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That said, I didn't come back from rural France -- where Aston unveiled the car -- in love. Perhaps my expectations, fueled by months of hype and, of course, "Casino Royale," were too high. Maybe my mind was fogged by jet-lag. But while I fully expected to lust after the DBS, now that I've driven it I'm unmoved.

For sure, the DBS -- the most potent Aston Martin production car ever -- is a compelling piece. Imagine, if you will, a La Perla negligee that goes 191 mph. Sex revealed in aluminum and carbon fiber. That's the DBS in a nutshell. I'd like the look at lot more, though, if the sticker were, say, under $150K. For close to 300 large the DBS seems almost too distinguished, too Prince Charles in tailored Turnbull & Asser shirt. It needs a little Mick Jagger swagger. Even the stately Rolls Phantom looks like it knows how to party like Austin Powers now and then. The DBS seems sniffy and remote in comparison.

The big 5935cc V-12 is, no question, simply awesome. Stomp on the throttle and the exhaust note detonates, a bi-valve front airbox cracks wide, cams whine; before you can say "hang on!" you're into the rev limiter. The engine is 510 stallions strong but light switch-responsive and turbine smooth. Aston claims 0 to 62 mph in 4.3 seconds (and I wouldn't be surprised if our hot shoes can improve on that number). Monster torque (420 pound-feet) makes for effortless stoplight getaways; the six-speed manual box rows smoothly. Keeping the wild rush in check are gigantic Brembo carbon-ceramic brakes, six-piston calipers in front and four-piston in back, which, Aston says, improve stopping distances by 10 percent over the DB9 upon which the DBS is based.

Despite a carbon-fiber hood, decklid, and front fenders (the rest of the body is crafted in aluminum), the DBS checks in at 3750 pounds (though that's about 140 pounds less than the DB9). This is a big, heavy coupe; on the winding roads around Cahors, France, the DBS felt more "GT" than "sports car." Yet with shocks and springs 50 percent stiffer than the DB9's, the ride borders on too firm for relaxed long-distance touring. And that's in comfort mode. Switch to sport, and the adaptive Bilsteins -- which automatically switch between five different settings -- remain in their stiffest position as often as the chassis computer's ride/handling algorithm allows. In compensation, grip level is quite high. In most turns, you'll run out of nerve before the P Zeroes have even begun to speak up.