Aston Martin V8 Vantage S 2011 Review - International

Aston Martin V8 Vantage S

The V8 Vantage is the most rewarding driver's car in Aston Martin's line-up. No great secrets here, but the fact remains that it doesn't quite have the cojones to go head-to-head with a Porsche 911 GT3.

Aston's buyers are a slightly different breed to Porsche pilots – typically they're more inclined towards GTs than focused sportsters – but it's still a shortcoming that didn't go unnoticed by CEO Ulrich Bez and the rest of the company's top brass. The solution really wasn't that complex as a more hardcore version of the Vantage already exists in the form of the Vantage GT4 race car, so it was simply a case of cherry-picking the appropriate bits from the racer and adapting them to the road car.

The result is the V8 Vantage S, the embodiment of a car that's completed an intensive boot camp to lose some lard and pack on the muscle. The raw numbers are healthy – albeit not mind-blowing – as power is bumped from 313kW to 321kW, while torque swells from 470Nm to 490Nm. Weight-saving measures also help trim its girth to 1610kg, a 20kg reduction vis-à-vis the standard V8 Vantage.

The biggest technical upgrade is the introduction of a seven-speed sequential gearbox – Sportshift II in Aston speak – in lieu of the base model's six-speeder. The Graziano-built transmission is still a single-clutch unit – even though most rival performance-car makers are now switching to dual-clutch set-ups – and the company's tech heads say this is because the former offers advantages in terms of compactness and less complexity. Cost is probably also a factor, but they make no mention of this.

The gearbox's seven ratios are stacked close together, and the Vantage S gains a shorter (4.182:1) final-drive ratio, which is no doubt partly why the car feels sprightlier and more responsive to the throttle than the stocker.

The transmission can be left to its own devices or punted in manual mode via paddle shifters, and it's the latter mode that I preferred as the gearbox seems a little slow-witted in Drive. Flat-out upshifts in Sport mode have a pleasing degree of violence about them – in contrast to the more seamless shifts of dual-clutch units – and the transmission is quick to respond to commands issued via the right paddle. That said, it's occasionally slightly slow to downshift when you tug on the left paddle.

The other benefit of engaging Sport mode is that throttle response is sharpened, and the exhaust bypass valves remain open through most of the rev range, liberating a glorious V8 soundtrack from the twin tailpipes. In terms of outright performance, the Vantage S feels on par with, say, the BMW M3, and the 0-100km/h split of 4.6sec (lineball with the BeeEm) reflects this.

The media launch in Ronda, Spain, provided the opportunity to wring the Aston's neck at the challenging Ascari circuit, as well as on a road loop comprising mainly fast sweepers and surfaces ranging from smooth to lumpy.

Sport mode was ideal for the track-attack stuff, sharpening the car's responses sufficiently to make it fast and agile – rather than slow and ponderous, as is the case with most road cars when they're unleashed on the track. Grip from the bespoke Bridgestone Potenzas (245/40R19 at the front and 285/35R19 at the rear) is prodigious and you need to get fairly liberal with throttle applications to unstick the rear gumballs.

Apart from the big wheel/tyre package, the Vantage S also gains stiffer springs and dampers, along with a new dynamic stability control (DSC) system that's pleasingly subtle in its workings. The system also incorporates Hydraulic Brake Assist (HBA), which provides assistance in emergency braking situations, and Hill Start Assist (HSA).

Meanwhile, the steering rack has been quickened to 15:1, versus 17:1 for the standard Vantage, and the added directness is welcome when carving through the really tight and twisty stuff.

The previous two cars I had driven at Ascari were the BMW M3 and Audi R8 V10 – hard acts to follow – but it's fair to say the V8 Vantage S was equally entertaining, which is a strong endorsement of its dynamic capabilities and levels of driver involvement.

Out on the road, it quickly became evident that Sport mode is too punishing on the derriere and teeth fillings, but in normal mode the Vantage S provided an acceptable ride/handling compromise for an everyday car.

The V8 burble (which becomes a bellow when you start pressing on) is always tangible, but it never becomes intrusive. The inherent balance of the Vantage – aided by the rear-mounted transmission – means it's an easy and enjoyable car to punt at fast touring pace, even though it's probably still not quite as brilliantly tactile as a Porsche 911 GT3.

That said, visually the Aston blows away the Porsche as an already sublime looking donor car has been enhanced by its broader, lower stance and aero/cosmetic upgrades in 'S' form.

The nose is distinguished by a new lower bumper with a carbonfibre insert that incorporates air intake (feeding the engine and front brakes) and an aggressive splitter. Also unique to the Vantage S are gorgeous 19-inch 'V' spoke wheels, which bring the added benefit of reducing unsprung mass. Other external tweaks include a new rear bumper, side sills and a Vantage S badge on the bootlid.

The cabin has a pleasantly sporting ambience, with a nice-to-hold Alcantara-trimmed wheel, drilled alloy pedals and hip-hugging seats. The test car we drove had generous lashings of piano-black trim on the centre console, which looked a treat.

All in all, it's hard to find too much wrong with the V8 Vantage S. It's fast and taut enough to be a credible rival for the likes of the 911 GT3, yet it also satisfies the sensory elements with its levels of feedback and visual and aural allure. It's arguably the best car in the Aston Martin line-up. Can't really ask for too much more than that.

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