Aston Martin Vantage F1 Edition is what this car should have been from the start
Aston Martin’s Vantage is a good way to get around. It looks pretty good, it sounds good and it’s a quick F in uppercase.
But since launch, it feels like Aston’s sports car could be a bit more. Through a series of Tony races known as Formula 1, Aston Martin found itself not only sponsoring race cars on the grid, but also dealing with medical and safety cars. The Vantage F1 Edition is the road version of F1 that provides safety.
Its twin-turbo 4.0-liter V8 produces 535 horsepower and 505 lb-ft fed to the rear wheels via an eight-speed automatic transmission. Zero to 62 mph occurs in 3.6 seconds, and it will scratch your ass at 200 mph. With the extra power comes greater downforce, which is 441 pounds more than the base car generates at its top speed. This comes thanks to aggressive new aerodynamics: dive planes and a splitter up front, a massive spoiler on the rear deck, and rotating vanes under the body. The F1 Edition also comes with a stiffer front end, reworked shocks, increased rear spring rate and lateral stability, tuned steering for improved feel and response, and even a custom Pirelli shoe set of 21. inches.
Of course, since this is a special edition, there are a bunch of exclusive cosmetics to enjoy: satin or gloss versions on Aston Martin Racing Green, Lunar White or Jet Black, with a matte gray racing graphic. assorted. Inside is a feast of black leather, with optional contrasting stitching; lime green works strangely well. The whole of F1 means that, of course, there are a bunch of F1 logos around the car inside and out. Except the ones on the skid plate, they’re all red – a bit shocking when the car itself is in a dark tint, but if someone calls you on a red spot on the fender and not the huge spoiler , they probably aren’t. worth your time. Going for a car with a great spoiler is a choice everyone will see, so it doesn’t matter if you have red on you.
A cynic looks like it’s a bit of stickers and a power-bump, but according to Aston Martin chief engineer Matt Becker, that’s not the case at all. “We didn’t want to put a strip, bigger wheels and a wing on it and say ‘the job is done,’” Becker said. “The idea for the car obviously came from the F1 safety car and medical cars. We don’t do this to a DBX, but to the Vantage… The development of both cars has always been driven by one of the other. There were things we could do in F1 Safety Car that gave us the idea of more vertical control, more downforce, other changes in the road car. “
Tobias Moers, Aston’s new boss, was involved in the creation of the car in a rather heavy-handed way. The couple discussed what could be tweaked or added to the base car to create something a bit more. “It was part of the idea, the concept, and we talked about what we think we need to improve,” Becker said, “and then we kind of made the different changes to the cars to make those improvements.”
The car had to be a more hardcore proposition, and one that could break the ring in a certain amount of time. “Tobias also focused on improving the lap time on the car at the Nürburgring. He had a goal in mind of 07: 30.00, which we did. This has yet to be officially done by our German colleagues through a magazine, but we kind of ran into this brief. But it said you are not allowed to do that by installing Trofeo Rs or Cup 2s because it’s too easy. And so all you end up doing is making a car that Aston customers just isn’t usable enough, and that’s not what we want to do. “
The changes are manifold, but start out familiar. As with the standard car, there are three settings for the drivetrain and shocks: Sport, Sport Plus and Track. Sport feels good on the road; The ZF eight-speed engine and automatic transmission are perky and smooth enough to help you get a good clip, while the suspension isn’t going to shake too much on rough roads. Give it a little fuss and the car shifts well, its weight moving enough to make you feel part of the action, but not enough to make you think Becker and his company were sleeping on the job.
Raise the bar at Sport Plus for more aggressive power and stiffer shocks. The ride can be a little shocking for everyone except die-hard drivers, but the engine and gearbox give you a little more, it’s fantastic. While you might want to let the car make its own gear choices, shifting gears is a good time; with more aggressive tuning on board, with each change of gear, the car rushes forward with renewed vigor. What you won’t find in its gearbox are chipping or banging from the exhaust when changing. This, according to Becker, is because Moers found them a bit old school. Here, the changes are about precision rather than sparkle.
This is where the ideal road setup is: the powertrain wrath in Sport Plus provides the perfect feel for the car, while keeping the ride in its smoothest setting means you aren’t punished. to own a car with a big spoiler. It is best to leave the track for the track, as the driving becomes deeply unpleasant on anything other than the smoothest road and the power play is not high enough to enhance the fun to the legal limit.
Whichever mode you choose, the Aston’s V-8 soundtrack is a treat. It kicks off with a boom and cruises with a hoarse purr, but give it some gas and the real show begins. It’s the kind of V-8 noise you get in your head when you think of a V-8 – a mechanized baritone Hans Zimmer BWAAAAAHHHHHH. But better.
On the track, the F1 Edition Vantage feels sharper than its less winged cousin. With the car tuned to its basic tunes, the weight transfer that makes it so entertaining on the road becomes more noticeable. Switch the whole shebang to Track and all of a sudden it’s more serious. The turns are flatter; weight transfer is compounded down. The work done on the steering also becomes apparent, as the car dashes from driveway to driveway with joyful ease. This thing can seriously shake things up. You hope so, given that the car that inspired it has to keep F1 cars under control, but it smells less Aston Martin, more angry, but with a finesse you don’t expect from the Vantage.
The optional carbon-ceramic brakes make it easy to kill speed, whether on the track or in the wild. The pedal does not need a lot of weight and is easy to use. Going fast is easy; stopping, here at least, is just as simple.
Now you might expect the Vantage F1 Edition to be some sort of 911 GT3 rival, something to go up against that guy in your neighborhood with the Porsche shield thigh tattoo, the one that takes a trip to. Stuttgart every year to try to slyly lick the museum exhibits. As fun and precise as it is, this is not a GT3 killer. It will surely be coming out of Gaydon soon, but it’s closer to a 911 GTS: usable on a daily basis, but configured correctly to give you a hell of a track experience.
There’s one big downside here: the interior, despite the F1 badge, is still a mess. From the awkward infotainment setup to the confusing mass of buttons to the complete lack of a glovebox, the interior doesn’t match the smoothness of the exterior. To be fair, it’s a sacred exterior; between the Vantage and the F-Type, the best rear on sale today is hard to call. Hopefully all interior space issues will be addressed in an update somewhere along the line.
Aside from a live wire on display in an otherwise wonderful house, this car is usable, frantic and exciting. You don’t get away with back pain or tinnitus. There is no safety cage to hinder your suitcase. The mix of performance, adaptability and usability is pretty stellar. In fact, it looks like the car the Vantage probably should have been from the start.
This content is created and maintained by a third party, and imported to this page to help users provide their email addresses. You may be able to find more information about this and other similar content on piano.io