Not long ago, Aston Martin found itself in a make-or-break point. Throughout the late 2010s, dwindling sales figures and the subsequent burning of cash reserves put the automaker in a dire spot. Things began to change when, in early 2020, it announced that Lawrance Stroll would acquire a 16.7 percent stake in the company, who, alongside additional investors, sought to inject $655 million to keep it from flatlining. Once in control as Executive Chairman, the Canadian billionaire shared his vision: to turn AM into a British Ferrari. Before that goal could even be possible, however, the carmaker had a major decision to make.
Back then, Aston Martin seemed like a company pulled in opposing directions and stretched thin. It had plans to pivot, reimagining the Vanquish as a V6-powered mid-engined supercar. Meanwhile, its current offerings struggled to compete with rivals, as illustrated by slowing sales and shocking second-hand values. Aside from the elegant hooligan that was the 715-horsepower DBS Superleggera, the Vantage, DB11, and DBX had flash but no fire. Would AM scrap its lineup, introducing all-new replacements in the second half of the 2020s, or would it update its current lineup to bring competitive cars to market sooner?
A glance at the 2025 Aston Martin Vantage reveals the chosen path. Like the DB12, it carries over the basic structure underpinning its predecessor. However, its track is 1.2 inches wider, incorporating a thoroughly reworked suspension with Bilstein DTX active dampers. Its interior leaps forward in quality, design, and usability, while power from its 4.0-liter twin-turbocharged V8 swells to 656 hp. Beyond its lengthy list of updates, here’s what you need to know about the new Vantage: it oozes character. From the noise of its burbly engine to its tail-happy nature and thrilling performance, this refresh is not a quick fix. It’s an adrenaline shot straight to the heart.
And it can’t afford to be anything less. The bite-your-knuckles gorgeous Cosmos Orange two-door photographed above costs $291,000, $3,500 destination fee included. However, it starts at $194,500, meaning this particular example wears $96,500 in extras alone, a figure made all the more striking considering the extinct 2023 model asked for $146,986 to start. Although this upmarket push might initially seem avaricious, it’s straight from the Maranello playbook Stroll seems eager to emulate. Take a peak at Ferrari’s Q3 2024 earnings, and you’ll see increased earnings despite fewer shipments. The formula is simple: produce and sell fewer cars at higher prices, especially ones loaded with high-margin extras.
Of course, selling a minimally revised product at substantially higher prices is a recipe for failure, and thankfully, not one that applies to the latest Aston Martin Vantage. Although it may ride on old bones, they’ve been coated in Adamantium. Thanks to targeted reinforcements, the Vantage is more torsionally rigid, while a focus on shifting weight away from its nose grants it an ideal 50:50 distribution. Its Bilstein DTX adaptive dampers, similar to what you’ll find in the DB12 and the Vanquish, offer greater bandwidth between drive modes. It can thus be both firmer and more compliant when necessary.
Make no mistake, though. While the Vantage can double as a grand tourer, given its usable storage space and compliant ride, it will always be a sports car first. Whereas its predecessor was a handful, mainly in unsatisfying ways given its sloppy handling (the short-lived F1 Edition made improvements, but not nearly enough), the new car is a step forward in every discernable way.
Point its nose towards your favorite back road, and the Aston Martin Vantage will reward you with 911 Turbo S levels of grip and stability. It combines a broader track, a new electronic differential, and bespoke Michelin Pilot S 5 rubber. Unlike the Porsche, however, the Vantage isn’t satisfied with tackling a road as quickly as possible. It’s eager to mess around. With enough traction control settings for a 747 cockpit to manage, it allows you to dial back its stability systems in minute increments.
Exciting the rear takes no more than a throttle blip. Turn it off, and the Vantage will throw itself sideways anywhere upon request. Unlike its predecessor, however, you won’t find yourself white-knuckling the wheel, taking big swings to settle it. Instead, thanks to a more communicative chassis, you can intuitively feel as it lets go, and thanks to quick and precise steering, you can effortlessly neutralize a slide. With 656 hp on tap, powering through is always more tempting.
Its 4.0-liter twin-turbocharged V8, although heavily modified by Aston Martin, still has Affalterbach origins. Yet, while it produced 503 hp in 2023, higher compression ratios, new turbochargers, and improved cooling elements allow its output to climb to the full 656 hp of today. Its torque figure also rises to 590 pound-feet, sent to the back wheels via the ubiquitous ZF eight-speed automatic.
Its claimed 3.4-second time to 60 mph feels vastly underrated, although putting that much power down via the rear tires alone is no easy feat. Still, the jump in performance is staggering, especially for a car with a relatively short wheelbase. It’s a brute in a posh suit, and all the better for it.
And what a suit it is. Although its rear end is more than familiar, given that it essentially carries over the existing tail lights, the front clip receives a much-needed facelift. Like its performance, the Aston Martin Vantage finally gets the good looks it always deserved. Telling you it’s a stunning thing is practically superfluous. Aside from those who get a kick from being contrarians, I doubt you’ll find anyone who sees it differently. It has a killer stance, the right mix of sporty and elegant, and, in this tester’s case, a tasteful optional aero package.
Stepping in generates a similar feeling. Its cabin is perhaps the area with the most impactful improvement. From its digital cluster to its wide central infotainment screen, now with AppleCarplay and Android Auto connectivity, the Vantage is more than just competitive. Additionally, there’s a greater level of flexibility in terms of personalization. Still, its driving position is perfect, allowing you to sit low and snug, while its leather-wrapped steering wheel is actually wheel-shaped, no longer an odd squircle.
Like the DB12, the latest Aston Martin Vantage represents a monumental upgrade over its predecessor. However, it might be tempting to align the Vantage with its GT sibling, given how much hardware they share, but these are vastly different animals. While the 671-hp DB12 is more powerful, its longer wheelbase and more restrained calibration make it a far more docile and approachable machine. For most people, it’ll feel like the more enjoyable of the pair.
Therein lies the Vantage’s one central asterisk. To experience just how good it is, you have to be willing to fling it around like the sports car it is. Tackling a twisty road at full speed like a Turbo S is rewarding, but the Aston’s magic lies beyond its grip limits. This is a car for the drivers.
Whether this newly defined persona, made up of a significant power increase, a refined aesthetic, and a competitive interior, will be enough to compel buyers to shell out large sums like the $291,000 this tester commands remains to be seen. However, before Aston Martin ever reaches its goal of becoming a British Ferrari, it needs a strong product line. And as the Vantage proves, it’s off to a strong start.
