First Drive Review
The S trailing the name of this Vantage stands for “sport”—hardly astonishing news—but the differences between sport and standard (one simply cannot employ so mundane a descriptor as “base” in connection with an Aston Martin) are a bit elusive. S means a little more motor, a little more brake, a little more rubber, a little less weight, some small trim distinctions, and, of course, a little more money.
Tweaking the Recipe
The engine is Aston’s familiar 4.7-liter aluminum V-8, with improved intake airflow, new mufflers, and new programming that keeps the exhaust system’s bypass valves open longer. The net is 430 hp and 361 lb-ft of torque, gains of 10 ponies and 15 lb-ft. Although it’s a small gain in output, the S’s new transmission (more on that in a moment) should help it whittle the Vantage’s 0-to-60-mph time down from the 4.3 of the last example we tested to about four flat. Beyond that, the menacing V-8 sounds that emerge when the bypass valves open up and the engine soars toward redline are almost worth the price premium on their own, with or without the extra thrust.
Engine output flows through a new single-clutch seven-speed Graziano automated manual to a limited-slip rear differential; the carbon fiber driveshaft spins in an aluminum torque tube. From there, power is applied to the pavement via a set of fat (285/35) Bridgestone Potenzas on 19-inch cast aluminum wheels. (The front tires measure 245/40-19.)
There are no chassis rigidity distinctions between Vantage and Vantage S, and none was needed. The bonded aluminum tub is as stiff as a railroad trestle. But the elements attached to the tub—dampers, springs, and bushings—are a bit more stern than those in the, uh, everyday Vantage. Allied with a quicker steering rack, the sum of the upgrades is an exceptional level of response.
Brakes are always a key element in the process of elevating sporty to sportier still, and that’s true here. The front rotors grow slightly to 15 inches, and the rears carry over at 13. All corners are vented and grooved, with six-piston calipers grabbing the fronts and four-pot pincers in the rear. It’s worth noting that much of the foregoing is pretty conventional hardware—nonadjustable dampers, single-rate springs, cast-iron rotors—but it works. Very well. Stylistically, the S models its rockers, decklid, and front and rear fascias after the V-12 Vantage’s, but they are difficult to identify at a glance, even for a seasoned Aston aficionado.
At Speed
Neither are the dynamic distinctions between the two readily discernible. Fortunately, we had a racetrack at our disposal to help illustrate the improvements. The heart of the Ascari Race Resort near Ronda, Spain, is a 3.4-mile road course entailing several modest elevation changes, blind corners, and a couple of hold-your-breath, close-your-eyes high-speed curves that may or may not be taken flat-out in a Vantage S—further research is needed. It is a perfect venue for putting a luxury sports car through its paces without worrying that a herd of goats might be marching along just around the next turn (something we observed on public roads).
When the last checker was thrown, the Vantage S had established a mostly positive impression of its capabilities and limits, which are high, indeed. There’s plenty of grip, and at the limit, mild understeer is easily overcome with the throttle. A high intervention threshold for the stability control meant we could leave that safety net in place without feeling like our experience was dulled.
The speed-sensitive steering is a little quicker than that of the standard V-8 Vantage and utterly devoid of secrets—the driver’s sense of connection with the front wheels approaches race-car tactile. Although the S’s 3600-pound curb weight is less than 100 pounds lighter than the Vantage’s, its combination of tightly controlled body motions, right-now reflexes, and substantial grip make it feel almost sprightly. Powerful, fade-free brakes and supportive seats contribute greatly to driver confidence.
There’s just one asterisk. The single-clutch gearbox, chosen for packaging and weight-saving reasons, doesn’t quite measure up to the car’s other mechanical elements. Nor does it match the performance of the dual-clutch boxes found in many of the Aston’s peers. It offers two modes, sport and normal, but upshifts in the base setting are a little slow and convulsive, reminiscent of BMW’s unlamented SMG tranny. In sport, there’s more urgency, particularly when shifts are tucked close to redline, but even then the responses are a bit deliberate compared with something like the whap-whap shifting of, say, a Ferrari 458 Italia.
Fast Elegance
Like other members of the Aston Martin lineup—we’re not counting the Cygnet here—the V-8 Vantage S is handsome and beautifully crafted inside and out. The seats may not quite match the snug race-car embrace of Porsche or Ferrari’s best, but they are sufficient and comfortable. Interior leather, enhanced by handsome stitchery, seems to have been contributed by leisure-class cows, and the level of fit and finish measures up to anything in this class. The Vantage S might look traditional compared with a car like the 458 Italia, but traditional doesn’t mean the Aston is a wallflower. It still attracts attention wherever it goes, drawing admiring glances and provoking fights among valets.
Compared with other cars that have this much curb appeal, even the S model Vantage looks like something of a bargain. The standard V-8 Vantage with Sportshift starts at $126,365, and another $13,250 puts you at the threshold of the S coupe. A Vantage S roadster also is available, its $152,615 price representing the same premium over a non-S cabrio. Whether or not the S is worth its premium is a question of priorities. If all you want is performance, V-8 Vantage S money will get you into a speed-freak Porsche 911 Turbo. But if exclusivity is high on your list of priorities, the S does trump the base Vantage, and no 911—except maybe the limited-production GT2 RS—enters into Aston Martin’s realm.
