Aston Martin V8 Vantage, The Sleek Looks Of An Aston Martin

A bigger engine for more power, improved sequential gearbox and more sporty suspension set the latest Aston Martin V8 Vantage apart from its predecessor. The result is improved performance in a straight line 0-60 mph now takes only 4.7 seconds and the top speed is up to 180 mph and round the corners.

4.7-liter V-8 Engine with 420 bhp

The biggest change is the use of an enlarged engine of 4.7 liters to replace the 4.3 liter unit, just about equalling the increase in size of the latest Ferrari/Maserati V-8. The enlarged unit produces 420 bhp (313 kW) at 7,000 rpm and 346 lb ft (470 Nm) at 5,750 rpm, an increase of 40 bhp and 44 lb ft torque - that's 10.5 per cent more power, and a 15 per cent more torque, giving quite a bit more mid-range power.

Both the bore and stroke have been increased, so they are both now 91 mm. To reduce weight and improve crankcase breathing, the balance weights of the crankshaft are drilled through. The dry sump lube system has also been modified to improve performance.

The engine is coupled either to the well-tried manual box, or the sequential Sport shift unit, which we found was not as good as the best when we tested it eighteen months ago. It has now been improved to give smoother shifts, which should overcome the problems we mentioned then. It is a two-mode system, with comfort being emphasised in the Comfort mode, and quick shifts in the Sport mode.

To improve the handling, the front springs have been stiffened by 11 per cent, and the rear springs by 5 per cent. The compliance links at the front, which are designed to give a good ride, have been stiffened by 22 per cent, while Bilstein dampers are now used.Overall, therefore, the car has been sharpened up.

If that is not sharp enough, you can get the Sports Pack available, with stiffer settings yet.

Aluminum frames, good looks and power

The basis of the Aston Martin V8 Vantage remains the same.

It goes back to the straight through sides of the DB6, but with a wedge tilt to it, instead of having the strong rear haunches over the rear wheel characteristic of the V-12 models. Of course, it starts with the classic Aston 

Martin grille  easy to recognize, but difficult to describe which goes back to the 60 s. To give it plenty of air, the V8 Vantage has an extra air intake below the grille. The main grille is flanked by twin headlamps neatly housed beneath flush-fitting covers.

There are a couple of air outlets in the hood, and also one on each side in both cases these are small and discreet. As this is a two-seater, the coach roof is fairly short, tapering back into a fastback, which has a large opening hatch.

Good looks and light weight

Aston Martin puts looks before aerodynamics and the engineers have made a great effort to ensure that the body panels look just right and are light. The hood, roof and door panels are aluminium, while the front fenders, tailgate and sills are lightweight composites. To get the deep curvature needed at the rear quarters, the side panels, which run from the door pillars back to the rear fenders are steel pressings. These could not be pressed from aluminum because of the deep draw needed the amount the metal deformed when stamped is too great. As they are very thin, the weight penalty is small.

What about the drag coefficient (Cd)? It is reasonable but not brilliant at 0.34; these days the best cars have CDS of around 0.30.

Aluminum frame with engine well aft as in the DB9

Beneath the elegant lines is the same type of aluminum frame as on the DB9. Sitting in the frame, just behind the front axle is the engine. It really is well aft a few inches further back than the V-12. The front of the engine is just behind the suspension towers. To get as much weight on the rear wheels as practical, the gearbox is mounted just in front of the rear axle.

However, this layout is unusual in that the carbon fiber propeller shaft is housed in an aluminum tube connected rigidly between the flywheel housing and the rear-mounted gearbox/final-drive unit. This torque tube arrangement, used on the Porsche 944, eliminated the need for universal joints in the prop shaft.

With this layout weight distribution is 50:50, which is an ideal start to getting good handling and high cornering power, with each tire doing the same amount of work when cornering steadily.

Rigid frame of extrusions and castings

To make the most of the power, you need a rigid frame, and the new-generation aluminum frames used by Aston Martin and Audi, Ferrari and Lamborghini are all stiff and light. The V8 Vantage frame is based on aluminum extrusions for the main members, with precision castings for some parts such as the caps of the suspension towers and joints between extrusions.

Aluminum sheet is used for the floor and other flat panels. The various parts are riveted and adhesive-bonded together to form a light and very rigid structure.

As the V8 Vantage is shorter than the DB9 it is inherently more rigid. Since the frame has the same architecture quite a few of the castings and extruded sections are common.

With the V8 Vantage, weight reduction and quality have been taken into account with every component. Therefore, magnesium is used for some parts including the door frames.

Wishbone and coil spring suspension

To obtain the desired suspension geometry and make the best of the basic architecture, double wishbone suspension is used front and rear. With an eye to light weight, the wishbones are aluminum. Coil spring/dampers units provide the suspension with the aid of front and rear anti-roll bars.

Steering is by power-assisted rack and pinion, and there are large brakes with four-pot callipers. Interestingly, Aston Martin has adopted Bridgestone Potenza tires for the V8 Vantage 235/45-18 section on 8.5 inch rims at the front, and 275/40-18 on 9.5 inch rims at the rear.

Every Aston is hand-built, and the interior trim reflects this, with the ambience you’d expect, owing to the leather and wood trim. In front of the driver is a simple analogue instrument panel, the large speed and rev-counter taking up most of the space.

Stability control and other electronics

To help you on your way, you’ll have plenty of electronics in the car. There’s the obligatory ABS with electronic brake distribution, emergency brake assist which keeps the brakes full on if the system detects that the driver has put the brakes on in an emergency and stability control. The stability control will no doubt allow the driver some degree of freedom.

So here’s your new small Aston; looks great, the layout is good, and the power and handling should be terrific, but we’ll have to wait and see, as the car will not be available for some months.

What about the weight? Astons don’t have a tradition of being ultra-light, and the new car follows that tradition. It weighs 3,595 lb (1,630 kg), about 100 lb more than when introduced, but is still 350 lb more than a Ferrari F430 and 450 lb more than the Porsche 911.

The 911 is the closest challenger with similar performance from a smaller engine but very different character. The existence of the V8 Vantage has opened up this sector of the supercar market, and the revised Aston will keep up with the competition.