2014 Aston Martin V8 Reviews

It's all new after a decade, but do AMG mechanicals rob the Vantage of its unique personality?

Pine plantations, as the apparent preferred location for man's inhumanities, silently have witnessed some mind-numbing events. But rarely have their nuts been shaken by something as spine-chilling as the coarse vibrations of an almost open-ended Aston Martin exhaust. The sound of the latest Aston, the Vantage S, on test distorts and echoes down the perfect vertical line of trees - more the angry noise of an animal in pain than a V8 engine that has been grudgingly enticed to release even more power. Aston Martin developed the V8 Vantage S as an evolutionary model. More power, more torque, more noise and more driver exhilaration has pushed it one step closer to the race track. With a hard-edged seven-speed automated manual and a $275,000 price tag, clearly it's not for everyone.VALUELet me repeat that figure - $275,000. Value for some, possibly, but this is a purchase where value isn't the first port of call. If you want your car right on the edge of performance and yet want a dose of luxury clothed in the world's sexiest car body, then this may represent value.The Vantage S, obviously based heavily on the $250,272 V8 Vantage, doesn't miss out on much in the way of features but there's a sense that this may be an upgrade on a car first made six years ago.Some of the kit includes a Bang & Olufsen audio, iPod/USB connectivity, leather and alcantara, sat-nav and cruise control.DESIGNThis is the most beautiful car in the world. You may disagree, but you'd be wrong. I recognise that it's six years old but it would be a brave man - or woman - who takes on drawing the next shape. Because it is essentially a grand tourer coupe, it's made to be low and fast and carry the bare minimum of people. Instantly, it's going to be big on engine space and light on cabin room. But for those who travel light between European countries at Mach 1, cabin room is sufficient and if the road's smooth, is comfortable.TECHNOLOGYLots to talk about here. It gets the same basic 4.7-litre V8 engine as the cheaper Vantage, but adds an adjustable intake plenum and a lot more spark from the ignition. More air, more spark, more bang. Power goes up 7kW to 321kW at a dizzy 7200rpm and torque rises 20Nm to 490Nm. The gearbox is a Graziano seven-speed automated manual - that Aston calls Sportshift II - integrated with the diff. It's made specifically for this car. It is controlled by the same panel of round buttons - including the must-have Sports switch - atop the centre console but individually selected by the steering wheel-mounted paddle shifters. Aston says shift times are quicker than a manual and the box is 50kg lighter than a dual-clutch system and 24kg down on the standard Vantage's Sportshift I transmission. No manual box is available on the "S". Compared with the standard Vantage, the suspension is firmer, steering quicker with less turns needed, the brakes are grooved as well as vented and the tyres are meatier. Oh, and it goes faster.SAFETYFour airbags, all the electronic aids known to man and a non-existent crash rating. Many expensive, low-volume cars don't carry a crash rating in Europe, the US or Australia. DRIVINGI apologise now for waking up the neighbours when I plunged the glass key into its slot. The noise of the engine cranking is like the precursory gurgling of an aroused volcano and the eight cylinders firing is the explosion of jettonised lava. Honestly, if I could push start it to the bottom of the street I would have. Noise is the essence of a performance car and the Vantage S doesn't disappoint. True, I could have stopped myself from pressing the "Sport" button, but where's the fun in that?Off the mark, at slow speeds, the automated gearbox is sluggish. It needs a lot of revs and feels like it's not connected to the wheels. Upchanges have a frustrating pause between the cogs when left in the auto mode. But use the Sport button and the paddle shifters, keep the engine on the boil above 3500rpm and this is one of the sweetest road rockets around. It doesn't particularly like traffic and occasionally bumped and hopped as the transmission tried to figure out which gear it needed. Away from the grind, up in the hills and out to where the roads cut through pine plantations, it found home. The steering is perfect, the engine response brilliant - to the point of scary - and the glorious noise of the open exhaust brings a broad smile.But the road needs to be relatively smooth for imperfections jiggle the suspension and relay them through the thinly-padded carbon-fibre seats. Tiny switches also make the dashboard initially difficult to operate. But I'm being pedantic. VERDICTThis is where emotion and engineering meet. The Vantage S is built for people who have unrestricted access to sweeping roads, premium fuel and time. I don't.But I understand this car. It's imperfections - loud, firm and awkward at low speeds - are just part of its character and all wash away when you pull on the right-hand paddle and bring up the numeral four on the dash, then five, then six and when the road flattens and stretches, seven.ASTON MARTIN VANTAGE SPrice: $275,000Warranty: 3 years, 100,000km, roadside assistResale: n/aService Interval: 15,000km or 12 monthsEconomy: 12.9 l/100km; 299g/km CO2Safety Equipment: four airbags, ESC, ABS, EBD, EBA, TC. Crash rating n/aEngine: 321kW/490Nm 4.7-litre V8 petrolTransmission: Seven-speed automated manualBody: 2-door, 2 seatsDimensions: 4385 (L); 1865mm (W); 1260mm (H); 2600mm (WB)Weight: 1610kgTyre: Size (ft) 245/40R19 (rr) 285/35R19. Spare tyre none

YOU can buy a version of the Vantage, Aston Martin's junior sportscar, with a V12 under the bonnet and, while I've sampled it only briefly, I can tell you that 380kW in a car the size of a hatchback can be quite intimidating. It comes with a manual gearbox, which won't suit everyone, and costs more than the Virage.It's also $104,000 more than the V8 version driven here. The Vantage S, like the Virage, sits in the happy spot between this car's two extremes. And, like the Virage, the new car is the pick of the range.TECHNOLOGYCompared with the standard V8, $16,000 cheaper, the S gains a host of performance additions. The engine has been tuned to deliver a bit more power and torque, lifting maximum speed to 305km/h, while the seven-speed transmission is a quicker version of Aston's robot manual self-shifter with revised ratios. It has been reprogrammed to make parking manoeuvres easier, eliminating the previous "crawl'' function.There's also quicker steering, larger brakes with six-piston calipers at the front, a wider rear track, new springs and dampers and a recalibrated electronic stability control.The exterior picks up mesh bonnet vents, a carbon fibre body kit (with front splitter and rear diffuser), side sills and a more pronounced tail lip.The changes were influenced by the GT4 racing version and it adds up to a compact but purposeful package. The car I drove had lightweight seats and, against expectations, they were comfortable all day.DRIVINGBut this car isn't a grand tourer. The neat stitching and other cabin comforts are the veneer on a pocket sportscar that's as raw as anything at this level. The Vantage S never lets you forget you're driving.The chassis is poised and alert while the steering is direct, with lots of feel. The throttle and brakes are pleasingly weighted and the car rewards precise inputs and technique, such as braking in a straight line.As a bonus, the engine thrills the ears regardless of where it is in the rev range and whether accelerating, coasting or on over-run. It's more than a soundtrack, though. This Vantage S piles on speed, especially when rolling. The gear indicator goes red at 7500rpm to let you know to upshift. You need to keep an eye on it.Robot manuals cannot match traditional torque converter automatics for refinement and this one is no exception. There is lumpiness to the changes and clunks from underneath. In automatic mode, you'll nod at every upshift.Rawness is evident in the ride, too, which is just on the liveable side of sportscar brittle. But the worst aspect of the car was excessive tyre noise, which intrudes most of the time. Sound deadening isn't an after-market option, so changing the Bridgestone Potenzas would have to be.And, unlike the Virage, the Vantage S perseveres with Aston's clunky old satnav and a control system that in the test example bordered on the recalcitrant.So pack a street directory and plan a trip to Bob Jane's, because in other respects the Vantage S deserves to be on the shopping list of anyone pondering a Porsche 911.ASTON MARTIN VANTAGE SEngine: 4.7-litre V8 petrolOutputs: 321kW at 7300rpm and 490Nm at 5000rpmTransmission: Seven-speed automated manual, rear-wheel drivePrice: $275,000 plus on-road costsRead more about prestige motoring at The Australian.

Aston Martin will forever be linked with movie spy James Bond. Secret Agent 007 drove an Aston Martin DB5 in the 1965 movie ‘Goldfinger’ and the prestigious British luxury sports car became one of the most desired cars of all times as a result.While the prices of the classic DB5 and its DB6 cousin have gone through the roof, and out of the reach of most enthusiasts, it is still possible to enjoy the thrill of classic British motoring at the wheel of a much more affordable Aston Martin. For the price of a BA Falcon GT or a HSV Clubsport you could be driving an AM V8, a classic GT that won’t drop in value every time you fire it up for a Sunday drive.The AM V8 was a development of the DBS, which in turn followed the DB6 in 1967. The DBS was originally designed to accept a new V8 engine that had been developed by Aston Martin, but when that was delayed the familiar Aston Martin double overhead camshaft six cylinder was fitted.The V8 eventually found its way under the bonnet of the DBS in 1969, but by then the company was in financial trouble and David Brown’s ownership was about to come to an end. Control of the ailing company passed to Company Developments, which then took the DBS V8 and updated it to produce the AM V8.When the DB5 and DB6 are such highly sought Aston Martin icons, the AM V8 is often overlooked. Anyone who dares to consider the striking AM V8 would find a luxurious, refined, high performance four-seat GT with a surprisingly affordable price tag.MODEL WATCH The DBS V8 is regarded as the first in the line of Aston Martin V8s. It was launched in 1970 and immediately addressed the perceived lack of performance of the six-cylinder DBS, regarded by many as a poor man’s Aston.The body was largely unchanged from the DBS, the modifications were limited to those needed to accept the 5.3-litre all-alloy 90-degree V8 engine. It was built on a steel platform, with all upper panels made from aluminium. The front end had quad headlights in a full width grille styled in the traditional Aston Martin manner, while a large scoop dominated the long sleek bonnet.With double overhead camshafts and Bosch mechanical fuel-injection the Aston V8 was said to put out around 320 horsepower (239 kW) at 5000 revs. Gearbox choices consisted of a ZF five-speed manual and a Chrysler Torqueflite three-speed auto. It was a package that could power the 1727 kg coupe to 150 mph – 241 km/h – when owners had the chance to stretch its long legs on the freeways that criss-cross Europe.Not only was it capable of such high speeds, it was also able to accelerate ferociously. It took just six seconds to go from rest to 100 km/h, and just over 14 seconds to rush through the standing 400-metre sprint. To put it into context, that puts it slightly ahead of the XY Falcon GT HO Phase 3, which was regarded as the fastest four-door sedan in the world at the time.Under the sleek skin lay a combination of unequal length upper and lower wishbones with coil springs and an anti-roll bar at the front and a de Dion layout at the rear. For the first time in Aston Martin history the wheels were alloy instead of classic wires.The interior was roomy with accommodation for four in sumptuous leather trimmed seats, but oddly there was no sign of wood. The dash was rather lacklustre, there was a full array of Smiths instruments, but it was more plastic than classic. In an era of wood rims and polished stainless steel spokes, the dark three-spoke steering wheel was also uninspiring.The DBS V8 is regarded as the Series 1 in the AM V8 lexicon. Series 2 came after the company was taken over by Company Developments in 1972. Although it looks much the same as the DBS it followed the AM V8 boasted a number of changes that make it stand out. Among them, the single headlight design of the front end recalls earlier classic models more closely than the quad-lamp DBS. It was also longer, the extra length used to enlarge the boot, enabling the spare wheel to be laid flat and better accommodate luggage.Another update, the Series 3, arrived in 1973. Gone was the Bosch fuel-injection, which was replaced by a pair of twin choke downdraught Weber carbs, which were claimed to make the V8 smoother and more flexible.Series 4, known as ‘Oscar India’, was released in 1978. A revised bonnet and a boot lid spoiler were the obvious give-aways on the outside, but it was the more refined interior that made the Series 4 stand out. The dash and centre console were revised, there was wood grain, and the headlining was leather instead of cloth.The last AM V8, the Series 5, was released in 1986 and saw the return of fuel-injection. This time it was a Weber sequential system. Just 2380 DBS V8 and AM V8 cars were built in the 19 years of production. It is thought that between 70 and 80 are in Australia.IN THE SHOP Mechanically the AM V8 is quite robust and will do high mileage without any difficulty. Check the engine’s oil pressure, which should be 80 psi at 3000 revs when warm. The transmissions are also robust, the ZF five-speed a proven unit, and the Chrysler auto tough as nails. Look for rust in the steel sills and the rear suspension mounting points.Parts are generally easy to get, either from dealers here or from sources in the UK. With many generic parts, like power steering pumps, air-con components, they’re easy to find and simple to work on.IN A CRASH Safety was still an issue to be addressed in the future when the AM V8 was launched. It relied on agility, responsive handling, four-wheel disc brakes, and the power to get out of trouble. Inertia real lap sash seat belts were fitted, but these need to be checked for wear and tear after so many years in use. It may be prudent to replace old belts, even if they don’t appear worn.OWNERS’ VIEWS Paul Sabine fell in love with Aston Martins when he saw a DB4 in 1959. He was just 15 years old, but was instantly smitten by the DB4’s sleek shape, which was so exotic compared to the FB Holdens and Ford Customlines of the day.Today his passion burns just as brightly, and he rates the AM V8 a particular favourite. “The V8 handles a lot better than people give it credit for,” he says. “It might seem a bit ponderous around town, but it’s fantastic at high speed.”The engine, he says, is very responsive and reasonably economical for what they are. Although the DBS six-cylinder is dismissed as a poor man’s Aston Martin, the V8 is proving popular with recent Aston converts who’ve discovered the marque after buying the current DB7. “Many of these new owners are now wanting a classic model,” he says, “and the V8 is the one they’re going for.”LOOK FOR • sleek exotic styling• classic British leather trim• four-seat accommodation• power to burn• seek expert advice• rusty underbody and sills• low oil pressureVERDICT A high speed four-seat Grand Touring car packed with classic British charm at an affordable price.RATING 70/100

Every day we expect to hit the freeway and be nudged, have drivers cut in front, confront outside lane hogs, late brakers, tail gaters and the general lost souls who don't know where they are and only belatedly know where they want to go.It's a war zone and for city commuters, it happens twice a day with the same enemy in the same armory on the same roads.In this turmoil, behind the wheel of a 2009-spec Aston Martin V8 Vantage, you'd at least expect a bit of respect.In fact, things get worse as the enemy takes on new tactics of eyeballing to the point of distraction and — even worse — failing to note the low-slung car and without indication, deciding to do an impromptu lane change.Basically, an Aston on the freeway sends the already pack of errant drivers into a series of uncontrollable muscle spasms resembling what a waft of Mortein does to a kitchen-cruising blowfly.Agog with desire, a few drifted into the lane the Aston and I occupied. One tried to ram the car he was following. A few more spotted the black Vantage in freeway traffic and committed a few regulatory insults by cutting and shoving to reach it.But an Aston Martin driver should be beyond this.Not for them the cut and thrust of city traffic but more the open pastures of the less frequented country roads.You will now expect me to gush obscenely about living with a V8 Vantage for three nights. A sleepover that, normally, you'd be very happy to tell your mates about.It is not just a beautiful car. It is a stunning car. If it was a woman you would retreat and cringe unworthily into a darkened corner. Well, I would.It is so drop-dead gorgeous that from a styling perspective it is impossible to update. And if Aston did, in the future, redesign its coupe, the great unwashed would forever mutter: "Yes, but what about the 2008 model?"Well, Aston has done it. It has changed the V8 Vantage.All new for 2009 is the coupe you see here. Note the detail of the change and then write 2000 words about it.Good luck. For though the V8 goes to 4.7 litres from 4.3 litres, the alloy wheel design is altered to become more spidery and the centre console gets a lidded storage bin and a very welcome relocation of switchgear, nothing has changed.This is still the prettiest thing on four wheels.Driving it is also pretty much the same, with just a hint of disappointment.Though up 30kW in power to 313kW and an extra 60Nm to 470Nm in torque, there's no impressive impact in performance.Sure, the extra torque is noticeable off the mark where — if your clutch work is neat and the gears slot in correctly — it will press you deeper into the thick leather seat.It'll run the 100km/h sprint a mere 0.1 seconds faster compared with its smaller-engined predecessor.That's a surprise because despite an extra 15kg of weight on the old model, the new engine runs harder and longer with a brutal attack on the occupants' senses at 4000rpm.Measured in increments at higher speeds — specifically in the 100-150km/h range which is the "pounce" speeds for overtaking on European roads — there would be a greater difference.The 4000rpm reference point is where the exhaust system's baffles are bypassed and, basically, all hell breaks loose.Putting that in perspective, if the shape of the Vantage makes you dribble, the sound of the V8 charging towards its 7500rpm redline with the exhaust baffles open makes your hair curl. And if it's already curled, it'll curl it tighter.It's quick but could be quicker. I don't dispute the 4.9-second sprint time but it doesn't do it easily. The clutch pedal is firm and the plate has a fine line between free and engaged.The gearshift, in sympathy with the clutch, is also heavy and notchy and won't forgive a delicate hand. I'll add that the test car had only 3300km on the clock so things could improve.On its third-to-fourth plane the action is neat and fast. Here, on a winding country road, it's where the Vantage feels far more comfortable than the plodding stop-start of the city.Rural air unmasks a different, more vibrant Aston Martin. You'd have to question why a city-based commuter would want a manual transmission Aston.The steering, now lightened at speed with air beneath its grille, is direct and conveys all the coarseness of country bitumen roads.The brakes reveal their need to be hot and punished before exercising all their power.And the handling becomes firmer and sharper and every corners begs a quicker entrance and faster exit.In honing the V8 Vantage, the now privatised Aston Martin company has made a few updates to the cabin.There is now a centre console with a lid and cables for an iPod and a USB stick.There is a tiered arrangment on the vertical console section that neatly and ergonomically divides functions into audio, ventilation and a central monitor with a simple yet effective menu selector.Some switches have remotes on the steering wheel. Symbols of previous Aston Martin owner, Ford, remain.The master switch for the cruise control, for example, is hidden behind a steering wheel spoke in a fashion recreated in the latest Falcon.The V8 Vantage gets no rear seats — go to the DB9 for that pleasure — and while its shorter wheelbase gives more acute handling dynamics, there's not a lot of cargo room.There is no spare wheel — and one wouldn't fit anyway — so instead there's an aerosol kit.Look closely and it's clear that this Aston would change a cynics mind about British-built cars.The boot lid, for example, rise on satin-finished gas struts with ornate steel hinges finished in black crinkle paint.The rain gully around the boot opening is both curved and sharply angled yet the metalwork is seamless and without the blemishes of spot welds, rivets or bolt heads.Just by touch you can gauge the weight of the leather used for the upholstery. Just by vision you can see perfect cut lines that separate each body panel. And just by listening you accept a body that is taut and free of creaks and rattles.Someone has taken great care in assembling this car.In profile the car is beautifully proportioned but its purity makes rear three-quarter vision suffer.Visibility to the front and rear when parking could be simple guess work — like, guess who's paying for the damage — but for 2009 park sensors are standard front and rear.But it all comes back to what it looks like. Simply, this is a car you could buy without test driving. ASTON MARTIN V8 VANTAGE COUPEPrice: from $258,737Engine: 4.7-litre, V8, quad-cam, 32-valvesPower: 313kW @ 7300rpmTorque: 470Nm @ 5000rpmTransmission: 6-speed manual, rear-mounted, carbon-fibre prop shaft; rear-drive, LSD0-100km/h: 4.9 secondsTop speed: 290km/hEconomy (official): 13.9 litres/100kmEconomy (tested): 16.3 litres/100km 

It is impossible to pick out the 2008 model of the Aston Martin Vantage V8 from a crowd.Only the most anal Aston spotter will know to look at the wheels, then exactly which set of alloys moves the 2009 up and above the '08 Vantage.But things change, in every way, when you tickle the throttle.The Vantage has a bigger V8 engine that delivers big ticks in all the boxes — improved power, torque and economy, and fewer emissions — to justify a midlife update that delivers few visual bragging rights.There is a new console in the cabin with an updated dash, but the real action is all in the go-faster bits. The gorgeous Vantage body, so obviously from the same family as James Bond's DB9, is unchanged.“Why would we change something that already is so perfect?” says Ulrich Bez, the head of Aston Martin.The arrival of the updated Vantage coupe and roadster comes almost a year after the British company moved out of the Ford house and into private ownership. Since then it has been trading profitably, doing record numbers and building the foundation for a long-term independent future. It is even talking to Mercedes-Benz, and other brands, about collaborations.“We are independent and can talk to lots of people. In the past we have had more Audi parts in the cars,” Bez says. “It's very normal in this business to talk to other people to see what advantages there might be.”The advantage in the '09 Vantage has all come from inside Aston, with product development director Ian Minards leading a team that has refreshed the engine and done the updating to put some much-needed storage space — and the inevitable iPod link and Bluetooth connection — into the cabin.There is no news yet on what the changes will do to the price of the Vantage in Australia, where it runs from $245,000 as a coupe and $269,000 as a convertible, but even the jump in the luxury car tax is going to make a big difference by the time the first 2009 models arrive.The latest Aston engine has increased in capacity from 4.3 to 4.7 litres. Power has improved 11 per cent to 313kW, torque is up 15 per cent to 470Nm and fuel use and emissions are down 13 per cent.The result is a 0-100km/h sprint down to 4.7sec with a top of 290km/h.Aston has also tweaked the suspension with a new optional sports set-up and improved the semi-auto Sportshift.Drivers will know the difference from the console and a plug-in starter that replaces a regular key ignition.ON THE ROADTHE big news is the overtaking power of the latest Vantage.It is quicker in all the vital statistics, but the real measure of a usable sports car is its ability to cover ground quickly and pass anyone who's dithering.Get caught behind a tractor, a car-caravan combo and a truck running in convoy — as we did on a quick sprint on sensational rounds near the Nurburgring race circuit — and the Vantage is out, up and gone in double-quick time.There is no fuss or bother, just a clear road ahead and wonderful V8 thunder echoing behind.The extra pull from the 4.7-litre V8 is obvious for a lot of the time, and that means the work has been successful, with no worry about the cut to fuel use and emissions. It's the sort of work every carmaker is doing now.Pushing the Vantage V8 to the redline is great fun and comes with a sensational V8 soundtrack. It changes character at 4000 revs, just after the active exhaust switches to loud, and is one of the best powerplants in the business with a smooth response and great punch.Cornering grip is great in all conditions, but apart from a slightly smoother ride, the suspension does not feel particularly different. It is not something most people will pick, but they will notice the hi-tech key — it takes some learning, and restarts can be fiddly — and the new storage in the centre console.It's a pity the console design makes shifting so tough in the manual Vantage — you have to cock your elbow at a silly angle to clear it. Aston admits it is a compromise in favour of the Sportshift auto and space for a phone and other small items.“If you are complaining so much about the console, does that mean we got the rest of it pretty right?” asks product spokesman Dave King, after the preview drive. And he is right.Some people complain the Aston does not have the straight-out sports-car punch of a Porsche, but the British car is very different in the way it looks and drives. It is very quick, but is best as a very fast grand tourer with the ability to sprint on demand.The changes to the 2009 Vantage are only minor, but that is because the car was so good in the first place. So keep an eye on the wheels when you see one rumbling past next year. INSIDE VIEWASTON MARTIN VANTAGEON SALE 2009PRICE To be advisedENGINE 4.7-litre quad-cam V8POWER 313kW at 7000 revsTORQUE 470Nm at 5750 revsGEARBOX Six-speed manual and Sportshift, rear-wheel drivePERFORMANCE 0-100km/h, 4.7sec; top speed, 290km/hECONOMY 13.9 litres/100km (13.2 litres/100km Sportshift)EMISSIONS 328g/km (312g/km Sportshift)

Red moons don't come along very often and neither do Aston Martin convertibles. Apparently this new Vantage V8 Roadster is the 14th example since 1950, but you almost never see one on the road and I wouldn't be surprised if I'd witnessed more lunar eclipses.Watching this week's ochre orb rise over a splendid powder-blue example, one of the first in Australia, was a rare alignment of stars indeed.This soft-top version of the Vantage Coupe is unlikely to be a common sight, even when Australia's full quota, a couple of hundred, perhaps, have been handed over to buyers.But in Aston terms, it will be relatively high volume. The company is currently building more cars than at any time in its history, 7000 last year, or about one-third more than Ferrari.The recent sale by former owner Ford now means development work is going full-throttle under new shareholders. Annual production is expected to hit 10,000 when the Rapide four-door joins the line-up in 2009.Convertibles account for more than half current output and the majority of those will be the V8 Roadster. The larger V12-powered DB9 Volante is nearly $100,000 more expensive, and you need a blue moon for that one.For such an exclusive brand, the Aston appeal has remarkable cut-through. Some badges inspire unprovoked hostility in passers-by, but an Aston is greeted with almost universal admiration that even envy cannot dilute.Aston expects this car, of all its models, to attract more women buyers, but judging by the response merely to a mention of the brand, it already has a fair bit of appeal.The V8 Roadster, like other Astons I've driven, has an extraordinary ability to cross the gender divide.The Roadster commands a $24,000 premium over the coupe and shares most of its engineering, including aluminium underpinnings, lightweight bodywork, 4.3-litre V8 and six-speed manual transmission (or the option of a two-pedal, auto-clutch version of the same gearbox).With a starting price of $269,000 it's pitched against a formidable line-up of premium convertibles including the Porsche 911 4S Cabriolet, Mercedes-Benz SL 500 and Jaguar XKR.None of these cars is a slouch when it comes to looks or performance. But with a 0-100km/h time of just 5.0 seconds, the Aston is competitive against all but the quickest. To this non-objective observer, it has the edge in terms of beauty and cabin ambience.The Roadster manages the neat trick of looking good even with the roof up, which is not the best angle even for expensive drop-tops. Sharply raked A-pillars mean the fabric forms a low, taut cabin line (almost) as persuasive as the smooth hardtop. The convertible also retains that car's grille, headlights and wrap-around tail-lights with their appealing LED details.The same pronounced style crease flows from the signature side vent, and the shapely form of the wheel arches turns the flanks into an almost sexual statement.It's gorgeous, but if it's gorgeous with its roof up, top-down it's irresistible. The three layers of fabric which make the cabin feel well insulated when in place, fold in a swish 18 seconds.The roof is slickly packaged behind the cabin, avoiding any suggestion that it's an awkward piece of cargo, while the boot space, which is weekend-for-two-in-a-warm-location size, stays the same regardless.Nice touches include the fared-in headrests and concealed fuel-filler cap, which can be hard to find unless you know where it is.The car's lines come into their own now, and the cabin can show off an expanse of contrast-stitched leather punctuated by gun-metal coloured plastic and metal for the functional bits.The switchgear and control placement mirrors other Astons and has some endearing quirks, such as the high-mounted buttons used to select D, R or N in the automated manual version I drove. The counter-rotating dials are also unique, with the speedo describing a conventional arc but the rev-counter needle flicking anti-clockwise. There's no redline marked and an almost complete lack of ornamentation, save for a little analogue clock.The seats are a highlight both to look at and to occupy. Set appropriately low, the driving position is marred only by excessive reflections off the top of the dash into the front glass, and a complete inability to see the end of the long bonnet.Aston has a minimalist approach to standard equipment and in the Roadster it's sparse, which means the starting price really is where you begin. Sat-nav, heated seats or Bluetooth compatibility are just a few features you might expect at this price, but they're extra. So is cruise control.I'd do without most of them. The cheap steering-wheel buttons for cruise and stereo are about the only jarring note in the cabin — and the volume control didn't work. But that was the exception in a car that felt tight, well-built and nuggetty solid.Aston claims exceptional rigidity for this Roadster, and it's not difficult to believe because it is substantially heavier than its Porsche and Jaguar rivals.It's the length of a hatchback but weighs as much as the larger DB9 Coupe.On the road, it has the hunkered-down feel of a small car running big rubber.The 1.7 tonne weight is extremely well disguised because the mass sits low to the ground and the car responds to inputs cleanly.After a few hundred kilometres I found myself braking and turning in earlier for corners, but carrying more speed.The steering wheel and pedals are all pleasing to use with vestiges, at least, of an unmediated sportscar just beneath their civilised surface. It turns in with poise and alacrity and the brakes are strong.The ride quality is firm but acceptably so, and Aston eschews adaptive suspension and other trickery, such as variable-ratio steering. The road noise thrown up by tyres is the main detraction from refinement.One complex piece of technology is the Sportshift automated manual gearbox, a development of systems used by many of the exotic brands. The difficulty of low-speed manoeuvring we've encountered with these gearboxes has been addressed with a 'crawl' function, which edges the car forward or back for parking just like a conventional torque converter automatic.In D, the shifts are sufficiently smooth and around town it's the default choice, although the best way to learn this transmission is to use manual mode, changing gear via the steering wheel paddles, all the time. Slight throttle adjustments can make all the difference to shift quality and timing.In a nice touch, the numerical gear display turns red as the upshift point approaches, although the system will allow revs to be held at maximum without changing up for you.On an open road, manual mode is clearly superior and not just because it blips the throttle and swaps ratios faster than any pro. Automatic can choose strange times to change gear- mid-corner on a couple of occasions. It's unclear whether the software would eventually learn a driver's style.And with your fingers on the paddles, you can control the engine note. Like the coupe, the stainless steel exhaust system opens up all the stops at 4000rpm and sounds like the brass section of big band.But unlike the coupe, in the convertible the volume is turned up to full, and it's like you're in the dance hall rather than listening to the recording.This V8 engine doesn't feel quite as quick as its vital statistics suggest, it can even go off the boil a little on inclines with the tacho showing less than 3000rpm, but it spins very enthusiastically and the sound it makes has a slightly  feral quality that's extremely addictive.This Aston doesn't need a full moon, red or otherwise, to reveal the beast within. SnapshotAston Martin V8 Vantage RoadsterBody: Two-seater soft-top convertibleEngine: 4.3-litre V8Outputs: 283kW at 7000rpm; 410Nm at 5000rpmTransmission: Six-speed manual or six-speed clutchless manualPerformance: 0-100km/h in 5.0 secondsPrice: $269,000On sale: Now 

A lot has been happening at Aston Martin lately. First the British sports car starred alongside Daniel Craig in the James Bond film Casino Royale.Then it starred in its own big-screen ownership extravaganza, which culminated in a $1 billion move away from Ford and into private hands.It has also been building up to an attack on the Le Mans 24-hour race in June with its DB9 racer.And it has been finalising plans to transform its four-door flagship, the Rapide, from a great-looking concept into a showroom contender.But Aston is a car company, which means it lives and dies by the quality of its cars.Based on its newest, the V8 Vantage Roadster, which was unveiled last week, Aston Martin is doing just fine and will have no trouble hitting its production target of 7000 cars this year.The Vantage Roadster is the droptop development of the Vantage coupe. It combines the best of British with a bright fresh-air future.It looks gorgeous, drives extremely well and has the classic Aston touches that will keep existing fans happy and draw new ones.It is not cheap, from $269,000, and it is not perfect, with a cramped boot and lousy digital dials.But it provides more proof of why Aston is ready to fly solo out of the Ford nest.And why the company is well into profit at the same time as Jaguar is doing it tough with a red bottom line."This car delivers a smile. I think a modern sports car has to be like this," Aston Martin chief executive Ulrich Bez says."We want to have this attachment you feel to a car. But we don't make cars that do spectacular things. This is the past. No one can drive like that on public roads."Bez, who has put his personal stamp on Aston, emphasises that the Vantage Roadster is a real-world sports car. not a weekend-only exotic track machine.The newcomer takes familiar Aston pieces and reworks them for the droptop drive.It is built over the company's patented VH chassis, which uses lots of bonded high-strength aluminium.It also uses the 4.3-litre quad-cam Aston V8 engine and rear-wheel-drive.It has lots of extra strengthening, mostly at the base of the windscreen and below the floor. And it has a new Sportshift automated-sequential manual change for its six-speed gearbox.The performance is just what you would expect from an Aston with 283kW and 410Nm, with a claimed 0-100km/h time of 5.0 seconds and a top of 280km/h.Fuel economy is not so good, with a combined figure of 15.0 litres for 100km.The droptop conversion runs deep, though it has been done with an old-fashioned cloth top and not a new-age metal roof. It is a one-touch operation, which will put the top up or down at up to 40km/h.It has a heated glass roof and pop-up rollover bars that are triggered in a potential crash.The boot is behind the roof and will hold two sets of golf clubs.Aston is investigating a load-through port between the seats to tap the available space in the roof compartment.Standard equipment is much as you would expect, with heated leather seats, alloy wheels, a punchy sound system and a meaty steering wheel.The suspension is fully independent, it has anti-skid Brembo disc brakes at each corner, airbags and electronic stability control.Cruise control costs extra, the same as satellite navigation, and the Sportshift gearbox puts another $8250 on the bill.Bez cannot see the need for standard cruise control, but admits it will be considered if Australians have a 100 per cent take-up rate.The first V8 Vantage Roadsters are being readied for local deliveries from June.No one is talking about the exact allocation for Australia, but Aston intends to build about 3000 Vantages this year and about 80 per cent of those will be Roadsters.The droptop percentage is expected to fall after the start-up surge, but the long-term prediction is about 50:50.And the Sportshift is likely to be the choice for at least 80 per cent of owners.

Sitting church mouse quiet in a driveway, the V8 Vantage silhouette draws the gaze of passersby in the darkening twilight hour.The parking lights, a bank of seven LEDs stacked one on top of the other on either headlamp lens at the front, suggest this is beyond the realm of a garden variety performance coupe.It is a piece of art, this Aston, the most affordable (better make that accessible) sports car from the iconic British company at $236,300.About 330mm has been snipped off the length of a V12-engined DB9 with the end result, the V8 Vantage coming in $100,000 or so under the odds of the bigger more powerful Aston.And it is the first pure two-seater Aston for more than 50 years.Lift the featherweight wedge shaped bonnet and there is a plaque which reads, `Aston Martin, handbuilt in England, final inspection by Martyn Askill' which is attached to a cover for the cooling systems.Look further into the engine bay and the 4.3litre quad cam V8 is tucked deeper into the nose for sharper dynamics and crisper balance.It runs trick bits such as a dry sump allowing engineers to fit the V8 lower to the ground to help strike slicker cornering performance through a kinder centre of gravity.Switching focus to the tyres and brakes and the V8 Vantage runs Bridgestone Potenzas, 18-inch standard (19s are optional) with 275/40s at the rear driving wheels with 235/45s hanging off the front.There are massive ventilated and grooved discs all round with 355mm (front) and 330mm (rear) discs pinched by four piston calipers.All this is hugged by a gorgeous body that is a masterpiece of automotive art, an unfettered fusion of elegance and brutal performance.It looks tough and one twist of the ignition key followed by a press of the push button starter at the centre of the dash and the Aston rumbles to life.The gutteral tones are governed at low revs yet remain menacing to the ear.This beat is merely an entree into something much wilder.The front mid-mounted V8 which is designed exclusively for Aston, changes pitch, rising to a screaming banshee howl beyond 4500rpm which is an aural treat if your heart races to the beat of competition engines at the racetrack.This change in soundtrack comes once a bypass valve in the exhaust system opens as the rev counter needle strikes four and a half grand.For a serious bit of kit, the ride quality in the V8 Vantage is quite mute, cushioning blows by surface imperfections at lowly built-up area speeds.Pleasingly, the Vantage is no rib-rattling, harshly sprung exotic coupe for the suburbs.It is quite compliant around town but then, like the bypass valve, a new beast emerges when you want to have a bit of a blast.Once the engine pumps out its 283kW of power (7300rpm) and substantial 410Nm of torque (82 per cent of which flows at a piddling 1500rpm) the ride firms up allowing prodigious body control.The throttle has a loose feel initially yet becomes modular enough for confident application while the brake pedal is firm, willing the driver to make a confident stab rather than a tentative prod.Steering is beautifully weighted with a smooth, sweet feel biased towards neutral with only traces of mild understeer.The chassis, which contributes about 180kg to the cars total 1570kg kerb weight, is balanced and tuned to bring out the best in the Vantage which completes the obligatory 0-100km/h yardstick in 5secs.A 51/49 front-to-rear weight distribution helps strike razor sharp handling around the twisties.The short-throw 6-speed manual fits the 4.3-litre V8 like a glove.Cogs are easily picked off and changes can be smoothed out via a well disciplined left foot that should have no trouble finding the sweet spot in the clutch take-up point.This Graziano-sourced transmission from Italy is also found in other exotics such as Ferrari and Lamborghini.The Vantage's body combines aluminium, steel, composites and magnesium and is bonded and riveted, the final profile making it one of the sleekest coupes in existence.The cabin is supremely trimmed with quality fit and finish, stitched leather door and dash trim and beautifully accommodating yet supportive seats.Aston has designed a cracking layout with brilliant ergonomics and dials and switches which are simplistically uncluttered yet retain a high level of class and finesse.It is by far Aston's single biggest achievement over the previous DB7 model.The V8 Vantage is a worthy all-rounder, as sharp as any Grand Tourer going and as hardcore as most connoisseurs would demand.