• Give A Gift

What it will do is pick a fight with its bigger brother, the DB9. If you aren't familiar with an Aston Martin DB9, it looks like the Vantage, but is stretched 12.9 in. They share almost all styling cues; however, the Vantage when viewed alongside a DB9 is a much tidier and sportier package. Looks are not deceiving. The DB9 has a V-12, rear seats and weighs 3770 lb. By comparison, the Vantage weighs 310 lb. less, has a V-8 engine, no rear seats and a wheelbase 5.5 in. shorter. The V-12 in the DB9 puts out 70 more horsepower so it has a theoretical performance advantage, but in testing, the Vantage keeps the same pace.

All engines for Aston Martin are hand-built in Cologne, Germany. The newest 380-bhp 4.3-liter V-8 is specific to Aston Martin. It started life as a 300-bhp Jaguar dohc 90-degree V-8, but when the engineers were done, the only familiar component was the block. And even that's modified. Where the Jaguar V-8 was slightly undersquare, meaning the bore was smaller than the stroke, the Aston is slightly oversquare. When combined with variable intake timing, a resonance induction system and an active exhaust bypass valve, the performance is spot-on for the look of the car. Quiet, smooth and comfortable between the hedgerows, but it absolutely rips from 4000 rpm to its 7300-rpm limit.

Running the quarter mile in 13.1 seconds, it actually edges out the last DB9 we tested by a tenth of a second. The Vantage is thankfully a classic sports car. There are no paddles or weird stability control functions that cannot be disabled. Simply press the ESP button for 5 seconds to eliminate yaw and traction control, wrap your fingers around the heavy but precise short-throw shifter and you're good to go. Plant the right foot and a rush of acceleration comes on strong at 4000 rpm. That's when the exhaust is uncorked and a throaty growl grows to a race-car wail. Bystanders instinctively swivel their heads to get a look. This extremely satisfying sound is accompanied by a linear power delivery that makes the taut suspension feel absolutely appropriate while slicing through the black hills of Wales. At the test track I take it through its paces and, without fear of wandering sheep, I deactivate the wealth of stability features.

It's nice to know there is stability control while driving city streets, but the safety aids are just that in the Vantage, for safety. It doesn't need them. The balance of the Vantage is superb. When cornering at the limit, the chassis changes attitude quickly but is wholly predictable when the limits are neared — there is no fear of snap oversteer, or wild tail-out antics. Mild understeer is experienced everywhere, with oversteer that is actually difficult to induce. This has a lot to do with the drivetrain layout. The engine's in the front, but it's completely behind the front axle line. The V-12 of the DB9 was initially pushed back in the engine compartment, but the more compact V-8 of the Vantage with its dry-sump lubrication system sits even lower and deeper. This engine placement, combined with a carbon driveshaft that powers a Graziano 6-speed manual transaxle, results in a very low polar moment, like that of a mid-engine car. A limited-slip differential apportions power to optional lightweight 19-in. alloy wheels shod with low-profile Bridge-stone Potenzas, carried on aluminum double A-arm suspension. Inside the wheels are some phenomenal brakes, thanks to a Continental Teves system using Brembo monobloc calipers that are radial-mounted and act on massive vented and slotted rotors. The brake pedal feel is as good as they come. Stopping from 60 mph has produced a three-way tie for top honors in our Road Test Summary with the SLR McLaren and Porsche Boxster S at 107 ft.

This Is A Developing Story
2 of 200
200 images