisons, making it difficult to stage a proper showdown between the models listed above.
No matter, because the performance limits are so high that driving something like the Valhalla on its own merits and enjoying the experience is far more satisfying than trying to compare it to other vehicles. It’s also worth noting that the overall experience in a car like this matters. It’s no longer enough to be fast and thrilling on the road but terrible on the track, or vice versa. As Angus MacKenzie reported after his initial drive, this Aston Martin is a winner on all fronts.
On the Road
Unlike Angus, who drove the Valhalla on the Stowe circuit at Silverstone, I had a 50-minute road loop to begin with. Given its Le Mans Hypercar-inspired appearance and low, wide stance, you might expect a compromised daily driver, but that’s not the case. The only sacrifice is luggage space, as the area where the frunk would be is occupied by three radiators, electric motors, and a racing-style pushrod suspension layout.
This suspension choice was made to accommodate the F1-style driving position, which is so low that a conventional suspension would raise the body height and block the driver’s line of sight. The seats are fixed to the carbon-fiber monocoque tub, so there’s no motor to adjust them. Instead, you pull a leather strap between your legs to move the seat forward or back.
You get used to the driving position quickly, and within two miles, you realize the Valhalla’s adaptive Bilstein DTX dampers and overall suspension setup make for a very comfortable experience. The Spanish roads we drove weren’t perfectly smooth, but neither were they treacherous, and the suspension didn’t feel drastically different between the Sport and Sport+ settings—a trait we’ve praised in other new Astons, like the Vantage. The Race mode introduces a stiffer ride that you might grow tired of in everyday driving, but it’s still manageable, especially on a well-maintained road when it’s time to push the car.
The square-ish steering wheel feels mostly nice to use, but the molded crease on the back of the grip, designed to give you a better hold than a rounded surface, might not be comfortable for everyone. The steering feel is intuitive, with a good weight that isn’t too light or too heavy across the different drive modes.
When I came across a long, open stretch of country road with no one in sight, I brought the car to a stop, stood on the brake and throttle pedals, and launch-controlled the Valhalla as hard as it would go. After a slight rearward wiggle as the tires hooked up, it was simply a matter of speed. Aston says 0–62 mph takes 2.5 seconds, so expect 0–60 mph in 2.4 or 2.3 seconds. The acceleration isn’t more surprising than in other similar cars, but the flat torque curve means 90 percent of the peak 811 lb-ft is available from 2,500 rpm all the way to 6,700 rpm. It simply never stops pulling.
If there’s one disappointment, it’s the lack of high revs from the powertrain, which redlines at 7,000 rpm. The engine noise is a complex mix of electric motors, turbos, induction, and exhaust. It’s loud without being overbearing, which is satisfying when you open the throttle, but it’s not a sound that will be remembered for ages—there’s just too much going on.
Valhalla on the Track
There’s even more at play on the track, in this case Spain’s Circuito de Navarra, a 2.7-mile medium-speed road course with a mix of corners, braking zones, and elevation changes. In this closed environment, the Valhalla’s trick torque vectoring, aerodynamics, and braking system really shine.
You want to use Race mode, not just because it’s called Race and because you’re on a racetrack, but because of how the hybrid system operates. In Sport+ on the road, drivers aren’t usually asking for full power in sustained bursts, so the system dumps a
