Thursday, June 23, 2011
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.
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.
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 automatic 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.
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. Learn More...
Source : http://www.caranddriver.com
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