Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Michael Van Runkle – May 05, 2026

Review: 2026 Aston Martin DB12 S

This year marks a big step for nearly every model in Aston Martin’s core lineup, as S variants of the DBX super-SUV, Vantage sports car, the more stately DB12, and the flagship Vanquish emerge from cover. Each adds more power, sporty suspension improvements, fine-tuned steering, and a host of visual cues hinting at the updates beneath the skin. The DBX S, in particular, vaulted up to the top of the super-SUV rankings with the bevy of refinements. And the package made even more sense for the Vantage, as the sportiest model in the lineup that somehow undercuts every close competitor in pricing terms. The Vanquish S will likely arrive later in the fall, but more recently, Aston Martin held a media drive program in Malibu to introduce the new DB12 S. As expected, a similar raft of upgrades arrives for the DB12. But I slipped into the driver’s seat of my brilliant blue tester, wondering whether the “super-tourer” in Aston’s lineup truly needed an S makeover, or if sticking with the non-S DB12’s softer character actually makes more sense. The DB12’s design alone represented an impeccable evolution from the DB11 for model year 2024, though the loss of a V12 powerplant came as a serious disappointment (and one with unfortunate timing, given the alphanumeric nomenclature). Now, the V12 remains reserved only for Vanquish one step up the model lineup, as well as some of Aston’s limited-production special editions. At least the AMG-sourced twin-turbocharged V8 powering the heart of the DB12, in a similar fashion to the DBX and Vanquish, received enough of a workover at the hands of Aston Martin engineers to help compensate for at least some of the lost exoticism. Now, that powerplant pumps out the same power gains as the DBX S and Vantage S, for ratings of 690 horsepower and 590 lb-ft of torque – a bump of 19 horsepower achieved by pushing more turbo boost and installing a freer-flowing exhaust. The eight-speed transaxle mounted between the rear wheels also received attention, and can now shift up to 43 percent quicker than on the non-S. Such a modest gain in vehicles so powerful already winds up making less of a difference than how the suspension and steering can hone in on a sportier demeanor, though. And especially for the DB12, which slots in between the Vantage and Vanquish – and therefore, can’t step on the toes of either. Hence, why Aston undertook the least significant makeover of the three in this case. The shock dampers and steering retain the same hardware, albeit with revised electronic tuning, while mechanical changes apply only to a seven-percent stiffer rear sway bar and slightly more rear camber in the factory alignment specs. Firing up the DB12 S via a familiar button on the center console brings on the thrumming bass of that cross-plane crankshaft V8. And even through normal driving, a healthy dose of turbo spooling whine and blowoff valve flutter creep into the otherwise serene cabin. The gearbox, though not as perfect as the dual-clutch unit on the Vanquish, delivers smooth shifts despite the quicker actuation – regardless of whether I cruised slowly through traffic or started pushing a bit more. And once up into the canyons of Malibu, the DB12 S invited plenty of aggressive driving. The fact that a 2+2 stretching well over 15 feet long can hustle through corners so quickly almost belied comprehension. I figured that the flowing hood, which provides that sensuous “dash-to-axle” ratio quintessential for Aston Martins over the decades, might inevitably lead to the front tires pushing into understeer. But thanks to the rear-mounted transaxle and carbon-fiber propshaft, the DB12 S can dip even further into a wonderfully balanced dance between power, braking, and turning. The S also receives carbon-ceramic brakes as standard, which cut 26 kilograms (57 pounds) of unsprung mass out of the total of 34 kg (75 pounds) total weight savings versus the non-S. The pads never squeal too terribly, even cold, but when called upon to rein in excessive speed, can chomp down and haul the DB12 S to a more sane pace easily – such as when my co-driver and I rounded a corner and discovered three parked cars with the drivers out attempting to corral two sheep off the hillside on Yerba Buena. On clearer roads, I took the chance to fiddle with Aston’s adjustable traction software. Doing so requires holding the stability control button, then spinning the knurled metal drive mode dial. Even at the 5 setting, the DB12 S can quickly slide out the rear tires in a smooth, progressive fashion, something that Director of Vehicle Performance and Attributes Simon Newton specifically called out as a priority for the S overhaul. That rear sway bar and the modestly adjusted alignment clearly make a difference in confidence terms, even if in reality, the DB12 S can go plenty quick enough without pushing up to anywhere near or past the limit. As a larger, longer super tourer than the Vantage without the unbridled aggression of the V12-powered Vanquish, the DB12 shouldn’t necessarily chase all-out pace anyway. The revised damper tuning prevents too much pitch or nose dive, while providing more stability at higher speeds. And yet I wound up preferring the softest GT mode’s suspension compliance best. This not only allows for more body movement to communicate grip, but also a smoother ride when the tarmac gets rougher. <- Gallery -> In that regard, DB12 always played sort of a middle child – neither the sportiest nor the most exotic. But where even the Vantage S still represents a screaming deal versus its competition, in the form of Porsche’s 911 Turbo S or the Mercedes-AMG GT 63 S, the DB12 S steps up seriously in price. As tested, the many options on my car totaled up to $418,400 over a $272,000 starting sticker. Personally, I can skip the yacht spec interior since the Leather Tritone adds $11,200 while the Cote d Azur Blue upholstery contributes $6,400, and the Dark Knight carpet tacks on another $2,400. At least the dual 2x2 twill carbon packages, for $24,100 combined, delete some of the piano black plastic on the center console. My car’s Ion Blue paint job ($13,600) soaked up light beautifully in the shade, but leaned toward too bright and contrasty under direct sunlight. I preferred another finished in classy gunmetal metallic silver on site, though unfortunately every S now includes the contrasting carbon-fiber roof and spoiler. And in fact, even though I prefer coupes almost 100% of the time versus convertibles or cabriolets, the DB12 Volante with the S package might well stand out as my recommended spec. With a droptop that lets me scoot my seat a little higher without cramping headspace, giving a better view over that sumptuous hood lines – now with added heat extractors to match the more aggressive front side splitters and rear diffuser – putting the Volante’s roof back will also allow an even better soundtrack from that souped-up V8. Throw on the optional titanium exhaust, too (for $14,400) to drop another 11.7 kilograms (26 pounds), and all the S weight savings start to counteract some of the convertible top’s additional 244 pounds. I can imagine the DB12 S coupe floating along the Autobahn at 160 miles an hour, serenely planted thanks to the squared-up suspension and re-tuned steering assist that reduces on-center friction, all as the raring muscle car engine provides endless torque shove. This truly is a spectacular car, and one that I struggle to find measurable faults with, further proof of Aston’s commitment to continued improvements under the ownership of Lawrence Stroll. But conceptually, the DB12’s new S variant significantly ramps up the super side of super-tourer. For most of everyday driving, I wound up wishing for a Volante S variant with another suspension mode on the softer side, to emphasize the grand touring appeal as well. View All Aston Martins for Sale Images: Michael Van Runkle

By Michael Van Runkle – February 02, 2026

First Drive: 2026 Aston Martin Vantage S

by Michael Teo Van Runkle Late last year, Aston Martin updated the DBX SUV to a new S specification. The typical treatment of more power, refined handling, and subtle stylistic enhancements all combined to vault my favorite super SUV another significant notch up the performance spectrum. Now for 2026, the Vantage coupe fittingly joins the S ranks with a similar, if not quite identical, suite of improvements that further fine-tune the sportiest model in Aston’s core lineup. Constant improvements always fit into the mix at the upper echelons of the automotive industry. In this case, the unexpected rollout timing came about once early DBX lease returns started cropping up on the horizon. The Vantage coupe’s original debut fit into a slightly delayed schedule, so more recently, Aston held a drive program in Malibu to prove whether the latest and greatest S banks on marginal gains or truly steps up to another level of exotic appeal. My tester featured a number of cosmetic cues that clearly hint at the revisions. Plenty of subtle S badging, of course, but also a new rear spoiler and twin blades rising out of the hood heat extractors. Optional red-painted wheel faces match red brake rotors, while inside, the S embroidered on the seats matches a new red drive mode knob and red piping for the semi-alinine upholstery. The real question, as always, came down to whether any performance gains can match the stylistic enhancements. In this case, the S package adds another 15 horsepower to the twin-turbocharged 4.0-liter V8 for a peak rating of 671 ponies – but an identical torque rating of 590 lb-ft as the non-S. With so much gut punch already available out of the base engine, attempting to truly discern about two percent more power via the seat of my pants felt somewhat silly. The thrill of hammering the Vantage already overwhelms the senses entirely, so a tenth of a second quicker to 60 miles an hour means slightly less amid such truly stupendous acceleration. Aston attributes that modest improvement in pace mostly to revised software calibration. Changes include new accelerator pedal tuning and shorter torque interruptions during shifts from the eight-speed transaxle between the rear wheels. But with the windows rolled down, I also thought I noticed a bit more whine from the turbos spooling up to match slightly more rumble from the exhaust than I remembered previously. Really, whether launching in a straight line or hustling through the hills of Malibu, the base Vantage already pushed well past limits of tire grip anyhow. And that’s where a host of other changes that complement the power bump make more of a dynamic difference. If I ever criticized the base Vantage, the slightly numb and light steering probably came to mind first. The electric assist just seemed to lack the granular and communicative feedback that the rest of the chassis deserved. At least the light steering weight helped rein in the Vantage’s eminently tail-happy demeanor, since sliding around at two-thirds throttle with the traction control fully activated regularly required quick flicks of countersteering to control. Luckily, the balance of a front-engine and rear transaxle layout effectively turn this two-door GT into something that approaches the cornering capability of a mid-engined supercar. For the S, Aston aimed to enhance the engagement factor without losing the refinement of a British grand tourer. And yet surprisingly, steering revisions counted for less than on the DBX S, where new wheel hub mounting points for the tie rod ends entirely changed the character of the SUV. Instead, the Vantage S uses revised shock damper tuning and stiffer suspension mounting points, as well as – counterintuitively – 10% softer bushings cradling that transaxle between the rear wheels. Reduced rear springs, aids, and a stiffer rear sway bar further increase the overall chassis rigidity by five percent, all in an attempt to create a bit more rotation around the driver seat. The steering modestly hones in tighter with increased negative camber for the alignment specs, a minor change that admittedly left me somewhat surprised after Aston’s brief technical presentation. As I meandered out to my steed for the day, I also worried whether the whole package might result in too much stiffness, which sometimes means excessive suffering on subpar roads. Not so for the Vantage S, which definitely rides firmer but never to the point of discomfort. Combined with the damper adjustments, the slightly stanced front tires do improve steering fidelity – especially once I turned up into some of my favorite canyon roads on the planet. Here, I spun the drive mode dial from Sport to Sport+ and then through to Track. That pleasing piece of knurled metal can also turn into a discreetly adjustable traction control knob, while the transaxle held gears longer to help the V8 roar higher into the rev range. Once I started rolling up these roads at borderline ridiculous pace, the new chassis capability came on full display. Previously, the base Vantage struggled with almost too much slip and slide. Hammer the brakes or turn too tightly or feather a micrometer too far into throttle, and the tail end almost immediately stepped out. So much so that turning off the traction and stability control made the most sense, if only in the name of predictability. The new S demonstrated far more progressive behavior, especially cornering and pushing out on straights while allowing the engine to overwhelm grip. Little hits of tire squeal, therefore, become less surprising and easier to catch, as the transition to oversteer now comes with a grin rather than an anxious expectation, the almost telepathic steering bordering on the level of DBX S despite the seemingly milder revisions. This unlocks a new level of engagement with the traction control knob, too, which in this case actually becomes useful while playing with settings 1-8 or fully off, adding a sense of safety amid the revelry. If anything, this newly reassuring character from such an already appealing sports car definitely makes the new Vantage worthy of an S badge. And the pricing still shocks – in a good way. Yet another Aston Martin where comparisons to the competition make less than no sense. The Vantage S now starts at about two-thirds the price of a new 2026 Porsche 911 Turbo, and on the lower side of the $200,000 mark from a Mercedes-AMG GT 63 S coupe. Some of the optional S gear on my car contributed to a total MSRP of $258,900 – most importantly, the carbon-ceramic brakes ($10,800) that exhibited endless bite to haul down my excessive speeds while approaching the tightest canyon switchbacks this side of Southern France. Outside of a few lingering inconsistencies with Apple CarPlay Ultra and wishing for more carbon trim inside to replace some of the piano black plastic on the center console, finding any faults with Aston’s power, position, and prestige requires nitpicking the Vantage S to the Nth degree. Such a sense of innate performance and exotic design out of a restrained gunmetal “Aluminite Silver” over Black Onyx coupe proves how much the S treatment only reinvigorates the already stunning Vantage, setting another standard within an increasingly impressive lineup. View All Aston Martin Vantage For Sale Images: Aston Martin, Michael Tao Van Runkle

A red 2025 Aston Martin Vanquish Coupe is parked on a paved surface, with mountains and a cloudy sky in the background. Review: This sleek sports car blends elegance and power against a stunning natural backdrop.

By Michael Van Runkle – October 31, 2025

Review: 2025 Aston Martin Vanquish Coupe

Takes The Super-GT To A Whole New Level Most automakers these days lack a certain level of faith in their customer base to handle serious power in rear-wheel-drive cars. Hence, the widespread switch to all-wheel drive, especially for hybrids and EVs, with so much instantaneously available torque. Not Aston Martin, though, which under Lawrence Stroll continues a surprising commitment to building stellar driver’s cars equipped with booming internal-combustion engines. Other than the DBX SUV and the forthcoming Valhalla hypercar, every model in the lineup still sticks with rear-wheel drive only, including the Vanquish that returned this year as Aston’s flagship with an unbelievably powerful twin-turbocharged V12 engine mated to a rear-mounted transaxle for improved weight distribution and lightning-quick gearshifts. Aston plans to limit Vanquish production to only 1,000 units per year, including coupes and convertibles. I’m not a convertible guy, and we already tested the soft-top Volante at its First Drive event in New York, so instead I racked up a quick few hundreds of miles daily driving, canyon carving, and highway road tripping in the coupe. As I handed back the keys, I realized this stunning combination of luxury and performance, power and presence, without a doubt, emerged as one of my highlights for the 2025 model year. The new third-generation design endows the Vanquish with less bulky brute muscle than previously, as the overall size grows larger but the form cuts down to leaner, almost svelte and sinewy athletic proportions. In pictures, the Vanquish rides so long and low it almost looks photoshopped. And my loaner’s paint job, a brilliant Supernova Red, truly pops anytime light hits any surface, mixing the dark classiness of burgundy with a ruddy oxblood plus a hint of metallic flake at the right angles. A nice gunmetal silver or dark forest green might help the rear end blend in better, though, where a subtle ducktail continues Aston’s recent design language, but the flattened back panel definitely stands out as a divisive detail. With a dry weight of 3,911 pounds or just over 4,000 topped up with a driver, this low-slung grand tourer truly stretches the category’s definition by churning a ridiculous 824 horsepower and 728 lb-ft of torque out of the twin-turbocharged 5.2-liter V12. The torque figure almost matters more than peak output, in fact, because the mill simply delivers a hard punch at any rpm, before building into a raucous cacophony toward redline with a swelling rush of turbo boost. The optional titanium exhaust – a $14,900 addition – echoes at every octave, from deep bass to a snarly bark in the midrange to screaming anger at high revs, before relaxing into a satisfying burble of overrun after every upshift. Meanwhile, out back, the best dual-clutch transaxle short of Porsche’s eponymous PDK box snaps off those shifts with telepathic urgency. The transaxle layout helps Aston manage weight distribution, at 50.6% front and 49.4% rear, so pushing hard only contributes to predictability and confidence in the car’s handling capabilities. Shortly into my first “fun” drive up in Malibu, I started fiddling with the Vanquish’s nifty adjustable traction control settings, hoping to unleash even more of the playful character made possible by such a wide and flat chassis. At the fifth level of TC intervention, little dips and rises in the road no longer brought on any ignition cuts, helping the massive 325-millimeter rear tires just keep powering along. By the time I turned the nannies off entirely, I kept steaming into wide arcs, directing with my right foot a little, reining in the exuberances with long, smooth hits of counter-steering. The steering itself never lacks precision, and the wheel’s resistance to turn-in brings the nose directly onto the desired line with ease. I wound up preferring the Sport setting, rather than Sport+, because right at the edge on rougher roads, some electric numbness sets in. Luckily, the stupendous brakes and the rest of the chassis communicate enough to compensate for this last percent of perfection. Part of the sublime suspension, which flies along absorbing bumps without sending harsh reverberations into the cockpit, comes down to Aston’s restrained decision to stick with 21-inch wheels rather than going bigger for pure style points. The Pirelli P Zero tires can therefore help smooth out rougher portions of roads with sidewall flex, before the electronically controlled shocks handle the rest of the damping. But the Vanquish also manages to toe a fine line between tautness and body roll, maintaining the former despite allowing a bit of the latter, all the better revealing where tire grip and power work together to enable acceleration, cornering, and braking. On the interior, Aston’s clearly come a long way in quality terms – almost every surface and material provides satisfying textures and heft. Even the vanity mirror sliders on the sun visors are absolute works of art. And my tester came equipped with brushed metal trim for the center console, which Aston calls “Satin Dark Chrome Interior Jewelry” (for $2,700), though many of the buttons remain in unfortunate piano black. The rest of the switchgear carries over sculptural metal and knurled knobs familiar from the Vantage, DBX, and DB12. I fit just fine at six-foot-one with long legs and felt spacious at the knees and shoulders, in addition to plentiful head and legroom. The bolstered seats fit my thighs and torso perfectly, swaddled in Q All Centenary Saddle Tan Semi Aniline Leather (part of the Inspire Monotone Interior for $10,900 and Contrast Welt and stitch for $3,000). And the $22,3000 Carbon Fiber 2x2 Twill for the interior pack ties the whole cockpit together into a more modern aesthetic, aswarranted by such gob-stopping performance. On some of my favorite canyon roads, though, the Vanquish repeatedly scraped the front splitter. Through sections where Ferraris, Lamborghinis, and McLarens never do, so I never even tried to park in my driveway out of fear that I might damage the nose. The design simply warrants front-axle lift without question, and arguably, at this price point of $530,5000 with options over a $442,000 starting sticker, it should come with the ability to raise the nose by a couple of inches, if only for the mental reassurance. Always better to have front-axle lift and not need it, after all… I also experienced a few glitches with the new Apple CarPlay Ultra infotainment suite and audio systems. The seat adjustment controls brought on some frustration every time, too. Hopefully, owners can set it and forget it, but the control placement low and to the right of my right knee meant I needed to lean forward a bit and use my left hand. Plus, I hate a full glass roof on an oppressively hot summer drive, and prefer a slicktop for any coupe – ideally one with a nice double bubble. If I wanted to see the sky and deal with sun glare all the time, the Vanquish comes in convertible form – what Aston Martin calls the Volante. Now of course, no car is perfect. But the Vanquish comes incredibly close. As impressive as Aston’s reworked AMG V8 engines have gotten, the prospect of a V12 here at the end of the internal combustion easily takes the cake. How long Aston can continue to stave off the transition to hybrids and electrics, and that all-wheel-drive layout, definitely lurks in the back of my mind. I always struggle to avoid making James Bond references about Aston Martins, but after a week with the Vanquish, I truly hope to see this silver screen shape in the next film, where the spectacular design and stunning performance might, depending on color choice, serve equally well as a Bond or villain car alike. View All Aston Martin Vanquish For Sale Images: Michael Van Runkle

By Gabriel Vega – February 10, 2022

Aston Martin DB11 V8 Review: A Statement Piece

When the covers came off the Aston Martin DB11 in 2016, it featured a 5.2-liter twin-turbocharged V12 under its hood, boasting supercar power with performance figures to match. However, in 2017, the British carmaker introduced the second variant of its flagship car with a Mercedes-AMG sourced V8. Dubbed the Aston Martin DB11 V8, this variant of the brand's GT car offers the same aesthetics as its V12 sibling but with less power, weight, and a cheaper price tag. I've been driving the V8-powered DB11 in Los Angeles this week, covering nearly 300 miles of city streets, open highways, and multiple runs in the canyons. As the odometer kept ticking, it became clear that while the DB11 V8 nails its role as a GT car, it walks a fine line, doubling as a proper sports car. Attention-Grabbing Aston The Aston Martin DB11 is a stunning machine, easily one of the best-looking I've ever tested. With its low and widened stance complemented by a long hood, strong shoulder line, and angular lighting elements, this super GT has no wrong angle. The DB11 dominates the looks department by banking on thoughtful and sleek design instead of shiny chrome parts or over-the-top aero elements. The result is a car that comes across as more classy than crass. I have nothing but high praise for whoever optioned my tester. Featuring an optional shade of Q Royal Indigo for $9,100 over a Black Damson and Ivory contrasting leather interior, this DB11 is not like the others in the best way possible. Despite what their names might suggest, this is a purple over purple Aston Martin. While that may sound a bit wild on paper, the dark hues work perfectly with this car's styling elements, managing to draw a surprising amount of attention without banking on a loud, flashy color to get it. Regardless of which engine option you opt for, there is no penalty in the looks department for choosing the V8-powered variant. The V12 and V8 are virtually indistinguishable, retaining the same great design regardless of the fewer cylinders. Light On Its Feet While the Aston Martin DB11 V8 is the least powerful variant in its family, it's far from slow. The Mercedes-AMG sourced 4.0-liter twin-turbo V8 still develops 503 hp and 513 lb-ft of torque, allowing this 3880-lb coupe to reach 60 mph in less than four seconds before continuing to a top speed of 187 mph. If that sounds supercar quick, it's because it is. In contrast, its V12 sibling puts out 630 hp and 516 lb-ft. While the horsepower output is drastically different, the two variants deliver near-identical torque figures, meaning the real-world difference between the pair likely isn't as significant as it may appear on paper. In practice, the DB11 V8 is properly quick. With peak torque coming in at 2,000 rpm, power is abundant, regardless of where you are in the rev range. Even the eight-speed automatic transmission does a reasonably quick job routing all of that power to the rear wheels. While it's not nearly as fast or responsive as a dual-clutch unit, it's more than smooth around town and on the highway. The DB11 doesn't sound anything like an AMG GT despite the Mercedes-AMG heart. That's because Aston Martin retuned the engine considerably, to the point where it behaves and sounds unique. In its most aggressive setting, the valved exhaust system sings more than it screams. Overall, the DB11 sounds as classy as it looks, tying the whole car together nicely. Choosing the V8 over the V12 has significant benefits, especially in the weight department, as the less powerful DB11 is 253 lb lighter. While the weight reduction is substantial on its own, it's important to remember that the weight savings come primarily at the front of the car, which serves to improve its weight distribution. The DB11 V8 feels agile on the road, eager to change direction on tight switchbacks without understeer. In this configuration, the DB11 walks a fine line between a Grand Tourer and a genuine sports car. On the suspension front, it's clear the DB11 prioritizes comfort over outright performance. Around Los Angeles, the DB11 soaks up bumps well, even when faced with significant imperfections on the road. On the highway and at speed, the DB11 feels balanced and planted without sacrificing comfort. While the car's adaptive suspension allows you to firm things up for curvy roads, I found myself leaving the car in its most comfortable settings as I saw little enjoyment benefits to the stiffer settings. Got Purple? Step inside the Aston Martin DB11 V8 and things only get more purple. Since the interior is made almost entirely of leather, the dashboard, center console, seats, and door panels feature excellent color. Thankfully, a contrasting Ivory leather helps balance the look. Additionally, there's contrasting stitching throughout, giving the DB11 a proper sense of quality. Everything inside this Aston Martin feels incredibly pleasant to the touch and well built. The only noise you'll hear in the cabin is leather rubbing together, no hard plastics spoiling the experience. On the tech front, the Aston Martin DB11 offers a digital instrument cluster with your revs displayed front and center flanked by two smaller configurable screens. The center eight-inch screen features a somewhat outdated infotainment system that's a bit tough to use, especially when compared to its competitors. Additionally, like the Vantage F1 Edition, I drove, Apple CarPlay and Android Auto aren't available as options. Thanks to their plushness and adjustability, the 12-way adjustable heated seats are excellent for covering long distances. While there isn't as much side bolstering to hold you in during tight corners, it's a worthwhile tradeoff considering the everyday comfort. These seats are the types you could be happy with daily or driving across the country. Comfort aside, the interior's ergonomics are excellent as you sit down low in the car, giving the impression that it wraps around you. With ample head space and excellent visibility, the DB11 nails its role as a GT car. Is The DB11 V8 The One To Buy? Power and weight aside, the pricing structure is a big differentiator between the Aston Martin DB11 V12 and V8. Despite my tester's $209,700 base price, options such as the exterior paint ($9,100), Technology Pack + ($9,100), and Exterior Black Pack ($6,900) bring its as-tested price to $258,986. In contrast, the cheapest V12-powered variant starts at a hair under $250,000, meaning with similar options, we'd be looking at a car costing around $290,000, marking a considerable price gap. Since I have yet to drive a V12-powered DB11, I can't comment on which of the two is the better drive. However, I can confirm that the V8 delivers a driving experience that is exciting, rewarding, and befitting of its price tag. Even if it's mainly positioned as a GT car, the V8 brings in some proper sports car handling and agility that only add to this model's appeal. Furthermore, thanks to its comfortable cabin, excellent ergonomics, and ample use of high-quality materials, the DB11 is equally comfortable for everyday commutes or driving across the country. All Aston Martin DB11s For Sale

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