Supercars like the new Aston Martin Vanquish deliver comfort in several different guises, the least important of which is the one that matters most in a Rolls-Royce, Mercedes or Ford Mondeo.
This is never to suggest that noise refinement, cosseting seats and ride comfort aren’t crucial in any new Aston; they indisputably are. But having driven the new Aston Vanquish it's clear true supercar comfort comes in a tightly wrapped parcel containing high-speed stability, quick and uncorrupted steering and top-class levels of grip, chassis balance and brake retardation, all of them deployed through quick-acting and easily modulated controls.With these advantages, a reasonable driver feels able to use the car to its potential. Without them, it becomes fundamentally slow, whatever the power. Aston has always been good at chassis development. Here we have an ideal front/mid-engined coupé with a slight rearward weight bias, midships seating for the front occupants and adjustable double wishbone adaptive suspension.
The new Aston Martin Vanquish has its 565bhp 6.0-litre V12 lowered by 19mm, and the overall result is the best road-going big Aston yet. It betters even the One-77 at a fraction of the price.
There is no hiding that its proportions are almost exactly those of the DB9. The aluminium box-section ‘VH’ platform is now in its fourth (and most changed) iteration for the Aston Martin Vanquish.
Aston has enhanced its muscles and haunches, provided it with a rear-end shape that excuses the need for a spoiler and given it a set of aerodynamic carbonfibre blades. The new tailpipes are beautiful, and so are the carbonfibre side sill extensions. The typically Aston Martin side vents ahead of the front doors are rethought and beautifully expressed. But the turret and window shapes tell you that this is still fundamentally a DB9.
When you approach it to drive, the Vanquish is the most welcoming of cars. The butterfly doors open not just outwards but also upwards, away from any kerb. They’re long but not particularly heavy and will remain open at any angle, aiding access.
The interior of our red test car was trimmed in high-quality tan leather, and a glance at the options sheet (£20,000 worth of those) showed why this cabin was so easy on the eye. You pay extra for the One-77 steering wheel, the heavyweight carpet, the herringbone carbonfibre dashboard, the seat and shelf quilting, the carbon paddles, the reversing camera, the carbonfibre exterior roof panel and lots more. Outside, you’ve got optional 20-spoke forged 20-inch alloy wheels, with another grand or so spent on red brake disc calipers.
Such inflated prices can easily damage my initial good feelings and its cockpit, especially when I noticed that, as a customer for this £190k car, I’d be slugged extra for a reversing camera and more to upgrade my alarm with volumetric and tilt sensors. The argument goes buyers of cars like these don’t notice an extra £20k on top of the purchase price, but it made me want to know what an Aston Martin Vanquish would be like without any options fitted.
As you slide into the elegant, low-set bucket seat, it’s obvious Aston’s engineers have worked hard to provide more room. The fascia still has a prominent centre console, but it looms less than it did in the DBS and carries more design sophistication. The ancillary controls have been refined and simplified into easy-to-use, well labelled buttons.
The door panels have been reshaped to allow more elbow freedom and there’s more footwell room. It’s more driver-friendly and sets a convenience standard that few in the £190k bracket meet.
At the base of a switch panel in the One-77 steering wheel’s vertical spoke are two well-identified buttons, one to adjust the suspension (Normal, Sport and Track) and one for throttle response, exhaust note, gearbox regime and steering effort.
Push the glass key into its central holder to start the engine. It bursts into life with a rather unnecessary, testosterone-driven blip. Select first via the six-speed automatic gearbox’s long-travel fixed paddle on the right and the car burbles smoothly, moving fluently through its gears even if you’re changing at 2500rpm while the engine warms.
This is a consummate demonstration of the refinement of a top-class ‘normal’ automatic, better governed than ever by new-era electronics for even faster gearshifts and quicker paddle responses.
In its new double variable valve timing form, power climbs from 510bhp in the DBS to 565bhp, while 457lb ft of torque is available at 5500rpm. And this in a car 60kg