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The Aston Martin V12 Vantage is the ultimate sports car; this car was built for incredible speed and it goes from zero to sixty in just 4.2 seconds. American car enthusiasts have been clamoring for Aston Martin to release the V12 Vantage for sale in the States and our wish is finally coming true. This incredible sports car has only been available in Europe due to the fact that the luxury automaker wasn't sure if there would be a demand for it in the States. Apparently they were wrong, who wouldn't be interested in one of the finest crafted automobiles in the world with a V12 engine to top it all off? This is going to be the most powerful and fastest Aston Martin vehicle ever produced, with an astounding 512 horsepower and 410 lb feet of torque. That is an incredible amount of power packed in one small and sleek package.

Just like all other Aston Martin vehicles, the V12 Vantage will also be built in Warwickshire, England.This car was originally built for the European market only and had to be redesigned in order to meet United States federal crash regulations. The V12 will be available as a limited edition in the US and can be ordered in advance exclusively from Aston Martin. To the delight of many fans, there will also be a limited-edition model available in Carbon Black which will have carbon fiber accents, black ten-spoke alloy wheels, a black obsidian interior and will be painted metallic black for that all-black effect.

What truly sets this car apart from the rest of the pack is its V12 engine! It is extremely rare to find a car with a V12 engine due to cost and the complexity. This Vantage is equipped with a 6.0 Liter V-12 with 510 HP and 420 lb feet of torque. When you combine all this power with the sleek, compact Aston Martin body you get a world-class sports car that can outrace them all. The Vantage V12 is very popular for its engine roar and fans will delighted by its legendary thunderous exhaust noise.

This is the new 2011 Aston Martin Cygnet. No concept car this - here's Aston's official production supermini. The Cygnet will be the smallest Aston Martin ever at just 3m long.



Little has changed since the idea was first mooted in 2009 as a concept car. Aston Martin is importing factory-ready Toyota iQs from Japan and applying a wholly cosmetic face pack at the Gaydon HQ.



Just one Cygnet will be sold: the 1.3-litre petrol four-cylinder. Customers will be able to personalise it every which way, although the wilder and more luxurious options will surely send the price spiralling to scary territory north of £40k.

I beg your pardon? How much will Aston Martin's supermini cost?



The base Cygnet will be priced at £30,000. That is roughly three times the cost of the donor Toyota iQ, but Aston will reskin the nose and rump, and layer on a whole new interior feel, as you can see from these first official photographs.



It's worth noting that our earlier news stories on the Cygnet speculated the price would be nearer £20,000. What price luxury? Every Cygnet will be hand-finished in Gaydon with 'an almost unlimited palette of materials, colours and textures.' No two Aston superminis will be identical.



Although Aston Martin isn't announcing full specs until later this autumn, it's safe to assume the figures will be almost identical to the Toyota iQ 1.3 starting point. Aston is making no engineering changes at all. So that means a 1.3-litre four-pot developing 97bhp and 92lb ft. CO2 stands at 113g/km, average fuel economy 59mpg. It will however be the slowest Aston Martin ever, at 106mph flat and 11.8sec in the 0-62mph sprint (explaining why Aston shunned the cleaner, 99g/km 1.0 engine).

Is the Cygnet a CO2 cheat?



Well, there's no denying a humble supermini will help offset all those V8 and V12 supercars. As a lowly independent, Aston Martin has no group efficiencies to fall back upon and selling a stash of £30k superminis could go a long way to lowering its fleet average CO2 emissions.



You'll see from our earlier blogs (see related articles, left), that the Cygnet has already attracted some ire on these pages. But if it makes good business sense, will we allow Aston Martin some leeway?



'It is time to think differently,' says Ulrich Bez, Aston's German CEO. 'Whatever we do, we do right. If we do performance, we do performance; we don't downsize or compromise our sports cars. The Cygnet needs to satisfy the demands of emissions and space. It is a car without compromise, like every other Martin. Our customers need a small car for urban and city use, and they want the right tools for the right job.'



The Martin Cygnet goes on sale in late spring 2011. Existing Aston customers will be offered the car first, with general sales following.

Nestled in a secluded valley in the south of Spain is the Ascari Race Resort. Celebrated as one of the world’s most beautiful tracks, the private 3.2-mile ribbon of perfectly smooth blacktop challenges drivers with 26 corners, 10-degree climbs and 18-degree banks as it weaves through the mature oak trees that dot the landscape. Named after Alberto Ascari, the first double world Formula 1 champion, the well-manicured decade-old venue is the type of circuit enthusiasts fantasize about.

Our private shuttle takes us through the manned guard gate towards the main clubhouse. As we round the corner, and head down the shallow hill, the sun reflects off something in the distance. Parked in the paddock are a dozen glistening sports cars – some coupes, some roadsters – each still dripping wet from the overnight shower that leaves the air fresh and crisp. The vehicles, the latest offering from Aston Martin, are the enthusiast-targeted Vantage S Coupe and Roadster.

Nine times zones from home with jet lag extinguished by a morning café grande, I figure it is time to get behind the wheel. Only one thing is more enjoyable than driving the new Aston Martin Vantage S through the mountains of Spain – spending a long afternoon with the sports cars on the wide-open Ascari race circuit.

The Aston Martin Vantage secured its position as the automaker’s sportiest model when it was introduced at the 2005 Geneva Motor Show for the 2006 model year. Like the DB9, the then-new two-door utilized the now common VH Architecture (the chassis is constructed with extruded and bonded aluminum panels). Today, the platform is also shared with the DBS and Rapide.

The four basic body styles in the Aston Martin lineup have much in common, but the Vantage holds the trump card when it comes to handling. Unlike its architecture-sharing siblings, the Vantage is shorter by a foot and its wheelbase undercuts the others by nearly six inches – the reduction in overall size translates to a lighter curb weight (3,549 pounds Coupe, 3,726 pounds Roadster) and greatly improved handling.

Aston Martin offers its Vantage in a dozen flavors these days, from the entry-level V8 Vantage Coupe ($120,350) to the flagship V12 Vantage Carbon Black ($194,995). Following on the heels of the limited-edition sport-tuned V8 Vantage N420 models, introduced less than a year ago, are two new models both wearing the automakers coveted ‘S’ badge - the 2011 Vantage S Coupe and 2011 Vantage S Roadster.

While their aluminum platforms are virtually identical to the standard coupe and roadster models, the British automaker is targeting driving enthusiasts with these heavily upgraded Vantage S variants. Under the hood of each is a specially-tuned version of the familiar all-alloy 4.7-liter V8. Fitted with an adjustable air intake (engineered to open nearly unrestricted at 3,500 rpm), more aggressive spark mapping and the ability to take advantage of higher octane fuel, the engine delivers 430 horsepower at 7,200 rpm and 361 pound-feet of torque at 5,000 rpm (its power rating tops the N420’s output by about ten horsepower). We estimate the Vantage S will hit 60 mph in about 4.5 seconds (Aston Martin lists the maximum speed at 189 mph).

The Vantage S also boasts a new transmission. The six-speed Sportshift gearbox (a single-clutch automated manual transmission) fitted to the standard Vantage models and the N420 has been superseded by Aston Martin’s all-new seven-speed Sportshift II. While it remains a single-clutch automated manual transmission (rumor has it a dual-clutch unit won’t fit), Sportshift II is 52 pounds lighter than Sportshift I. Plus, it is at least 100 pounds lighter than a dual-clutch transmission, reports Aston. Specifically designed with the performance of the V8 Vantage S in mind, the transmission is engineered to operate automatically in Drive mode, or to be manually commanded via column-mounted magnesium shift paddles (the new transmission is reportedly able to select gears 20 percent faster than the older gearbox, in both modes). The rear-mounted gearbox is also now air-cooled, not oil-cooled like its predecessor, helping to shed an oil pump and other unnecessary ancillaries.

The exhaust system is also unique to the V8 Vantage S (it shares some commonality with the aggressive muffler system used on the V12 Vantage). Its overall capacity is larger, and the bypass valves are engineered to open earlier in the rev range to produce a throatier sound and more “crackle on the overrun,” says the automaker.

The steering rack has been modified with a quicker ratio (now 15:1, as compared to 17:1 on the standard Vantage models), dropping the number of wheel turns (lock-to-lock) down to just 2.62. The suspension has also been overhauled with retuned passive damper valves, revised rear spring coil rates and revised bump stop rates and lengths.

The braking system delivers more stopping power, thanks to larger 15-inch slotted front rotors with six-piston calipers. While their overall diameter has increased over the standard Vantage, their weight has done just the opposite (credit an innovative two-piece system that uses a lightweight aluminum hub with a durable iron braking surface). The rear 13-inch rotors are cast iron, with four-piston calipers. The braking software has been refined to take advantage of existing brake-related systems (ABS, electronic Brake Force Distribution, Traction Control and Positive Torque Control), and the three-mode Dynamic Stability Control has been specially calibrated for its new enthusiast-tuned role. The Vantage S is also the first Aston Martin to be configured with Hill Start Assist (the brakes are automatically used to hold the vehicle stationary on a steep grade for two seconds, or until the accelerator is pressed).

Visually differentiating the Vantage S from its other siblings, Aston Martin has resculpted the front bumper and added a carbon fiber lower front splitter (its larger intake channels more air to the engine and brakes). There are larger side sills with styling derived from the GT4 race car, and a new carbon-fiber rear diffuser. Lastly, the rear decklid features the slightly raised “flip” shared with the V12 Vantage. All of the design elements contribute to lowering the coefficient of lift and drag, thus increasing high speed stability.

The wheels are also unique to the Vantage S lineup. Standard fitment is 19-inch “V-spoke” cast aluminum alloys, wrapped in Bridgestone Potenza RE050 performance tires (245/40R19 in the front and 285/35R19 in the rear - the rears on the Vantage S are 10 mm wider out back when compared to the standard Vantage). Forged 10-spoke aluminum alloy wheels, saving additional unsprung weight, are optional.

A glance at the interior reveals that it, too, has its own unique look. The cabin has been upgraded with distinctive three-track stitching on the door panels and seats (Aston Martin says the design element “echoes the gills of a shark”). The steering wheel can be covered in Obsidian Black leather (or Alcantara) with matching or contrasting stitching and there is an option to specify a Piano Black package, complete with a piano black center console, door handle surrounds and handles. The option list for both Vantage S models reads nearly identical to the other Aston Martin siblings, whether one is seeking a 1000-watt Bang & Olufsen BeoSound audio system, satellite radio upgrade or a boot-mounted umbrella. Track junkies overseas will want to opt for the extra-cost carbon-fiber and Kevlar bucket sport seats, with soft leather faces, saving nearly 40 pounds of weight (sadly, the DOT won’t certify them for the States).

Aston Martin is offering the 2011 Vantage S in two body styles. The standard V8 Vantage S Coupe (with mandatory Sportshift transmission), starts with a base price of $138,000. The V8 Vantage S Roadster with a power-operated soft top (also only fitted with Sportshift) will set you back $151,000. The pricing puts the two new models comfortably mid-pack in the Vantage lineup. (All pricing includes gas guzzler tax, but exclude the $1,615 fee for delivery and destination.)

By luck of the draw, I’m on the track in the first round. My fortune is short-lived, however, as I quickly realize my dallying in the heated lounge has cost me first choice of vehicles – I’m left holding the glass key to a bright blue right-hand-drive model. The minor annoyance accepted, my six-foot, two-inch frame settles comfortably into the optional sport seats (as mentioned, the nice carbon/Kevlar buckets won’t be offered in the States). Strapped in place with the standard three–point belts, I slide the white open-face helmet over my skull. I have plenty of wiggle room.

The new Sportshift II, like its predecessor, doesn’t have a traditional PRNDL gate on the lower console. Instead, there are four round buttons (”Sport,” “R,” “N” and “D”) high on the center stack. The Vantage S, like all Aston Martins these days, is started with the signature key held in place for a few seconds. The V8 fires over and settles to a tempered growl. I step on the brake and tap the “D” button, followed immediately by the “Sport” button – it electronically changes transmission maps so the new gearbox will shift more rapidly and hold each gear longer through the counterclockwise sweep of the tachometer. The sport mode also alters the flapper in the exhaust to give it a more aggressive note.

With an open track beaconing, and a flagman waving a bandera verde, I bury my right foot on the metal accelerator pedal. There is a very reassuring growl from the ass-end of the coupe as the 4.7-liter forces me back into the seat.

It takes about three full laps of the 3.1-mile circuit before I am comfortable with the layout. There are twenty-six corners, so much of the orientation is spent memorizing entry points (speed will come). With most committed to my internal RAM, I increase my velocity gradually. I immediately find the Vantage S very docile - it is nearly perfectly balanced (49:51 front to rear) and the steering is nicely weighed. I’m pleasantly surprised.

After ten minutes, I’m starting to really enjoy things. The Bridgestone Potenza tires are getting some good heat into them, as are the brakes. I push harder. At about eight-tenths, the Vantage S transforms from being a street car on a track to a showroom-ready racer. The back end starts to break free if power is applied on a lightened rear end (easily corrected with some opposite steering input) and a bit of understeer in the sharper corners becomes an issue. It’s time to crank things up.

At nine-tenths, I’m grinning ear-to-ear. Diving into the hairpin corners, I use trail braking to help rotate the Vantage S (masking much of the understeer). Body roll is minimal, and there is plenty of low-end torque to control rotation and bring the coupe back to speed upon exit. The width of the Vantage requires some caution in the tighter areas (unless you enjoy unsettling impacts with curbs), but nothing overly distracting. That same low stance does contribute to ample, and welcomed, grip on the small and medium-size corners. On the larger sweepers, I find it easiest to keep my foot down until I feel the rear end get light. Then I just hang it there and enjoy the ride.

The Vantage S is truly one of the more enjoyable vehicles I have ever driven on the track. The engine pulls with gusto (it prefers to spin at the top of the tachometer, so be wary of the fuel cutoff), the exhaust sounds tremendous (even through a helmet) and the brakes are more than competent for the job. And one has to mention the chassis – it is a spectacularly stiff platform. Aston Martin takes some abuse for using the same VH architecture on all of its models. I say, who cares? It works.

Yet hold your applause.

Even with its sexy styling and eight-cylinder rumble, there is something working against the Vantage S. It’s the darn brand-spanking new Sportshift II gearbox. While it is admirably lighter and quicker than its predecessor, it still trails the pack when compared against the dual-clutch offerings from the competition (there is no prize for inventing the ultimate VHS machine these days). Even when the transmission is in manual-shift mode, there is an agonizingly noticeable delay between gears. Aston Martin’s redesigned single-clutch gearbox may finally be quickest of its kind, but the industry moved on. Several years ago.

With my helmet back in the lounge, I grab the keys to another Vantage S and depart Ascari Circuit on two-lane public roads for the small Spanish villages of Cuevas del Becerro, Setenil de las Bodegas and Arriate. In a relaxed manner, the transmission is left in “D” allowing the electronic nannies do the shifting. Once again, I find myself flustered with the slow gearbox, so it’s back to manual mode (thankfully, it only takes a brief tap on the paddleshifter to kill the autobox and the system doesn’t revert back to automatic without pressing the “D” button again). With my brain in control, and my fingers doing the work, the Vantage S is a fun scalpel to carve local Spanish roads. I am smiling once again.

The British automaker doesn’t hesitate when asked to put the crosshairs on the Vantage’s direct competition. It understandably comes from the volume-selling rear-engine Porsche 911. Granted, Aston Martin money ($138,000-plus) will buy every single naturally-aspirated 911 in today’s lineup, and get you in a standard 911 Turbo – an established segment benchmark.

Aston Martin Vantage S verses Porsche 911 Turbo. That’s a tough dilemma.

If asked to choose a weekend track car with those lottery winnings, I’d toss both aside and place my money on the Porsche 911 GT3 RS – that lightweight slot car is a no brainer. But, if asked to pick a sports car to fill the void in the third garage slot, one that would shuttle me to work a couple days a week, get front billing with the valet at the country club, provide me with an engaging driving experience up Mulholland Highway on days off and make me look over my shoulder each time I park, I’d choose the new Aston Martin Vantage S. But, really… can I get one with a manual transmission?

[SourceL autoblog]

Aston Martin V8 Vantage S: Performance



The rationale behind the V8 Vantage S was to push the boundaries of the already acclaimed V8 Vantage with the highest levels of driver involvement possible. Aston Martin engineers set about enhancing nearly every dynamic element of the car to create a highly distinctive driving experience.



“With every new model we continue to evolve and enhance our VH architecture,” said Aston Martin Product Development Director, Ian Minards. “The engineering team at Gaydon looked at every single performance attribute of the V8 Vantage, from engine and transmission to suspension, steering, brakes and tyres and considered what was required to make this car deserving of the coveted ‘S’ badge. The result is a pure driver-focussed package that, in both the coupe and Roadster form, exploits and emphasises the sporting nature of the iconic Vantage.”



The 4.7 litre V8 engine has been modified to deliver peak power of 430 bhp (436 PS / 321 kW) at 7200 rpm and torque of 490 Nm (361 lb.ft) at 5000 rpm representing an increase of 10 bhp and 20 Nm respectively and is signified with a black engine plenum. The increase has been achieved through a valved air intake system and an aggressive spark strategy. The air intake system valve opens above 3500 rpm to allow more air to flow into the engine, which helps optimise performance at precisely the right part of the torque curve. Aggressive spark strategy uses sophisticated electronics to ignite the fuel in the engine at precisely the right time allowing it to run at its most powerful. It can also recognise higher octane fuel and extract the optimum performance from the increased rating.



The power and torque delivery on the Vantage S is delivered at the most frequently used mid range engine speeds which creates tractable and effortless acceleration. Most demand for power and torque is in the mid-range which on the V8 Vantage S is where the greatest torque is delivered at 5000 rpm.



Sportshift™ II is an automated manual transmission featuring a new seven speed Graziano gearbox which is positioned at the back of the Vantage S on the transaxle contributing to 49:51 near perfect weight balance. The system benefits from a single manual clutch mated with electronic switching gear to change ratios and was designed from the ground-up exclusively for the V8 Vantage S. Aston Martin specifically chose to develop the Sportshift™ system owing to its inherent sporting benefits including mass saving, low complexity of moving parts, and real tangible gear changes. This contributes, along with other weight saving parts, to a total vehicle weight reduction of 30 kg.



Electro-hydraulic controls are actuated via two steering column mounted magnesium paddles allowing the driver to shift up or down. Quicker than a conventional manual system, and at least 50kg lighter than a dual clutch system, Sportshift™ II offers the inherent benefits of being able to drive in automatic mode as well as shifting manually. Sportshift™ II is 24kg lighter than Sportshift™ featured on the standard Vantage.



Sportshift™ II features seven ratios allowing the first six gears to sit closer together taking advantage of the engine’s torque characteristic; this enhances the acceleration feel and gives the driver increased control. The seventh gear is a longer ratio delivering a quieter, more refined cruising gear for motorway stretches and also delivers increased fuel economy.



Driver interaction with Sportshift™ II is made as simple as possible to allow the driver to concentrate on the road ahead. Two magnesium paddles allow an up or a down shift through the gears. The controls are column-mounted so that the driver can always locate them with ease no matter what position the steering wheel is in.



As well as selecting gears manually with the paddle-shift, the driver is also able to select the ‘D’ button on the facia to engage automatic mode which acts like a traditional automatic gearbox changing gear at precisely the right time, making light work of urban, traffic and motorway driving.



The new seven speed automated manual is standard on the Vantage S perfectly suiting the sporting nature of the car. Aston Martin has opted not to offer a manual transmission option owing to the high expected demand of Sportshift™ II.



The Vantage S’ sporting character really comes into its own when the ‘Sport’ button on the facia is depressed giving the driver faster gear changes in both manual and automatic (a decrease of 60 milliseconds) and prevents the car changing up to the next gear when the revolution limit is reached. The default ‘normal’ provides a more progressive, throttle response, suited to more everyday situations, such as driving in urban areas, heavy traffic, or in challenging weather conditions. Selecting ‘Sport’ mode delivers a sharper throttle response together with a sportier exhaust note. This mode is designed for use in more dynamic driving situations where sharper responses are required, extracting the maximum performance from the car.



The Vantage S weighs 1610 kg, (coupe), 30 kg lighter than the standard Vantage owing to weight optimisation of the new Sportshift™ II transmission and use of carbon fibre. Air cooled, rather than oil cooled, the Sportshift™ II system takes advantage through the deletion of the oil pump and associated ancillaries saving 24 kg over the conventional six speed Sportshift™ system.



As with all Aston Martins, the Vantage S benefits from near perfect weight balance of 49:51 front to rear owing to the placement of the gearbox on the transaxle contributing to the excellent dynamics.



The Vantage S remains a practical day to day sports car featuring a 300 litre boot with convenient tail gate opening in coupe guise, while the Roadster has an automatically retracting fabric hood which can be operated up to 30 km/h.



The S variant features a unique exhaust muffler specifically tuned to aurally define its sporting intent. A revised map opens the bypass valves earlier in the rev range at 3500 rpm and even earlier in ‘Sport’ mode producing more crackle on the overrun.



Aston Martin V8 Vantage S: Control



The Vantage S bridges the gap between the V8 Vantage and the Vantage GT4 endurance race car offered by Aston Martin Racing. The standard components of the Vantage platform lend themselves perfectly to competition and produce a race-fit car with only minor modification. 2010 was the most successful year yet setting the Vantage as the benchmark GT4 competition car: it won its class at the Dubai 24 Hours following this up with further endurance race wins at the Nürburgring 24 Hours, Silverstone 24 Hours and the Spa 24 Hours. However, it was the car’s first major international championship victory in the European GT4 Cup with Rhesus Racing that was the crowning of an excellent year for the car. In 2011, the Vantage GT4 was updated to take advantage of the increased aerodynamic benefits of the V12 Vantage and V8 Vantage S’ body styling.



With knowledge from the track filtering into Aston Martin’s road cars and the ease of driving them filtering onto the race track, the Vantage S benefits from having its handling characteristics honed by the marque’s knowledgeable and talented engineers.



The steering rack has been modified with a ratio of 15:1 compared to 17:1 on the standard Vantage lowering the number of steering wheel turns lock-to-lock from 3.04 to 2.62. This results in greater precision and improved agility, response and fluidity of handling, and allows the driver to feel a closer connection to the car – delivering a more engaging and energetic drive.



An upgraded braking system plays a central role to the Vantage S’ dynamics, with a new larger diameter front brake disc, 380mm compared to 355mm on the V8 Vantage, six piston front calipers and a new generation of brake control module.



The front brakes are a racing-inspired floating disc design. The discs are made from two materials: cast iron and aluminium; the cast iron is bolted via a floating bobbin system to the aluminium bell. The technology provides dynamic advantages in the form of reduced unsprung mass with a brake that is lighter than a standard cast iron brake, has better thermal stability, improved cooling and produces a more consistent pedal feel. Despite the front disc being of a larger diameter, the weight of each disc has been reduced by 0.4 kg. The Vantage S also features a new brake ‘booster’ reducing pedal effort and travel.



The system features a new braking module delivering more discreet interventions and provides improved functionality for existing features such as ABS, Dynamic Stability Control (DSC), Electronic Brakeforce Distribution (EBD), Traction Control (TC) and Positive Torque Control (PTC) as well as the new Hydraulic Brake Assist (HBA), which provides assistance in emergency braking situations. The Hydraulic Brake Assist function identifies when the driver requires maximum braking performance, from the speed at which the brake pedal is depressed, and automatically boosts the brake pressure up to the ABS control threshold for as long as the driver keeps the brake pedal pressed down. As a result, stopping distances can be substantially reduced.



The Dynamic Stability Control (DSC) system has been specifically tuned for the Vantage S with emphasis on its sporting characteristics. A three-stage DSC system allows the driver to tailor the level of electronic intervention according to the type of driving. In default mode, the system is set to ‘on’ which will limit any tyre slip in difficult conditions, and provide the maximum amount of security possible without being intrusive. Holding the DSC button for four seconds will engage ‘Track Mode’ which delays the electronic intervention further, creating a safe yet purer experience. Depressing the button for a further five seconds will disengage the system completely.



V8 Vantage S sees the first introduction of the Hill Start Assist (HSA)function on an Aston Martin. If the driver applies the brakes to bring the car to a stop on a gradient, Hill Start Assist will hold the car stationary for up to two seconds to allow a smooth pull-away when the driver transfers their foot from brake to accelerator. HSA perfectly complements automated manual transmissions.



The suspension systems on the ‘S’ variant have been re-tuned to the more driver-focused nature of the car. The coupe features a revised rear spring coil rate and both body styles have retuned passive damper valves and revised bump stop rates and lengths. This results in greater levels of traction and stability, with the wheels maintaining better contact with the ground.



The Aston Martin engineers worked closely with Bridgestone during the development programme to create a bespoke tyre which has been optimised for the Vantage S. The Bridgestone Potenza RE050s are 10mm wider at the front and rear than the standard Vantage to ensure supreme levels of grip.



Aston Martin V8 Vantage S: Design



The Vantage has established itself as one of the world’s most beautiful cars; distinctively Aston Martin, elegant yet with controlled aggression and perfectly proportioned with a low purposeful stance. The Vantage S capitalises on the beauty of the Vantage and fuses it with the taut design cues from the V12 Vantage which hint at the car’s heightened performance potential.



Aston Martin Design Director, Marek Reichman said: “We have sent the V8 Vantage to the gym to give the ‘S’ more definition and muscularity resulting in a more toned form.



“It is the perfect machine with an aesthetic that is borne out of functionality and aerodynamics conveying its focussed nature. The whole car sits in tension while the interior remains beautifully hand crafted conveying excitement of the Vantage S from within.”



The V8 Vantage S’ styling largely follows form to provide a shape that caters for the additional needs of the ‘S’ performance variant. From the front, the hand-laid carbon fibre front splitter creates a ground hugging stance hinting at its agility while also providing an increased area to provide the engine and brakes with more air. The splitter works in conjunction with the more pronounced rear deck lid ‘flip’ to create increased down force at speed. From the side, the wider profile sills which are derived from the GT4 race-car programme, contribute to reduced rear lift, and therefore improved high speed stability, by preventing the air which flows along the side of the car from spilling underneath the car.



The rear bumper accentuates the powerful attitude and rear proportions of the car. On the coupe, the deck lid incorporates a more pronounced ‘flip’ which contributes to high speed stability by reducing rear lift.



The rear bumper features a hand-made carbon fibre diffuser aiding the flow of air exiting from the underside of the car to maintain an area of low pressure at the rear of the car which helps to reduce lift and improve high speed stability.



The new 19-inch standard wheels are unique to the Vantage S and feature a ‘V’ spoke design with a diamond turned finish providing a further clear differentiation to the standard car. An optional forged aluminium wheel is available saving half a kilo per wheel in unsprung mass improving comfort and handling further.



Complimenting the taut exterior, the tailored Vantage S’ interior hints at the car’s dynamic capabilities, defined by a distinctive three-track stitch detail on the inside of the doors and on the seats. A new folded leather design runs along the new stitched tracks echoing the gills of a shark hinting at the power and agility of the Vantage S.



The optional carbon fibre and Kevlar® composite seats cosset the driver providing support during spirited driving while remaining comfortable on long journeys. Saving 17 kg per car, the seats which are manufactured by a supplier to the motorsport and aviation industries are hand-trimmed by craftsmen and women at the Gaydon production facility.



Customers are able to specify an Obsidian Black full leather or Alcantara trimmed steering wheel with a contrasting (leather only) or matching stitch. Unique to the Vantage S is the option to specify the Piano Black Interior Pack option which includes a Piano Black facia, centre console and surround door grabs and handles.



Both the Vantage S coupe and Roadster are hand built at Aston Martin’s global headquarters in Gaydon, Warwickshire alongside the V8 Vantage and V12 Vantage. Each Vantage S takes in excess of 185 man-hours to build including 50 man-hours to paint and 70 man-hours to hand trim the interior. Each car undergoes meticulous attention to detail in not only the build phase but quality control and handover processes too.

• The highest levels of refinement and dynamic control yet, resulting from seven years of VH architecture evolution


• The new Virage offers customer greater choice of individual sports car characters yet with the same consistent Aston Martin DNA


• Virage and Virage Volante complete the Aston Martin sporting GT line-up sitting between DBS and DB9


• Set for world debut at the Geneva Motor Show on 1 March, 2011

Gaydon, 23 February 2011. Aston Martin introduces the new Virage – supremely elegant and powerful, yet juxtaposed as an understated sports car. The marque can now provide customers with a class-leading range, all with different characters, yet with the same unique Aston Martin soul and luxury.



Beautiful, dynamic and prestigious, the Virage combines outright sports car performance with luxury, comfort and refinement. The front mid-mounted V12 engine’s torque delivery provides outstanding performance, coupled with the car’s inherent agility and perfect weight distribution delivering the ideal balance between outright sports car performance and trademark sporting luxury exemplified by modern Aston Martins.



The Virage sits between the enduringly elegant DB9 and overtly sporting DBS, providing customers with a car that remains luxurious and understated but delivers increased performance and crucially performance that is always accessible for effortless driving.



Aston Martin’s revered hand-built 6.0 litre V12 engine produces 490 bhp (365 kW/497 PS) and 570 nM (420 lb. Ft) of torque and through its carbon fibre prop shaft, is mated to a six-speed Touchtronic II automatic transmission mounted on the transaxle contributing to perfect 50:50 weight balance.



The Virage’s dynamics have been tuned to deliver an engaging yet more refined driving experience, where the driver can extract the maximum performance from the car with greater ease. A newly developed Adaptive Damping System (ADS) intelligently ‘reads’ the road to provide optimum road holding, adapting to different conditions. The system now selects up to five different stiffness settings within normal mode, and a further five stiffer settings within sport mode.



Aiding driver control, a ‘Sport’ button on the facia allows the driver to select a sharper throttle response and faster gear changes while also holding the gears without automatically shifting up at the revolution limiter.



Virage will be delivered with Carbon Ceramic Matrix (CCM) brakes as standard – bucking the trend in this market – offering progressive and tremendous stopping power. Powerful, resistant to fade and much lighter than conventional cast-iron discs, the CCM braking system means that not only is the overall vehicle weight reduced, but the weight saving at each wheel means that a better balance between ride comfort and handling can be struck. Lower rotational mass also provides improved acceleration.



Virage capitalises on the technology from the DBS and unites it with the comfort and refinement found in the DB9 and Rapide. Aston Martin’s own bonded aluminium ‘VH’ architecture that forms the backbone of the marque’s sports cars, takes inspiration from the aerospace industry where weight reduction is the ultimate goal. Strong yet light, the inherent properties of modular aluminium lend themselves perfectly to an extremely rigid and versatile platform which allows the production of a Virage coupe and Volante.



The Virage sits low and wide asserting the power which lies beneath; single bi-xenon headlamps follow the lines of the car’s flanks to give a more crisp and modern look from the front. A new aluminium metal front grille, inspired by the One-77, features five horizontal vanes which are chamfered creating an aerofoil profile. The new front bumper is pure and relieves the car of any visual complexities, contributing to the overall simplicity of design. The front wings distinguish the Virage from its stable mates housing a new modern interpretation of the Aston Martin iconic side strake housing six LEDs elegantly forming the side repeater. Virage’s side sills carry the simplicity of the front bumper through to the rear diffuser which houses a body-coloured blade accentuating the width of the car.



As drivers and passengers open the signature swan wing doors, they are greeted by the aroma of seven hides of the finest Bridge of Weir leather expertly hand stitched by craftsmen. Inspiration has been taken from luxury leather goods to produce a pinstripe welt which flows down either side of the facia and along the seat and door, drawing your eye through the car. Each Virage will have 70 man hours of expert craftsmanship lavished on the interior alone to create the famous sophisticated Aston Martin interior. In all, over 200 man hours will be spent handcrafting the Virage at Aston Martin’s global headquarters in Gaydon, Warwickshire, England as it becomes the tenth major production car to be built there in the space of less than eight years.



Simplicity runs throughout the car with the new fully integrated Satellite Navigation system that has been developed in conjunction with Garmin. The new system simplifies operation through the existing four-way joystick mounted on the facia. A new 6.5 inch high resolution display uses the latest graphics and maps to visually and aurally guide the driver to their destination.



Standard equipment includes heated seats (Sports seats only), cruise control, satellite navigation, Bluetooth telephone preparation and the powerful 700W Aston Martin Premium Audio System with Dolby® Pro Logic II® and full iPod® integration.



The Virage and Virage Volante are on sale now, available from Aston Martin’s global dealership network spanning 132 dealerships in 41 countries. Pricing for the new Virage will be confirmed at the Geneva Motor Show where it will be joined by two further new cars; the V8 Vantage S and the new Tailor-Fit Cygnet city car, all of which will be brought to production in the UK by Aston Martin in 2011.

World premier of the electrically powered 2011 Artega SE



At the 81st Geneva Motor Show from 1-13 March 2011, Artega Automobil GmbH & Co. KG will introduce an electric version of its mid-engine sports car. "Our aim is to combine environmental responsibility with the passion for automobiles," said Artega chief executive Peter Müller.



With this forward-looking project, the company headquartered in Delbrück once again demonstrates the benefits and strengths of its manufacturing plant. Technical expertise and quick decision-making processes have enabled the company to implement a completely new drive concept in a very short period of time. Artega has also cooperated with the Fraunhofer Institute, one of the most competent development partners in the automotive sector. The research organization bought two Artega vehicles more than a year ago to test their feasibility as electrically powered cars.



The new electric model will be announced at a press conference at 1 p.m. on 1 March 2011 at the Artega stand in Hall 4, exhibit stand #4231. Peter Müller will report on the company's progress since its appearance at last year's Geneva Motor Show and will introduce the newly established company Artega Automobile Switzerland AG.



Following Mr. Muller's presentation, Dr. Wolfgang Ziebart will elucidate the technical features of the 2011 Artega SE. The initials stand for "Sport Electric." The initiator of the E-mobility project is convinced of the advantages of electrically powered sports cars. "Sports car drivers usually have a very dynamic driving style, with frequent acceleration and braking, which is very energy inefficient. But electric cars recuperate the energy lost through braking and return it to the battery. In addition, unlike combustion engine vehicles, electric vehicles convert the full extent of the engine torque immediately, which makes driving them a completely new, very dynamic experience."



The manufacturing plant in Delbrück will shortly make it possible for people to experience these advantages first-hand. The vehicle is expected to be introduced in the late summer of 2011, prior to the IAA in Frankfurt. If the reaction is as positive as expected, a concerted effort will be made immediately to prepare the car for mass production. It could be on the market by April 2012.



Artega®GT with serial carbon fibre hood, EU5 and individual configuration



A front hood made of carbon fiber reinforced plastic and EU5 are standard on the Artega®GT. The model shown at the company's Geneva exhibit also underscores the benefits of the in-house manufacturing concept, which offers the best potential for creating extraordinary, exclusive vehicles. For starters, there are no limits to the colors available. The Geneva Motor Show version, for example, is in Suzuka grey metallic with matching upholstery in two colors: the top of the instrument panel and the door trim moldings are upholstered in black leather, while the rest of the upholstery is red leather. Other sporty features include the air intakes and the hood with a visible carbon structure, which provide another clear indication of the uncompromising lightweight construction of the GT. The black wheels also underscore the sports car's high performance.



The Artega SE



High performance with zero emissions



Two electric motors on the rear axle with a total output of 280 kW (380 horsepower) give the car its powerful thrust. The two engines operate independently, with each driving one of the rear wheels. The 2011 SE Concept accelerates from zero to 100 km/h in just 4.3 seconds (4.8 seconds with a combustion engine). Unlike the combustion engine, the electric engines transmit their power linearly and immediately, with no delay. The maximum velocity is well over 250 km/h. The entire drive train weight just 150 kilograms. The degree of efficiency is extremely high, namely more than 90%.



State-of-the-art battery technology



A total of 16 tried-and-tested battery modules with lithium ion polymer cells are built into the Artega SE. Each of these modules contains 12 battery cells, and they operate for the most part autonomously. Twelve modules are located in the rear of the vehicle and four in the front. All of the batteries are water-cooled and produce a total of 37 kilowatt/hours and a nominal voltage of 350 V. The total weight of the battery system is 310 kg.



According to the New European Driving Cycle standard, the Artega SE has a range of 300 kilometers; under normal driving conditions it can comfortably achieve 200 km. The batteries can be recharged using conventional household electricity with the help of a plug in the rear of the vehicle. The recharging time can be considerably reduced when park-and-ride stations or special parking lots with recharging facilities are used. The depleted batteries can be fully recharged in just 90 minutes.



The 2011 Artega design promises optimal results with low added weight



The mid-engine concept and the rear-attached subframe for the drive unit are excellently suited for use with an electric motor. The axle distribution of 57% in the rear and 43% in the front is identical to that of the Artega®GT with a combustion engine. Its uncompromising lightweight construction gives it a total weight according to EU standards of just 1285 kilograms - a decisive advantage over its competition. The 2011 Artega SE weighs in at 1400 kg, just about 10% more than the GT version. That means the handling and braking performance will be comparable to those of the Artega®GT, which received outstanding reviews in the trade press. The entire vehicle with brakes and damping has the appropriate dimensions to accommodate the added power of 59 kW (80 horsepower) and resulting improved performance of the electric version.



Innovative recuperation settings



Using the toggle switches on the steering wheel, the driver can adjust the recuperation rate when he removes his foot from the accelerator. The settings are variable from about 75 kW to zero recuperation, a level referred to as "sailing." This allows the driver to modify the characteristics of the acceleration pedal to suit his own wishes or the respective driving conditions.



The instrument cluster has been redesigned with combined analog/digital displays for speed, range, battery level and energy flow.



Sufficient production capacity in Delbrück



With 4000 square meters of production space, the plant in Delbrück is easily capable of manufacturing a second version of the sports car. It is possible to make up to 500 vehicles per year without compromising the extremely high quality standards the company has set for itself.



There is a market for high-quality electric cars



The McKinsey consulting company has conducted extensive research into the market for electric cars and published the results in its quarterly report in February 2011. The report said the potential customer demand for all-electric and hybrid vehicles with electric engines is currently as high as 16% in major metropolitan areas such as New York, Paris and Shanghai. Moreover, interest in buying such vehicles was independent of the availability of charging stations - and also independent of state subsidies or incentives.



The target groups interested in electric cars can be categorized as public institutions, companies that want to make a contribution to the environment and the so-called "early adopters," customers found primarily in large urban areas who are generally willing to spend more for technological innovations. As a rule, this target group owns at least one additional car, so any limitations in the potential range of electric cars would play a subordinate role.



Thanks to careful calculation, Artega is able to offer the exclusive SE at the attractive price of 150,000 euros. This price lies between that of existing first-generation sports cars and the anticipated price of mass-produced electric sports cars that have been announced by the major manufacturers.



The vehicle is one of a kind



The Artega SE is sure to enhance social acceptance of the sports cars of tomorrow. After all, it is a fine example of German engineering and will be manufactured "by hand" to meet the customer's individual wishes - just like its counterpart with a combustion engine, the Artega GT. The new German sports car from Delbrück in North Rhine-Westphalia is a one-of-a-kind vehicle. The small-scale manufacturing process makes it possible to incorporate numerous new technologies. The Artega - whether with a combustion engine or an electric motor - is a genuine innovation and sets itself apart from other vehicles.





Overview of the Artega GT



Unmistakable design



The renowned designer Henrik Fisker, who created the BMW Z8 and the Aston Martin Vantage, among other models, has created an unmistakable design with the length of a compact car (4.015 meters) and the width of a luxury limousine (1.88 meters). It is both powerful and appealing.



Impressive performance with low consumption figures thanks to uncompromising lightweight construction

A combination of materials familiar from racing sports, namely an aluminum space frame, high-strength steel and alloys reinforced with carbon fiber, give the Artega®GT an unloaded weight of just 1285 kilograms in spite of the extensive standard equipment built into the vehicle. This makes the sports car one of the lightest in its class.



The V6 engine has a cubic capacity of 3597 cubic centimeters and produces 300 horsepower (220 kW), resulting in a performance ratio of 4.28 kilograms per HP. The low weight-to-performance ratio and the state-of-the-art drive train ensure extreme agility and impressive driving performance. The car accelerates from 0 to 100 km/h in just 4.8 seconds. Its highest speed is 270 kilometers per h our.



The midship concept and direct steering optimize driving pleasure. Average consumption according to EURO 5 standards is just 9.2 liters per 100 kilometers.



The ultimate in exclusivity



Artega has built a factory that produces individual vehicles with great care. One of its trademarks is the high percentage of parts produced in-house, including the chassis, wheel suspension, engine periphery and the fueling and exhaust systems. Each individual vehicle is put together in traditional handwork to meet the specifications of the customer. Highly skilled workers assemble the technical components, the body and the interior.



The Artega will always remain an exclusive product. The factory in Delbrück will manufacture no more than 500 sports cars per year.

 
 

 

 

The Lamborgini Estoque has surprised the exotic car world when it let loose it's $230,000 four-door sports car. Some onlookers at the 2008 Paris Auto show liked it and some liked it just as much as the Murcielago. At the moment, designers consider it only as a concept car but in their Italian headquarters officials are serious contemplating putting it into production. Is there a four-door Ferrari, Porsche, Aston Martin or Maserati?

Although it is four-door there are no compromises as it was made to compete against rivals such as the Porsche and Ferrari. The name "estoque" comes from bullfighting which is a sword that a matador wears. The new Lamborghini has a 5.2 V-10 engine and it is situated in the front which is rare, and has a trunk for luggage. Well, it is a sedan so that is consistent.

There are so many different types of cars available on the marketplace that it can be difficult if you're not a car fanatic to get to grips with what will be the best choice for your needs. From the difference between a city car and a supermini, to coupes and hot hatches - the following guide explains the different terms in simple language so that you can choose the type of car that will give you the best value for your money.

City car's, while self explanatory, cover the range of small and very compact cars that are popular and useful in congested urban areas. They are usually highly economical to run and their small engines result in lower insurance premiums. Cit cars will generally only have three doors because of their deliberately small size and their low top speeds mean they're not ideal for long distance travel (although there are some exceptions).

Supermini

Some people have the misconception from the name that superminis are smaller or the same size as the traditional mini. In fact these cars are actually larger than city cars and fall just below the size of a family hatchback. Superminis are some of the most popular cars on UK roads today. They are also economical to run and come in three- or five-door versions.