Cars service manual

2006 Aston Martin V8 Vantage Preview

Having introduced the long-awaited V8 Vantage at this years Geneva Motor Show, Aston Martins latest The long awaited Aston Martin V8 Vantage is finally here, making its first appearance at this years Geneva Motor Show. (Photo: Aston Martin) work will join its elegant siblings, the beautiful DB9 2+2 and the refined Vanquish S supercar in 2006.

The design, spawned from the AM V8 Concept shown at the 2003 North American International Auto Show which debuted Astons new Henrik Fisker penned styling direction, is positioned as a high-performance sports car with intentions of competing with and overthrowing legendary performance machines such as the Porsche 911, Mercedes-Benz SL, Maserati 4200 GT and the next-generation BMW M3; the latter car to a lesser extent.




In the early morning light outside Aston Martins marble-faced factory in Warwickshire, central England, the V8 Vantage is a vision to savor. Its squat stance comes from using the high-tech glued-aluminum skeleton frame of the DB9, Astons 2+2, but with a wheelbase shortened to 102.4 inches, and reduced overhangs. Unlike the DB9, its a hatchback. The body is all-new, but if you see it alone you could just about mistake it for a DB9. The easiest recognition point is the sharp crease that extends back from the front fender vent. But see one alongside a DB9, and its a whole lot broodier, more purposeful, more muscular. Its shorter engine allows a stubbier nose; its absence of rear seats emphasizes the flare of the rear fenders. Confusing it for a DB9 is a mistake youll make only once.

Though much of the structure, chassis, and dash is shared with the DB9, the mechanical differences are telling. In place of the DB9s V-12 is a new V-8. At 4.3 liters, its a compact engine, and so its been mounted a long way back in the frame, entirely behind the centerline of the front wheels. Its dry-sumped, too, so the crank can be set close to the ground. That sort of weight distribution is great news for handling. To balance up the masses, the six-speed manual transmission is set ahead of the rear axle, joined to the engine by a carbon-fiber propshaft. Suspension is aluminum and all-wishbone; tires are 235/40 front and 275/35 rear on 19-inch rims. Thats a whole lot of tire for a 3461-pound two-seater. This is unambiguously a sports car, not a GT.

Eyes full of its shape, mind full of its specs, heart full of longing for it to live up to it all, I open the upward-swinging door and settle down. A turn of the key lights the transparent instrument calibrations cold blue like backlit ice. The starter button is cool to the touch--its actual glass, emblematic of the level of authenticity throughout this cabin. Most surfaces are swathed in genuine hand-stitched leather; the pillars and headlining are suede ("like being trapped inside a purse," says my wife), while everything that looks metallic is. That includes the dial faces, which have a sensational, jeweled appearance. And if youre wondering how easy it is to read glass needles on metal, the answer is not very. But so far Im still in the mood to forgive, to accept the give and take of a relationship with a beauty. Hey, Ill just train my eyes.



Excellent seats are deep-bolstered on either side of your thighs and lower back to clamp you in hard cornering, but also sensitively padded and 10-way power adjustable for long-haul comfort. The steering wheel and pedals are well placed, although a narrow footwell--a consequence of the engine rammed so far back toward you--limits room for heel-toe gearshifts. And the center stack looks so much better than it actually works. Splendid, big alloy climate knobs are just fine, but the phone/stereo system has too many oversmall buttons, awkwardly placed. What buffoonery led Aston to conclude that grouping the phone dial buttons in rows of two instead of the usual three would make it easier in a moving car? And the menu logic is just as perverse. Never mind, were here to drive.

On the highway, the Vantage sends all the right signals of urgency, even without gunning the engine. That V-8 remains docile but willing up to middle crank speeds, serving no more torque than youd expect for its size, but a gratifying quick-wittedness. But above 4000 rpm, Aston turns to Astonishing. Something awakens in the exhausts, and its a gorgeously naughty something: a deep, bellowing, hard-edged beat that signals the start of the proper end of the performance envelope. The rev needle travels counter-clockwise, hitting vertical at 7000, and a shift light pops on shortly after, at the 7300-rpm power peak. So its no simple sport getting the best from this engine--gearchanges have to be timed to a hairsbreadth.

As with other Astons, the V8 Vantage is multi-national; its engine is built in Cologne, Germany alongside the V12s used in the DB9 and Vanquish S, while the rest of the vehicle is assembled in Gaydon, England.



Deliveries in Europe of this new, breathtaking machine will begin in late summer. Although North Americans will have to wait a little longer for the Vantage, Aston hopes to have models ready for sale by the years end. Pricing has yet to be announced.
Specifications:

Price (estimated MSRP): $170,000

Body Type: 2-door coupe

Layout: front engine, RWD

Engine: 380 hp, 304 lb-ft, 4.3L, 32-valve, DOHC V8

Transmission: 6-spd man (opt 5-spd auto)

Brakes (front/rear): disc/disc, ABS

Curb Weight: 1,500 kg (3,307 lb)

Acceleration (0 - 100 km/h): 5.0 seconds

Top Speed: 280 km/h (about 175 mph)

Seating Capacity: 2

Fuel Economy (city/hwy): N/A

Warranty (mo/km): 24/Unlimited comprehensive

Direct Competitors: Ferrari 360 Modena, Lamborghini Gallardo, Maserati 4200 GT, Mercedes-Benz SL55, Porsche 911 Turbo

Web Site: http://www.astonmartin.ca/