Aston Martin Valhalla Review: The Electric Supercar That Rewrites the Rules
“So, how was it?!”
It’s the inevitable question for anyone who’s driven the Aston Martin Valhalla. With a price tag nearing $1.1 million and 1,064 horsepower, it’s more than just a car; it’s a statement. But reviewing these ultra-high-performance machines has become surreal in recent years.
When friends asked me the same question the day after driving the 2026 Aston Martin Valhalla, I hesitated. Simply put, it was exactly what you’d expect—if you’ve experienced the pinnacle of supercar engineering. In the 2020s, what once seemed unimaginable is now the standard.
A Decade in the Making
Seven years seems like a lifetime ago, especially after the mind-bending pandemic years that warped our sense of time. That’s how long it’s been since Aston first unveiled what was then known as the AM-RB 003 at the 2019 Geneva Motor Show.
The original name—later changed to Valhalla, referencing the mythical Norse afterlife for warriors—reflected its ties to the Red Bull Racing Formula 1 team. However, the automotive world was rapidly evolving, and so was Aston Martin.
Aston and Red Bull parted ways after the 2020 F1 season. More importantly, the Valhalla’s hybrid powertrain shifted from an in-house 3.0-liter V-6 to a hybrid version of the Mercedes-AMG GT Black Series’ twin-turbo V-8. The Valhalla features larger turbos, a new intake manifold, and reinforced internal components, pushing the total output to nearly 100 hp and 50 lb-ft higher than the standard engine.
In 2022, sitting in a mock-up at Pebble Beach, I marveled at the F1-inspired seating position and the projected specs: a combined 1,012 hp and an undisclosed torque figure. It was clear this car was something special, and I couldn’t wait to drive it.
Worth the Wait, But Something Changed
Full CBS New Y&R Friday, 3/14/2025 The Young And The Restless (March 14,2025)
Aston Martin Valhalla Review: The Electric Supercar That Rewrites the Rules
“So, how was it?!”
It’s the inevitable question for anyone who’s driven the Aston Martin Valhalla. With a price tag nearing $1.1 million and 1,064 horsepower, it’s more than just a car; it’s a statement. But reviewing these ultra-high-performance machines has become surreal in recent years.
When friends asked me the same question the day after driving the 2026 Aston Martin Valhalla, I hesitated. Simply put, it was exactly what you’d expect—if you’ve experienced the pinnacle of supercar engineering. In the 2020s, what once seemed unimaginable is now the standard.
A Decade in the Making
Seven years seems like a lifetime ago, especially after the mind-bending pandemic years that warped our sense of time. That’s how long it’s been since Aston first unveiled what was then known as the AM-RB 003 at the 2019 Geneva Motor Show.
The original name—later changed to Valhalla, referencing the mythical Norse afterlife for warriors—reflected its ties to the Red Bull Racing Formula 1 team. However, the automotive world was rapidly evolving, and so was Aston Martin.
Aston and Red Bull parted ways after the 2020 F1 season. More importantly, the Valhalla’s hybrid powertrain shifted from an in-house 3.0-liter V-6 to a hybrid version of the Mercedes-AMG GT Black Series’ twin-turbo V-8. The Valhalla features larger turbos, a new intake manifold, and reinforced internal components, pushing the total output to nearly 100 hp and 50 lb-ft higher than the standard engine.
In 2022, sitting in a mock-up at Pebble Beach, I marveled at the F1-inspired seating position and the projected specs: a combined 1,012 hp and an undisclosed torque figure. It was clear this car was something special, and I couldn’t wait to drive it.
Worth the Wait, But Something Changed
Aston Martin’s initial development timeline suggested another three and a half years before the production version was ready. The actual hardware, however, exceeded all those earlier expectations.
The flat-plane-crank, dry-sump, twin-turbo 4.0-liter V-8 produces 817 hp. Combined with 248 hp from three Aston-designed radial-flux permanent-magnet motors—one on the front axle and a third integrated into the new eight-speed dual-clutch transmission (a first for Aston)—the Valhalla hits 1,064 hp and 811 lb-ft of torque.
The hybrid system uses a 560-cell battery pack, kept cool by immersion in dielectric oil. As chief engineer Andrew Kay explained, “We’re able to push energy into the battery and cycle it out very quickly. This is very good for track use, in particular.”
Unlike the original concept, the production Valhalla is a plug-in hybrid. It can drive up to 8.7 miles in EV-only mode, with a top speed of 80 mph.
Redefining the Modern Supercar
For those unfamiliar with ultra-high-performance cars, the term “supercar” often implies something beyond the Valkyrie, which is arguably a true hypercar. Aston Martin has positioned the Valhalla as its first-ever mid-engine supercar, partly to avoid stepping on the Valkyrie’s toes.
Regardless of the terminology, the Valhalla operates in a rarified space. Its $1.1 million starting price and production run of 999 units make it seem almost pedestrian compared to the Valkyrie’s $3 million-plus price tag and 285-unit limit.
This reality speaks volumes about the state of modern performance cars. The younger generations—Millennials, Gen Z, and Gen Alpha—are accustomed to seeing million-dollar cars populate their social media feeds almost weekly, each pushing the boundaries of power, speed, and technology.
For older enthusiasts, it’s hard to forget the shock of the 1993 McLaren F1 or the 2004 Bugatti Veyron, the car generally credited with being the first million-dollar, 1,000-hp hypercar.
Nowadays? Since I sat in the Valhalla prototype, we’ve tested cars like the Porsche 911 GT3 RS with half the power but with so much race-derived aerodynamics and technology that it requires a pro-level skill set to maximize on a track. Its suitability as a daily driver is debatable, given its stiff suspension.
Stepping up in price and technology, we’ve recently sampled the Ferrari F80, the 849 Testarossa, the Czinger 21C VMax, and even the “more run-of-the-mill” Porsche 911 Turbo S. There’s even a hybrid Corvette ZR1X with 1,250 hp that no one saw coming when the Valhalla was just an idea.
The Driving Experience: On the Road
With so many incredible cars on the market, comparison is often the thief of joy. Fortunately, the Aston Martin Valhalla deserves to be evaluated on its own merits, offering a unique experience that stands out in a crowded field.
It’s not enough for modern cars to be fast; they must be thrilling on the road and capable on the track. The Valhalla proves it can do both. Angus MacKenzie had already driven a “prototype” that was nearly identical to the final product, but Aston gave me a 50-minute road loop to start.
Don’t let the Le Mans Hypercar-style looks fool you. The Valhalla is surprisingly comfortable on the road, though luggage space is nonexistent. The three high-temperature radiators, electric motors, and racing-style pushrod suspension take up all the room.
The F1-style seating position is low, and the seats are bolted down. Adjustments are made via a leather strap between your legs—not exactly conventional, but functional.
Despite the unconventional setup, you adapt quickly. The Bilstein DTX active dampers and five-link rear suspension provide a comfortable ride, even on imperfect roads. While Race mode introduces a harsher ride, it’s livable on smooth, fast roads.
The square steering wheel feels good in hand, though the molded-in crease on the backside might not be for everyone. The steering feedback is intuitive, with a satisfying weight that remains consistent across all drive modes.
When I found an empty stretch of country road, I launched the Valhalla. It rocketed off the line, with a slight wiggle from the rear as the tires found grip. Aston claims 0–62 mph in 2.5 seconds, putting it close to 2.3 seconds for a 0–60 mph run. The power delivery is relentless, with 90% of peak torque available from 2,500 to 6,700 rpm.
One minor quibble might be the redline—7,000 rpm—which is lower than some competitors. The engine note is a symphony of electric motors, turbos, and exhaust. It’s loud enough to be thrilling but doesn’t sound like a classic V-12 masterpiece.
The Valhalla on Track
The real test came at Spain’s Circuito de Navarra, a 2.7-mile track with a blend of corners and elevation changes. This is where the Valhalla’s trick torque vectoring, aerodynamics, and braking system shine.
For the track, you want Race mode—not because it’s named that, but because of how the hybrid system operates. On the road, Sport+ dumps massive electric boost to the wheels, draining the battery quickly. The Valhalla recovers this energy through brake-by-wire, so you’re ready to go again.
On the track, Race mode meters the electric assist, holding back up to 15% state of charge to prevent the battery from running out. As Kay noted, “In Sport+ on a track, you will get more noticeable reduced performance after a lap or two… but Race mode never does that—it’s overall the most efficient and usable.”
This matches my experience. Race mode allows you to focus on driving without worrying about battery levels. It’s a testament to Aston’s engineering that the car handles everything thrown at it, feeling stable and predictable even at high speeds.
For drivers seeking high-drama drifting and massive sideways moments, cheaper cars might be a better fit. The Valhalla, however, wants to rotate into corners, enticing you to push harder and trust the car’s grip. The front-axle torque vectoring and rear e-differential work together to keep the chassis rotating smoothly.
Aston achieves something remarkable here: making all that technology feel natural and virtually invisible to the driver. After the lapping sessions, I wished for more time, having only just begun to scratch the surface of the car’s capabilities.
Once upon a time, driving cars this fast felt like a survival exercise. Not anymore.
Aerodynamics and Braking
The active aero and braking system are crucial to the Valhalla’s confidence-inspiring handling. The brakes provide a satisfyingly firm pedal, largely thanks to battery regeneration. The downside, common to all brake-by-wire systems, is a lack of granular feel. However, with proper tuning, it’s a minor issue that doesn’t detract from the car’s