► New 824bhp twin-turbo V12
► Wheelbase grows over the DB12
► Two seats only
Those mourning the death of Aston’s twin-turbo V12 needn’t have worried, there’s a new one in the nose of the latest Aston Martin Vanquish. Replacing the DBS, it has been pushed farther away from the DB12 than before whilst sitting at the top of the ‘regular’ range.
Is it one of the best supercars? That entirely depends on what you’d class as a supercar, Aston referring to it during the launch as a ‘continent crusher’. It’s certainly not without rival – the Ferrari 12Cilindri springs immediately to mind, as does the Bentley Continental GT Speed, even if it is significantly cheaper.
At a glance
Pros: Comfortable, top-end performance, rich and user-friendly interior
Cons: Boosty engine, no rear seats, a DB12 is just better
What’s new?
Although the V12 still displaces 5.2-litres and breathes through a couple of turbos, it’s a big step on from the old motor. Power and torque is up thanks to a new and stronger block, beefier conrods, new cylinder heads and faster-spinning turbochargers.
The wheelbase has been extended by 80mm, with all of that distance going between the front wheel and the A-pillar so the V12 can sit (mostly) behind the front axle. Additional bracing and revised chassis bits add significant stiffness over the outgoing DBS, and there’s Aston’s six-axis stability control with a limited slip e-diff to boost traction.
Naturally, it looks significantly different from the outside with styling that moves it away from the Vantage and DB12. You also get Aston’s new and greatly improved interior that replaces old Mercedes bits with proper bespoke switchgear and infotainment.
What are the specs?
The headline figures are 824bhp and a stout 738Ib ft of torque. Even with taller gearing to enable a 214mph top speed (and a sub-2000rpm figure for a 70mph cruise), 0-62mph takes just 3.3 seconds. It’d get there sooner if the rear tyres could fully deploy those reserves in first and second gear. Your only choice of gearbox is an eight-speed auto.
How does it drive?
If the compact Vantage is the sports car of the range and the V8-only DB12 the ‘super GT’, the Vanquish is designed for long distances and high speeds. Even so, Aston has tried to ensure you can still have some fun when the roads start getting sinewy.
It’s amazing how immediately it comes to you – whereas a Ferrari 12Cilindri takes some getting used to with its aggressive four-wheel steer, as soon as you jump in the Vanquish you know where you are. A wheelbase extension is great for stability and helps weight distribution, but isn’t so good for agility. Perhaps surprisingly, you won’t find four-wheel steer like Ferrari and Bentley.
Instead, the Vanquish is able to detect when you’re trailbraking into a corner, and apply a little more pressure to the inside rear wheel. The effect is nowhere near as pronounced as on a 4WS car like the 12Cilindri, yet you can feel the nose being dragged towards the apex effectively and predictably. Does it feel totally natural? It does not, but it certainly helps broaden the Vanquish’s skillset.
The advanced electronics have a welcome nuance that makes them barely detectable when you plant your foot on the long-travel throttle. Your mind knows first gear couldn’t possibly take all the power, yet there’s no stuttering or sudden break in power to stifle your progress.
Dialling back the traction control, or just turning it off entirely, reveals just how hard it’s working. After a pause – the V12 has a softer power delivery than the DB12’s AMG V8 – it’ll smear its tyres all over the road for as long as you desire. Crisper throttle response would make it slightly less terrifying to oversteer.
Dial your pace back and the Vanquish is a fine thing to lope along at a brisk pace in, appreciating the mid-range swell of the engine, baritone soundtrack and steering that connects you to the road’s surface. It’s not as good as a DB12 in the bends, but it’s undoubtedly more of an event.
A stretch of quiet autostrade and desperate rush to get to the airport reveals where the Vanquish is most at home. You’ll need to switch from GT to Sport+ mode to get the high-speed body control you want, at which point the Vanquish is comfortable, stable and exceedingly rapid.
We’ve since tried the car in the UK and, while there’s no hiding the sheer size of the thing on some of our narrow roads, it does a lovely job of coping with all the intricacies of the UK’s tarmac.
In fact, the ride comfort deserves plenty of praise. Despite 21-inch wheels and a chassis that has to cope with serious forces, it rides better than most executive saloons out there. It has a wonderful compliance under compression so that under power, the chassis doesn’t feel like it’s going to get away from you. Rebound could be a bit more delicate but overall, it’s a chassis and powertrain match-up that feels very happy together. Given the chance, I’d have driven straight past the airport, caught a ferry, and Cannonballed it home instead.
What’s it like inside?
The Vanquish is a strict two-seater, with surprisingly little space behind the rear seats for bags. Bespoke luggage is available to make the most of what’s there, naturally, but the boot is big enough for a couple of carry-on suitcases and a big case, too, albeit not up to the 12Cilindri’s cavernous luggage space.
Opening the swan door out and gently up reveals yet another knockout Aston interior. Quality is improved on the DB12s I’ve sampled, with a more robust feel to the interior door pulls. Leathers are supple and carbon fibre trims have depth beneath the veneer, while the rotary controls have a satisfying tactility.
Much is controlled by the central touchscreen but not too much. Volume, temperature and fan speed get rollers, and the drive mode/traction control a dial. Separate buttons allow you to tailor the suspension, exhaust and stability control, and select manual mode for the gearbox.
Physical controls on the steering wheel would be welcome in place of the wobbly touchpads and touch-sensitive icons, but at least there’s plenty of adjustment. My 5′ 4″ frame is easily accommodated, and taller colleagues didn’t have too much difficulty, either.
Before you buy
You’ll need at least £333,000 to order a Vanquish, and that’s before you’ve selected any options. That makes it a lot more expensive than the Continental GT, and more on par with the 12Cilindri. I could point out the 9mpg as tested figure and other assorted expenses, but that’s par for the course.
Verdict
If I’m brutally honest, the cheaper DB12 is the better Aston Martin. It’s similarly comfortable yet far sharper to drive, has two more seats and costs a ridiculous some of money less. However, this isn’t the kind of purchase you make whilst wearing your sensible trousers.
There’s no doubt the Vanquish is more of an event. From the excessive amounts of power to that more intoxicating soundtrack, it tugs at certain heartstrings that cannot be reached by the DB12.
However, a nat-asp V12 Ferrari is the very definition of an intoxicating soundtrack, and the 12Cilindri is the more entertaining car to drive. Even so, the Vanquish’s luxuriously user-friendly interior and civilised manners make it a tempting choice amongst front-engined hyper-GTs.