Aston Martin Vantage 2018 Review

A slap in the face

With its brand-new 2018 Vantage, Aston Martin hasn’t just thrown down the gauntlet to the Porsche 911. It’s walked right up to the German icon and slapped it in the face.

The second family to be built under the burgeoning British sporting marque’s new ‘Second Century’ product plan, the new Aston Martin Vantage goes on sale Down Under mid-year at just under $300K.

It’s a very different car from the new DB11 with which Aston relaunched in 2016 and with which the Vantage sports car shares DNA. More focused. More driver-centric and with a dose of mongrel that’s infectious, the Aston Martin Vantage’s target is very clearly the Porsche 911.

And that’s important for Aston, not only to win buyers from Porsche and others. For the British sporting brand to prosper it has to have clearly delineated model offerings.

Quite apart from the capability and competence of this new sports car, if the separation between DB11 and the new Aston Martin Vantage can be built upon with Vanquish and other offerings, we are entering a golden era for a marque which too often has clutched defeat from the jaws of victory.

Look out 911 and GT

The new Aston Martin Vantage’s $299,950 price-tag parallels its key competitors and benchmarks in the Porsche 911 GTS and Mercedes-AMG GT S not dollar for dollar in both cases but pretty bloody close.

The mid-grade 911 is currently pegged at $289,790 in rear-drive PDK form, while the S variant of AMG speedster (the model best aligned to the Vantage) asks $298,711.

At its very basics, the new Aston Martin Vantage is a front/mid-engine car which features a twin-turbo V8 and rear-mounted eight-speed automatic gearbox, with 50:50 static weight distribution and independent suspension, 20-inch alloys and big disc brakes at all four corners.

It wears unique and, dare I say, polarising styling that, as noted above, moves it some distance from the DB.

Aston uses the terms ‘predator’ and ‘fighter’ to define the Vantage. Accordingly, the pointy end is, er, pointy, with vestigial LED headlights and a large under-bumper air intake (the shape of which is about the only nod to traditional Aston Martin design cues).

The rear-end is dominated by hefty haunches and a diffuser that would not look out of place on a GT3 racer. And as if its sheer dimensions aren’t enough, Aston Martin chose to paint the aero aid bright colours on many of the launch cars.

There’s more aero under the car and the signature side-strakes have been swapped for more efficient ‘gills’. Overall, it’s far from the traditional Aston.

But the aero works. While the last generation of Vantage had substantial aerodynamic lift at its terminal speed, the new world of Aston promises effective downforce (around 80kg) for better stability and security. Oh, how things have changed.

At 4465mm the new Vantage is 80mm longer than the long-serving Vantage series it replaces but over 30mm shorter than the current 991.2 series 911 Carrera S.

The new Aston rides on a considerably longer wheelbase (2704mm) than the previous generation (2601) and also the 911 (2450). It’s also substantially wider than both the 911 (1942mm v 1808) and the outgoing Vantage (1866).

The AMG GT is longer than the new Aston Martin Vantage (4544mm) but is marginally narrower (1939) and rides on a shorter wheelbase (2630).

Of the trio, the Porsche is lightest. The new Aston weighs in at 1530kg -- about 70kg heavier than the 911.

The Aston Martin Vantage is based on the same modular platform as the DB11 but is shorter, lighter and more driver-focused. Key to the sharper driving characteristics of the new sporting Aston is revised front suspension geometry and the dumping of the DB11’s separate rear sub-frame.

In the DB11, the isolated sub-frame is designed to deliver better compliance and a more refined car (in terms of ride and NVH). Solidly mounting the rear suspension and transaxle in the Vantage sharpens the whole chassis, gifting the car better handling and steering response.

The Vantage has myriad other detail changes when compared to its DB11 stablemate. Aston claims 70 per cent of the Vantage’s components are new. No visible parts are shared.

Blown V8

Like its DB11 V8 stablemate, however, the 2018 Aston Martin Vantage sports a version of Mercedes-AMG’s ‘hot-vee’ 4.0-litre twin-turbo V8.

Although the core engine is sourced from AMG, Aston’s own engineers at Gaydon have designed bespoke inlet and exhaust systems for the muscular eight. There’s also unique engine management software.

With a claimed 375kW at 6000rpm and 685Nm from 2000-5000rpm, the V8 is still in a relatively mild state of tune (mid-400s are possible). Instead, Aston says it has paid special attention to the new Vantage’s soundtrack.

Gone is AMG’s over enthusiastic use of backfires and pops and bangs. There’s still plenty of drama but overall the British interpretation seems a little more restrained and business-like.

Aston is claiming a top speed in excess of 310km/h (195mph) and 0-100km/h time of just 3.6sec. Fuel economy is 10.5L/100km.

The Vantage is the first Aston to pair its eight-speed ZF transaxle-style auto with a BMW M-style electronically-controlled limited-slip differential for maximum agility.

The final drive ratio has also been lowered (ie: it’s numerically higher) to add a little more zip and effectively close up the gear ratios.

The ‘e-diff’ plays a significant contribution to the Vantage’s agility both on the track and the road.

As the driver cycles through the Aston’s chassis and powertrain drive modes (Sport, Sport Plus and Track modes via separate steering wheel buttons), not only are damper, throttle, exhaust and gearbox settings tuned, but so too is the e-diff.

In concert with the stability control system and torque vectoring (via brake), the e-diff contributes to better stability at high speeds and conversely more turn-in and power-down drive into and out of slow corners.

Credit too to the bespoke ‘A6A’ spec Pirelli P Zero tyres with which the Vantage comes standard -- 255/40 at the front, 295 35 at the rear.

During our dry, fast track laps at the wonderful rollercoaster that is Autodromo Algarve at Portimao, the tyres delivered prodigious grip and relatively benign breakaway characteristics.

Even more impressive, however, was the same tyres’ performance during the next day’s streaming-wet 300km-plus road loop. Although the Italian tyres didn’t love standing water, in all other aspects they were very impressive. Feel through both ends of the car was at the very top end of the scale.

We experienced two braking systems on the 2018 Aston Martin Vantage launch: the regular ventilated two-piece cast-iron set-up (400mm/six-piston front; 360mm/four-piston rear); and optional carbon ceramics. Thanks in part to a revised (larger diameter) master-cylinder, both offered, short, confidence-inspiring pedal feel and plenty of power.

Cabin fever

The Aston Martin Vantage’s cabin reflects the significant improvements made in materials and quality control ushered in by the DB11.

Aston has vowed to give each of its new models more differentiation. The Vantage’s cabin is a case in point; while related to the DB11 it has an undeniably more racecar-like and pared down feel.

There are more buttons for direct one-touch control of systems like stability control, with most located on the centre console in a manner reminiscent of the AMG GT.

Gear selection is via button too; the PRND flanks the crystal/glass Aston start button. The steering column-mounted gearshift paddles (ie: fixed, not turning with the wheel) are longer and worked well for short shifts with lock on at the racetrack.

Australian Vantages will sport a higher level of standard equipment than in markets like the UK and USA, Aston Martin’s local chief, Kevin Wall told motoring.com.au at the March launch.

Although optional in most markets, the Aussie Vantage will sport a ‘tech pack’ and 360-degree camera as standard.

The tech pack includes keyless entry, blind-spot monitoring, auto park assist, Mercedes-derived infotainment touchpad, glass switchgear, electronically-adjustable steering column and conventional cruise control.

Adaptive cruise control is still not offered on any Aston Martin. This is a glaring omission on a $300K car – even one this sporting.

Standard interior trim is a mix of Strathmore leather and Alcantara, with various other leather and heated/cooled sports seat options offered. The upgraded sports seats are a must if you intend to regularly track the Vantage, but even they could use a little more shape (see below).

The prodigious use of carbon-fibre inside and out on the launch cars is also optional, as are carbon-ceramic brakes (CCB) and the quad-pipe sports exhaust system (dual outlets are standard).

There is expected to be a delay before the CCB are offered in series production cars. When the option does arrive officially, you best factor in a hefty premium.

Track tales

Strident comments about new cars in isolation are almost always problematic. If you’ve read this far (or jumped ahead) you’ll be wanting me to tell you whether the Aston Martin Vantage really is the Porsche 911 killer for which you’ve all been waiting.

My impressions, based a decent number of laps of Portimao but only a relatively short road drive leg (in very wet conditions), is that it could very well be… I can, however, tell you the new Vantage is more than a match for the AMG GT with which it shares its twin-turbo V8.

The Aston is a very easy car to drive quickly – more rapid than the rabid AMG and more confidence inspiring for 95 per cent of drivers than the Porsche will ever be.

But part of the real appeal of the 911 for ‘expert’ drivers is taming the idiosyncrasies that Porsche’s boffins have so expertly but not completely hidden.

The Aston Martin is at first a less nuanced car – what you feel is what you get from relatively low speeds all the way through to (near) maximum attack. The steering response is pure and fulsome in its feedback and this gifts the car an extremely trustworthy but far from dull front end.

At the other end, there are big levels of both traction and grip (unless of course you’re being deliberately silly, at which point it’s say bye-bye to the expensive rear Pirellis).

On a track I don’t profess to know well, the Vantage flattered my efforts and, as my pace increased, rewarded me with all the messages I expect. And when the going got properly quick it was even more communicative.

The only hiccup I uncovered as the pace got more elevated was the above-mentioned need for better seats. It was especially noticeable at the entrance to Portimao’s super quick, long, plunging, last right-hand corner when just a touch of left-foot brake would have perfectly planted and steadied the car. I guess if this is my main criticism, then Aston’s got it pretty right.

Aston’s corker

On the cork-tree-lined country roads in the hills about the Algarve, the Aston Martin Vantage showed us it wasn’t a one-trick (track) pony.

Some of the roads selected by the Aston team reminded me of the bumpy rubbish we deal with every day Down Under. Here the Vantage was firm but never once jarring – indeed, for a car with such track manners, the overall ride was a real surprise.

On smoother blacktop you might occasionally choose to use the Sport+ setting on the Vantage’s chassis, but Track was almost too firm even for Portimao. Still, isn’t that what we want from adaptive dampers – a real range of settings?

The Porsche 911 holds the mantle of the everyday supercar (at least in its higher horsepower variants). Perhaps the best praise I can deliver the Vantage is that it too would be easy to live with as a daily driver.

The A-pillars are big (but no worse than a VF Commodore’s) but there’s good three-quarter vision and, under the rear hatch, even a reasonable amount of luggage space.

The only two real gripes I have are tyre roar and the shape of the Vulcan style ‘ergo’ steering wheel. There’s a massive amount of noise from the rear tyres on coarse surfaces, while the double D-shaped tiller had me wondering what happen to the good old fashion circle.

Shrinking violet

Like all great sports cars, after just a short time behind the Vantage’s wheel what is already a compact, focussed car shrinks around you. It inspires confidence but not laziness – the rewards are there to be had for the keen driver.

Australia is expected to account for around 100 Vantage sales a year. And, already, order take-up is healthy -- even with a moratorium on Aston Martin Q personalisation options for the first six months or so of production.

Tellingly, unlike other Aston models, many Aussie customers are specifying their Vantages as “daily drivers”. If that’s not a shot across Porsche’s bows, I’m not sure what is.

Aston Martin has taken its new architecture and turned it up to at least 9.5 for the Vantage. The full Spinal Tap ‘11’ will have to wait for the S and AMR versions that will inevitably follow.

For the time being, this is a very, very impressive piece of kit. Better than a 911 GTS? I’m not sure yet.

The best sporting Aston ever? Definitely. By a margin.

How much is a 2018 Aston Martin Vantage?
Price: $299,950 (plus on-road costs)
Engine: Twin-turbo 4.0-litre V8
Output: 375kW/685Nm
Transmission: Eight-speed rear-mounted automatic
Fuel: 10.5L/100km
Safety rating: N/A