One of the fun parts of being involved in the automotive community is that far too often I am presented with the question: "who is your favorite automaker?" This is like asking a drug addict to pick their favorite upper or downer, it's tough!
But, if I had to pick one — and only one — I'd have to go with Aston Martin at the moment. Having piloted a V8 Vantage S last year and been behind the wheel of the mighty Vanquish, it's not hard to draw that conclusion. They do everything well without skipping a beat.
It's not a mystery why this company was selected as the ride of choice for James Bond. It's slick without being over the top — *cough* *cough* Ferrari, Lamborghini — and it makes for an excellent GT cruiser.
This is shaping up to sound like a lovefest, but let me tell you why, exactly.
Aston Martin Vanquish Photo Gallery
Being presented with the all-new Vanquish and a track for the day is a pretty awesome thing. It's Aston Martin's latest and greatest flagship fitted with a 6.0-liter V12 motor capable of producing 565 horsepower and 460 lb.-ft. of torque. And there's nothing quite like a V12. In the age when V12s are dwindling due to their complexity and their lack of efficiency, the new Vanquish could be one of the last great V12 autos — though that could be an oxymoron, all V12s are great when they're working. With word on the street circulating that Aston could be teaming up with Mercedes-Benz AMG, while AMG has stated V12s are on death's door, it's looking a lot like a soon-to-be extinct animal.
Looking at the exterior, it's everything you think an Aston would be. Classy and smartly designed, the long snout and short boot look never gets old for me. The good news is that the marque decided to give its range-topping vehicle a bit more flair by taking some creative license from the One-77 supercar. Note the newly designed rear taillights with those LEDs? How about those exposed carbon fiber bits on the front valence? There's plenty more where that came from as you can option up the Vanquish with carbon fiber mirrors and door handles, for example.
Clearly this is an Aston Martin with an attitude and given that it's replacing the DBS, it should have it.
I'd consider the most interesting elements of design the strong character line that makes its way from the side vent and is integrated into the passenger doors. A subtle One-77 hint without going over the top. Then there's the C-Pillar, which is more relaxed than in the latest models. Typically there's that harsh kink you see in the DB9, Rapide and Vantage; however, it is much more restrained and gives it a more classic GT look a la the Ferrari 250 GT Lusso. Of course it doesn't have the same lines as the Lusso but the point I am trying to make is that there is far more glass in that rear quarter window.
Getting behind the wheel you're confronted with a steering wheel that's lifted straight from the One-77. It's not a perfect circle nor does it feature a flat bottom as many high-end performance cars do today. Instead it can be best characterized as a square with a rounded off top and bottom. Personally, I love the circular ring that looks as though its PVD, just like my Bell & Ross BR-02. Behind the wheel you'll find the instrument cluster that reminds me, once again, of a high-end watch.
The real treat, however, can be found once you examine the center stack. The inlaid carbon fiber has a gorgeous, interlocking weave that is paradise to anyone with Obsessive Compulsive Disorder (OCD). But here's where things get interesting. Gone are any of the buttons you'd typically see in a vehicle's interior. Now you get something more akin to the touch-sensitive controls you find in the Chevrolet Volt or all-new Toyota Avalon.
It's a peculiar addition given that everything else has a whiff of old-school. Though I didn't have nearly enough time to familiarize myself with the layout or the infotainment display, I will say that the dials do lack that confident feel you have in, say, a Bentley.
For me, this is made up largely by Aston Martin's decision to incorporate the "hourglass" stitch into the leatherwork. While many automakers have been using the status quo diamond-stitch pattern — the latest being Mercedes-Benz with its all-new S-Class sedan — the hourglass is a more inventive and tasteful take.
As expected, the back seats are useless as this vehicle is like all two plus twos, a two plus none. The good news is that even though I am 6'8 I fit like a glove in the driver's seat with plenty of headroom — even while wearing a helmet — to spare.
But if you spent a day at the track, likely you wouldn't be worrying about the way the vehicle's trimmed. You want to get your helmet on and make people force you out of the car. So, that's what I did.
While I've discussed the V12 motor, I didn't dive into the transmission. And it needs attention. That's because rather than install a modern, seven- or eight-speed dual-clutch 'box, Aston decided to stick to a six-speed automatic. It didn't even decide to go with a single-clutch tranny. Why?
According to Matthew Clarke, Aston Martin the Americas PR & Brand Communications Manager, "The Touchtronic II gearbox is lighter than dual clutch and offers the best of both worlds; compliant around town, engaging when pressing on. It suits the car."
And he's right. I can attest to the fact it is a damn good transmission given its shortcomings on paper. When in Sport mode the shifts come quick and smoothly.
One feature I have not seen on a vehicle previously is the ability to "pre-select" gear changes. So, let's say I am heading into turn two and I know it's a second gear corner and I am approaching in fourth. I can click down my left-hand paddle two times, it "pre-selects" second and will shift down when the timing is just right. It's an interesting touch, but does take some getting used to.
How's it go around the corners? Though it may be a GT car, it does much better than you think, provided you have the suspension dialed up. What's unique about the Vanquish is how much diversity you can get out of it. If you keep all the Sport settings off, you wind up with a leisurely and comfortable cruiser that will float in and out of the apex with a touch of body roll. But turn the settings on and it tightens up right away and corners much flatter.
The two things that impressed me most was the suspension and the weighting of the steering. During the start of the day our instructors were a bit "curb" happy, I'd say. Though most folks do their best to stay off curbs on the track, our instructors put me onto it forcefully — and others when I spoke to fellow trackgoers in the pit.
The remarkable part about this was how settled the Vanquish felt. It wasn't jarring or punishing in anyway. If I did that with a Porsche 911 Turbo, I'd definitely feel the wraith of the curb, which is not the case in the Vanquish. I would have loved to drive the Vanquish on public roads and see how it held up but it was track day, not real-world day.
In addition, the steering is perfect. Am I shocked? No. That's because when I drove the V8 Vantage S the steering was bang on in that too! While Japanese manufacturers tend to go a bit light and darty and the Germans are going far too heavy and numb, the Brits and the Vanquish have it down pat. Just heavy enough to give confidence, direct enough to ensure you've got control and are aware going into and exiting a turn.
That's something you want when you have over 550 horsepower being sent to the back.
Last but not least, there's the sound. It's perfect. There's nothing more to be said in this department. Listen for yourself below.
**I apologize for the wind noise in advance**
The Good:
- It's an Aston Martin so that means it looks beautiful
- The Vanquish has a naturally aspirated V12 that pulls for days and sounds glorious
- Aston built a car that can be a proper cruiser and can firm up for the random track day — it's flexible
The Bad:
- The Ferrari F12 Berlinetta exists
- The Aston Martin V12 Vantage S exists
- If you're looking for something that shouts "look at me, I spent $300k" this won't be the car, unless you order it in matte orange
The Lowdown:
- Everyone immediately compares this against the Ferrari F12 so you'll have some explaining to do to your family and friends if you pick up a Vanquish
- This Aston's real competition is the Bentley Continental GT, which it obliterates
- If 00R were to spend nearly $300,000 he would spring for a V12 Vantage S and put the rest in the market
Aston Martin Vanquish Photo Gallery
