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If anyone was expecting the new 2022 GT3 to somehow fly under the radar, think again. It’s an eyeball puller for sure. Not as supercar-like snazzy as the old (and most likely next) GT2, but it’s immediately…

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Awesome new 911 GT3 gets more power, better handling and stunning new styling

2022 Porsche 911 GT3 — This ultimate track star can be yours for the street now that Porsche’s unveiled the 2022 911 GT3.

If anyone was expecting the new 2022 GT3 to somehow fly under the radar, think again. It’s an eyeball puller for sure. Not as supercar-like snazzy as the old (and most likely next) GT2, but it’s immediately clear this is no ordinary 911.

Porsche just pulled back the digital curtain on its latest heartthrob, and now this brilliant blue missile is the talk of the town. A new twin vented carbon-fibre hood will give those in the know a hint that it’s time to move out of the fast lane, at which point they’ll quickly see the new GT3’s backside, gigantic swan-neck carbon-fibre wing and CFRP rear diffuser included. All of these aero aids add 50-percent more downforce than a regular 911 in their default setup, or up to 150 percent more downforce at 200 km/h when some adjustments are made.

Yes, as exciting as the GT3 is to gaze upon, it’s no doubt much more fun to drive. For 2022, Porsche has improved the car’s 4.0-litre flat-six for a considerable 10-horsepower gain resulting in 502 ponies, while torque remains 346 lb-ft. It’s all done sans turbocharging, the GT3 the only 911 offered without exhaust boost. Instead, the 4.0-litre engine relies on cubic centimeters, plenty of trick technology like the six throttle butterflies added to extract that extra 10 horsepower just mentioned, and an incredibly high rev limiter of 9,000 rpm. That’s stratospheric for a horizontally opposed engine, incidentally, this configuration normally ideal for low-end twist albeit not that great for spinning in the lofty zone, but Porsche continues to work its magic and GT3 owners are the benefactors.

The lack of a turbo isn’t the only absent component putting the GT3 at odds with all other 911 models, incidentally, the other missing link being a seventh gear in its manual transmission option. As is the norm with all 911s, the GT3 can be had with a seven-speed dual-clutch automated PDK for paddle enthusiasts, but unusually it’s a no-cost option and not wholly related to updated version introduced last year, but instead is sourced from the previous 2019 GT3 thanks to that transmission’s 18-kg mass reduction and extremely quick response to input.

Likewise, the just-noted six-speed manual gets pulled forward from the past, although this unit is the same as used in the fabulous 718 Spyder and 718 Cayman GT4, unlike every other 911 that uses Porsche’s seven-speed manual. The six-speed is lightweight as well, features rev-matching capability to make novices sound like heel-toe pros, and is lauded by all critics for its sublime operation. So good is the six-speed manual, that 68.7 percent of Canadian GT3 buyers previously went with the DIY option. This also speaks well for the type of performance enthusiast the GT3 attracts, one that appreciates the classic thrill of a mechanical masterpiece over speed for the sake of speed. The PDK is quicker, needing just 3.4 seconds to reach 100 km/h from standstill, while 200 km/h requires a mere 10.8 seconds.

Whether you choose the manual or PDK option, both come standard with an entirely new double-wishbone front suspension. As is appropriate for the GT3, the new front suspension design was developed by Porsche’s sports car racing team for the Le Mans-winning 911 RSR. The GT3 is its first application in a 911 production car, allowing a more rigid spring setup and greater camber stiffness that does a better job of isolating the dampers from transverse forces that might otherwise upset the apple cart, so to speak. Porsche promises better handling overall, which is what matters to us.

The GT3’s five-arm rear suspension is upgraded too, now including more ball joints for the lower wishbones as well as spherical bushings, and special shocks. This means the new GT3 is a much better track car, but it also translates into a better every day commuter and a much more capable companion when straight lines start to wind in the outskirts of your city.

With this in mind, the quicker responding front and rear shocks are joined by standard rear-wheel steering, the latter capable of turning the rear wheels up to two degrees in the same or opposite direction, depending on whether they’re improving high-speed stability or aiding parking manoeuvres.

What’s more, the old GT3’s already large 380 mm front brake rotors are now upsized to 408 mm, while also weighing 17 percent less, and just like the upgraded brakes can potentially save the GT3’s owner from misjudging the rate of closing speed before a corner, Porsche has included a front axle lift system for saving the carbon fibre front lip spoiler from scraping the pavement below when overcoming large speed bumps are steep driveways.

The lip spoiler, new hood, massive wing and rear spoiler aren’t the only exterior components made from carbon fibre reinforced plastic, by the way. Additional body panels include the rear fenders and, optionally, the roof. Porsche also makes “road-approved circuit rubber” available, while buyers can even add a rear roll cage via a Clubsport package (not available in all markets). There’s no extra charge for the all-new battery, mind you, which is 10 kilos lighter than the one used for the outgoing GT3. When reduced mass is combined with all the engine grunt noted earlier, the new manually-shifted GT3 has an impressive power-to-weight ratio of 2.8 kg/PS.

That weight can be reduced more, although most buyers probably won’t want to delete the rear wing. If you find it a bit over the top for your liking, however, a Touring package will swap it out for the power-adjustable spoiler used in the regular 911.

You can bet Porsche left the rear wing intact for its timed lap of the Nürburgring Nordschleife, which at 6:59.927 minutes leaves it just outside of making the famed racetrack’s top-10 best production cars ever list. To be fair to the GT3, four of the 10 cars that beat its time are Porsche products, including the mighty 911 GT2 RS that managed a shocking 6:47.25-minute lap, plus a previous-generation GT3 RS that ran the ring in just 6:56.4 minutes. Nobody should expect a turbo-less 911 to beat Porsche’s renowned 918 Spyder either, and it didn’t, but it was certainly close to the supercar’s 6:57-minute time, while another GT2 RS managed a respectable 6:58.28 minutes. More importantly, the new GT3 lapped the punishing road course faster than every Ferrari and McLaren that ever attempted a run, not to mention every Chevy Corvette or Nissan GT-R. Only Radical SR8s (if you’ve never heard of this barely street-legal track car, you’re not alone), two Lamborghini Aventador SVJ LP770-4s, and a Mercedes-AMG’s GT Black Series managed to lay down faster laps, with the Merc being quickest of all comers.

If you ask most sports car buyers, 911s are more comfortable for daily use than any mid-engine exotic, and therefore easier to live with than all of the above, except for maybe the Mercedes. As you might expect, all of the new 911s improvements are included with the GT3, plus the model’s usual mega dose of suede-like Alcantara on the steering wheel rim, seats, etcetera. Those seats were designed with performance in mind, but they’re still suitable for day-to-day use.

Now comes the time to decide. There will be no fence-sitting with this car, because every last one will be snapped up quickly. Added to the rarity of any GT3, looms an era that may soon make its naturally aspirated 4.0-litre engine a much-lamented thing of the past, so make your mind up quickly and then immediately talk to your local Porsche Canada dealer. The new GT3 will be available to order soon, with cars being delivered in the fall.

For those still unsure or not in a tax bracket that makes such decisions possible, we recommend to the full allotment of images in our photo gallery above, plus the trio of great videos that follow, while others that just can’t wait until the fall to get their hands on a new 911 may want to know that Porsche is currently offering factory leasing and financing rates on 2021 models from zero percent. To find out more, check out CarCostCanada, where members save an average of $2,875 on their new 2021 911 purchases, by getting access to manufacturer rebate information and otherwise hard to get dealer invoice pricing. Learn how the CarCostCanada system works, and make sure to download their free mobile app at the Google Play Store or Apple Store now.

The new 911 GT3: Time is Precious (2:35):

The New 911 GT3 at the Nürburgring (1:33):

The New 911 GT3: Onboard at the Nordschleife (7:33):

Story credits: Trevor Hofmann

Photo credits: Porsche

When choosing a sports car, plenty of variables come into play. Is it all about styling or performance? How does luxury enter the picture? Of course, hard numbers aside, these are subjective questions…

New Car Reviews

2020 Jaguar F-Type SVR Convertible Road Test

When choosing a sports car, plenty of variables come into play. Is it all about styling or performance? How does luxury enter the picture? Of course, hard numbers aside, these are subjective questions that can only be answered by an individual after contemplating personal preferences. We all have differing tastes, which is why so many competing brands and models exist.

While similarly powerful, a Porsche Turbo provides much quicker acceleration than the Jaguar F-Type SVR being reviewed here, and both are dramatically different through fast-paced curves, with the rear-engine German providing a wholly unique feel when raced side-by-side against the front-engine Brit, and most agreeing the former is more capable at the limit. Nevertheless, the Porsche Turbo is not necessarily more fun to drive.

I’ve enjoyed many Turbos over the years, not to mention a plethora of other 911 models, and all have provided thrills aplenty. Likewise, for F-Type SVRs, having spent a week with 2018, 2019 and 2020 models, the first two coupes and the most recent a convertible. I tend to lean toward coupes more often than open air, mostly because the aesthetics of a fixed roof appeal to my senses. Still, there are a number of reasons I’d be pulled in the direction of this Madagascar Orange-painted F-Type SVR Convertible, the sound emanating from its tailpipes certainly high on the list.

Sure, the coupe provided an identical rasping soundtrack from the same titanium Inconel exhaust system, it was just easier to hear with the triple-layer Thinsulate-insulated cloth top down. Likewise, the source of the noise, Jaguar’s 5.0-litre “AJ-8” V8, making 575 horsepower and 516 lb-ft of torque, has been stuffed between the SVR’s front struts all along, but somehow it feels more visceral when accompanied by gusts of wind.

That’s how I drove it throughout most of my sun-drenched test week, and while I was never tempted to see how stormy its interior would become with the throttle pinned for a 314 km/h (195 mph) top track speed test (322 km/h or 200 mph with the coupe), I certainly dabbled with its zero to hero claim of 3.7 seconds from standstill to 100 km/h in either body style.

Yes, I know this is a very “well-proven” engine (auto code for old), having been offered by Jaguar since 1997 in one form or another, but I could care less because it sounds so fabulous and delivers such scintillating performance, fuel economy be damned.

As for styling, the F-Type is eye-candy no matter which powertrain is chosen, Jaguar even offering an impressively spirited turbocharged four-cylinder in base trims. Of course, along with its sensational straight-line performance, the SVR provides more visual treats in the way of carbon fibre aero aids and trim.

The same goes for the interior, which offers a level of exoticism that sports cars in this class simply can’t match. It’s downright sensational, featuring perforated Windsor leather quilted into a ritzy diamond-style pattern on both the seat inserts and door panels, plus contrast-stitched solid leather on most other surfaces. Additionally, a rich psuede micro-fibre stretches across much of the dash-top, headliner and sun visors, while carbon-fibre and beautifully finished brushed and bright metalwork highlights key areas. The interior clearly appears British in look and feel, yet it’s more modernist than steeped in parlour club tradition (i.e. there’s no wood).

Jaguar infotainment has improved a lot with each new generation too, the F-Type not receiving a full digital cluster, but nevertheless boasting a big, colourful multi-information display between a gorgeous set of primary analogue gauges. It gets most of the functions found in the centre display, is easily legible and no problem to scroll through via steering wheel controls. Similarly, the just-mentioned centre display is a user-friendly touchscreen jam-packed with stylish high-resolution graphics plus plenty of useful features like a navigation interface with detailed mapping and simple directions settings, an audio/media page with satellite radio, a Bluetooth phone connectivity section, a graphically organized climate panel, an camera interface with many exterior views, an apps section with some pre-downloaded and available downloadable applications, and last but not least, Apple CarPlay and Android Auto smartphone integration.

One more page not yet mentioned is the My Dynamic Setup interface that lets you set up your own individual drive system calibrations. What I mean is, after fine-tuning the SVR’s engine, transmission, suspension and steering dynamics in order to suit outside conditions as best as possible, not to mention your mood, you can mix and match them as much as you like. For instance, you can go for snappier engine response and a quicker shifting transmission along with a more compliant suspension setup, which may be ideal for driving fast over the kind of rough pavement you might find in the types of rural settings that’ll allow you to really open up the car’s performance. For this reason, I’m not a fan of sport settings that automatically firm up the chassis, because a rock-solid suspension setup only works well when coursing over the kind of unblemished tarmac found on recently paved tracks, not real-world patchwork asphalt hack jobs.

This is an apropos descriptor for the roads used when pushing my F-Type SVR Convertible tester near its limits, the car’s unbridled power ideally matched to a particularly stiff, light and well-sorted aluminum body structure, chassis and suspension design. Steering response is quick and the rear wheels follow ideally, no matter how much I applied the throttle. Certainly, it was important to remain smooth, other than applying slightly more than needed when wanting to induce oversteer. The massive yellow calipers signify that Jaguar’s available carbon ceramic brakes fill the SVR’s 20-inch alloys, these being brilliant when it comes to quick stops in succession with barely any fade. Yes, this is a wonderfully capable roadster if you’ve got the confidence to push its limits, but I wouldn’t say it provides the same level of high-speed control as a recent Porsche 911 Turbo. This means the Jag can be even more fun for those with performance driving experience.

I should mention here that Jaguar’s 2020 F-Type SVR is a relative bargain compared to that just-noted 911 Turbo, the Brit starting at just $141,700 with its “head” fixed and $144,700 for the as-tested retractable fabric roof variety, compared to $194,400 and $209,000 respectively for the latest 2021 German variant. Granted, Porsche’s performance alternative is quite a bit quicker as noted earlier, knocking a full second off its zero to 100 km/h sprint time, with the brand’s Carrera S/4S models in the mid-three-second range. These start at $132,700, or in other words considerably less than Jag’s F-Type SVR, but this is where I must interject (myself) by once again saying there’s a lot more to a sports car than straight-line performance.

After all, a number of much more reasonably priced Ford Mustangs sprint into similar territory, while the new mid-engine Corvette dips into the high twos. I’m not comparing a 911 to a Mustang or even the ‘Vette (although the latter car may be embarrassingly comparable to a number of mid-engine Italians), but hopefully you get the gist of what I’m saying. The F-Type SVR delivers an immense amount of premium-level style crafted mostly from aluminum along with phenomenal attention to detail, much made from high-gloss carbon fibre, plus a beautifully crafted interior, superb musical and mechanical soundtracks, and more to go along with its respectable muscle.

Better yet, a quick check of CarCostCanada’s 2020 Jaguar F-Type Canada Prices page is showing up to $8,950 in additional incentives, which is one of the more aggressive discounts I’ve ever seen on this highly useful site (CarCostCanada provides members with rebate info, details on manufacturer financing and leasing, plus dealer invoice pricing that could save you thousands, via their website and the Apple Store and Google Android Store downloadable CarCostCanada app). The refreshed 2021 F-Type is already being discounted up to $6,000, incidentally, and while we’re on the subject of the new model, there’s no 2021 SVR yet. Instead, the updated 2021 F-Type R gets the same 575 horsepower V8 as the outgoing SVR, but don’t just think it’s a discounted SVR, as the significant $20,400 price reduction for the 2021 R Coupe and $20,800 savings for the 2021 R Convertible probably mean that much is missing from the top-tier package. No doubt Jaguar will introduce a more potent 2021 SVR soon, complete with all of its sensational upgrades, so we’ll have to keep our ears to the ground for this one.

All said, the current 2020 Jaguar F-Type SVR is a fabulous offering from a brand that’s steeped in sports car tradition, and well worth its very reasonable entry price. I’ve driven three in exactly the same amount of years, and have enjoyed every moment behind the wheel each time. For those with the means, I recommend it highly.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

Porsche wowed performance car fans with its shockingly quick 2021 911 Turbo S back in April, and we made a point of covering every one of its 640 horsepower. Now it’s time for the slightly less outrageous…

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New 911 Turbo fills gap between Carrera S and Turbo S

The new 2021 Porsche 911 Turbo boasts 572 horsepower!

Porsche wowed performance car fans with its shockingly quick 2021 911 Turbo S back in April, and we made a point of covering every one of its 640 horsepower. Now it’s time for the slightly less outrageous 911 Turbo to share the limelight, and we think that its 572 horsepower 3.8-litre flat-six will be enough to create a buzz of its own.

After all, the regular Turbo provides 32 additional horsepower over the previous 2019 911 Turbo, which is enough to shoot it from zero to 100km/h in a mere 2.8 seconds when upgraded with the Sport Chrono Package and mounted to the 911’s lighter Coupe body style. Then again, you can go al fresco and still manage 2.9 seconds from standstill to 100km/h, both times 0.2 seconds less than each models’ predecessor.

The 911’s acclaimed “boxer” engine makes a robust 553 lb-ft of torque in its newest generation, which is 30 lb-ft more than previously. That makes it more potent than the previous 911 Turbo S, upping torque, horsepower and acceleration times, due in part to new symmetrical variable turbine geometry (VTG) turbochargers that feature electrically controlled bypass valves, a redesigned charge air cooling system, and piezo fuel injectors. This results in faster throttle response, freer revving, better torque delivery, and sportier overall performance.

The new 911 Turbo incorporates the same standard eight-speed dual-clutch PDK automated gearbox as the 911 Turbo S, while both cars also feature Porsche Traction Management (PTM) all-wheel drive as standard equipment too. It’s all about high-speed stability, necessary with a top track speed of 320 km/h (198 mph).

Additionally, the new 911 Turbo gets similarly muscular sheet metal as the Turbo S, its width greater than the regular Carrera by 46 mm (1.8 in) up front and 20 mm (0.8 in) between its rear fenders. This allows for wider, grippier performance tires that measure 10 mm (0.4 in) more at each end. The front brake rotors are 28 mm (1.1 in) wider than those on the previous 911 Turbo too, while the same 10-piston caliper-enhanced ceramic brakes offered with the Turbo S can also be had with the less potent 911 Turbo. Yet more options include the previously noted Sport Chrono Package, as well as a Sport suspension, Porsche Active Suspension Management, and rear-wheel steering.

Porsche has upgraded the 911 Turbo’s cabin over the Carrera with some performance goodies too, including standard 14-way powered Sport seats and standard Bose audio, while a Lightweight package removes the rear jump seats and swaps out the standard front Sport seats for a unique set of lightweight buckets, while also taking out some sound deadening material for a total weight-savings diet of 30 kilos (66 lbs).

Also available, the 911 Turbo Sport package includes a number of SportDesign enhancements such as black and carbon-fibre exterior trim as well as clear taillights, while a Sport exhaust system can also be had. The options menu continues with Lane keep assist, adaptive cruise control, night vision assist, a 360-degree surround parking camera, Burmester audio, and more.

The 2021 Turbo Coupe and 2021 Turbo Cabriolet will arrive at Canadian Porsche dealers later this year for $194,400 and $209,000 respectively, but take note you can order from your local Porsche retailer now.

Before you make that call, however, check out the 2021 Porsche 911 Canada Prices page at CarCostCanada, because you’ll learn how to access factory leasing and financing rates from zero percent. You can also find out about possible rebates and dealer invoice pricing that could save you thousands. See how it works now, and remember to download the free CarCostCanada app from the Apple Store or Google Android Store, so you can access all the most important car shopping information from the convenience of your phone when at the dealership or anywhere else.

Story credits: Trevor Hofmann

Photo credits: Porsche

The Geneva Motor Show may have been cancelled due to the outbreak of COVID-19 (the novel coronavirus originating from Wuhan, China), but that hasn’t stopped automakers from making their big reveals…

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Porsche reveals most powerful, fastest 911 Turbo S yet

2021 Porsche 911 Turbo S — The new 911 Turbo S is more powerful and much faster than its predecessor. (Photo: Porsche)

The Geneva Motor Show may have been cancelled due to the outbreak of COVID-19 (the novel coronavirus originating from Wuhan, China), but that hasn’t stopped automakers from making their big reveals online, and therefore Porsche has pulled out all the stops with the most exciting version of its all-new 992 yet.

The 2021 911 Turbo S just hit the web with a 61-horsepower bump over its much-revered 580-hp predecessor, which means it now makes a staggering 641-horsepower from an identically sized 3.8-litre six boosted by two VTG (variable turbine geometry) turbochargers. What’s more, the horizontally opposed engine also puts out an additional 37 lb-ft of torque for a total of 590, so be glad it comes standard with Porsche Traction Management (PTM) all-wheel drive that can transfer up to 369 pound-feet of torque to the front wheels when required.

The 3.8-litre turbo-six, which is based on the latest 911 Carrera engine generation, has been completely redesigned. It gets a new charge air-cooling system and new, larger VTG turbochargers in a symmetrical layout that feature electrically adjustable waste-gate flaps, while piezo injectors are said to significantly improve “responsiveness, power, torque, emissions, and revving ability.”

The standard gearbox is an upgraded Turbo-specific eight-speed dual-clutch PDK automated design, which allows for a shockingly quick sprint from standstill to 100 km/h in just 2.7 seconds, an improvement of 0.2 seconds over its predecessor, while zero to 200 km/h arrives in a scant 8.9 seconds, this being a full second faster than the outgoing Turbo S.

To put the new 911 Turbo S into perspective, it’s a tenth of a second quicker from zero to 100 km/h than the current GT2 RS (soon to be replaced by one based on the new 992), a 700-horsepower monster. Those choosing the new 911 Turbo S Cabriolet will lose a tenth of a second in the other direction, but that makes the drop-top as quick as a GT2 RS, so it certainly hasn’t lost face in this regard. No doubt the convertible would be best for hearing the new sports exhaust system, which features adjustable flaps that promise the kind of distinctive sound only a Porsche flat-six can deliver.

An American performance spec worth noting is 10.5 seconds over the quarter mile on the drag strip, which is no small feat, while those lucky enough to test one out on the Autobahn will potentially be able to achieve a maximum speed of 330 km/h (205 mph) in either coupe or convertible model.

Hauling the Turbo S back down to reality are standard carbon-ceramic brakes with 10-piston front calipers, while control is further enhanced via a larger rear wing that, together with the pneumatically extendable front spoiler, delivers 15 percent more downforce than the outgoing model.

The new car is also wider than the outgoing 911 Turbo S by 45 mm (1.8 inches) above the front axle, measuring 1,840 mm (72.4 in) across, and 20 mm (0.7 inches) over the rear axle, spanning 1,900 mm (74.8 in), which should improve stability, while Porsche has tweaked its active suspension management system’s (PASM) software and hardware, lowering it by 10 mm (0.4 in) and providing “faster and more precisely controlled dampers,” stated Porsche in a press release, to enhance “roll stability, road holding, steering behaviour and cornering speeds.”

The numerous functional vents added to the Turbo S’ front fascia and rear fenders are more about engine and brake cooling, however, not to mention design aggression, with those added to the rear valance especially eye-catching. Additionally, special rectangular exhaust tips protrude from the outer edges of the black centre diffuser, while the entire Turbo S design gets rounded out by a set of staggered 20-inch front and 21-inch rear lightweight alloys wrapped in respective 255/35 and 315/30 Pirelli performance tires.

Inside, the new Turbo S is as livable as any other 911 and even more upscale thanks to a full leather interior with carbon trim and Light Silver accents, plus a GT sports steering wheel, a large 10.9-inch infotainment touchscreen at dash central, a newly integrated Porsche Track Precision app within that centre display that comes as part of the Sport Chrono package, a Bose surround-sound audio system, and leather-upholstered 18-way power-adjustable sport seats.

The new 911 Turbo S will be available to order in April of 2020, with deliveries expected later this year. Pricing for the 911 Turbo S coupe starts at $231,700 plus freight and fees, while the 911 Turbo S Cabriolet starts at $246,300. To order yours, contact your local Porsche retailer.

Until it arrives, enjoy the few videos Porsche supplied.

The new Porsche 911 Turbo S: The peak of driving emotion (2:28):

The all new Porsche 911 Turbo S. Relentless. (1:02):

Livestream: new Porsche 911 Turbo S Premiere (14:56):

Two cars in one, or at least that’s the arrangement you’ll need to accept if you want to get your hands on a new 2020 Aston Martin DBS GT Zagato, shown here in its best renderings yet. You’ll…

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Aston Martin reveals stunning new 2020 DBS GT Zagato

Two cars in one, or at least that’s the arrangement you’ll need to accept if you want to get your hands on a new 2020 Aston Martin DBS GT Zagato, shown here in its best renderings yet.

You’ll also need to shell out $9.8 million CAD (£6 million GBP), which is a bargain when factoring in that a classic 1962 DB4/GT Zagato sold for a cool $15.4 million CAD (£9.45 million) a few years ago.

Of course, rare classics with racing pedigree are almost always worth more than a new car, even one as hard to come by, as visually stunning, and as brilliantly fast as the new DBS GT Zagato. Still, there’s another reason I referenced a classic Aston Martin Zagato.

All 19 2020 DBS GT Zagato customers (the same number of original 1960-1963 DB4 GT Zagatos built) will also be taking home a continuation DB4 GT Zagato, which is a true classic ‘60s era Aston, albeit produced new from old chassis number allocations.

The two cars make up Aston’s “DBZ Centenary Collection”, the more modern of the pair based on Aston Martin’s already fabulous DBS Superleggera, which stuffs a big twin-turbocharged 5.2-litre V12 behind its gaping maw of a front grille, capable of churning out a formidable 715 horsepower and 664 pound-feet of torque. The powers that be at the company’s Gaydon, UK headquarters haven’t made mention about any straight-line performance increase in the upcoming DBS GT Zagato, despite the original ‘60s car making significantly more than a conventional DB4, but it has other attributes that nevertheless make it very special.

Any similarities to the now three-year old Vanquish Zagato were intentional, with Aston even painting the launch model shown here in what appears to be a near identical deep Volcano Red metallic (or something close) with rich gold trim highlights (the DB4 Zagato in behind wears a more fitting Rosso Maja red), the glittering secondary Au hue even embellishing the twinned five-spoke 20-inch alloy wheels.

Other design details pulled forward from the Vanquish Zagato include its gigantic front grille, double-bubble floating black roof panel, pronounced rear fenders, and rocket booster taillights, but that’s not to say this new Zagato-badged Aston is merely a redo of a past model. Of course, the DBS Superleggera under the skin influences its design much more than any previous model could, its longer, lower and leaner body featuring more creases and sharp-angled folds than the earlier Aston, which was decidedly more rounded and curvaceous.

Ultra distinctive is a gold-coloured active grille insert that’s actually comprised of 108 individual segments of carbon fibre. When the new DBS GT Zagato is not in use, these tiny pieces come together to form what appears to be a solid, flush panel, although when the ignition is turned on these little pieces reposition in order to allow front ventilation, a process that makes the grille “flutter”, says Aston.

Other unique details include extremely long and deeply sculpted side vents, these also adorned in gold, while the side sills don’t feature this supercar segment’s usual carbon fibre extensions, but rather tuck rounded rocker panels under the body as in days of yore. Of course the headlights are much more in line with modern Aston Martin design than anything from the Vanquish’ era, while those intricately detailed aforementioned taillights get fitted neatly within a sizeable horizontal black panel that hovers above an even larger wing-like rear diffuser.

Everything black is open-weave carbon fibre, of course, even the roof that’s actually a single piece stretching from the windshield’s edge to the base of the rear deck lid, with its noted twin-hump design followed by a complete lack of rear visibility. This car was made for Franco “What’s-a behind me is not important” Bertollini (Raúl Juliá – The Gumball Rally, 1976), although while there’s no rear window, nor even louvres to see out the back, Aston did include a rearview camera for backing up, mounted in a centre mirror-style monitor similar to General Motor’s Rear Camera Mirror.

1960 Aston Martin DB4 GT Zagato — This is the 1960s-style Aston Martin DB4 GT Zagato you get as a bonus. (Photo: Aston Martin)

As for the beautiful DB4 GT Zagato, which made its debut at the 24 Hours of Le Mans last month (we’ve expanded on this story’s gallery with 20 detailed solo photos of this breathtaking classic in its most modern production trim), it’s the latest in Aston Martin’s line of continuation cars, which began with 25 DB4 GT Continuation models that sold for $2.4 million CAD (£1.5 million) each in 2017, and (it doesn’t get much better than this) 25 recreations of the classic movie car from the 1964 James Bond (Sean Connery) film Goldfinger, complete with all the cool offensive weaponry and defensive armour that made the eccentric Q (Desmond Llewelyn) a hero to gadget freaks everywhere. The Goldfinger DB5 Continuation will arrive in 2020, just like the two new Zagato models featured here, but for only $4.5 million CAD (£2.75 million) each.

If you’re still scratching your head about the stratospheric price of the two combined Zagato models featured in this story, consider for a moment the original 1962 DB4/GT Zagato’s price noted earlier wasn’t even the most expensive DB4 GT Zagato to be auctioned off. After the original 19 examples were created from 1960 to 1963, Aston Martin built four more on unused chassis allocation numbers in 1988, all of which were dubbed “Sanction II” models, while in 2000 the automaker created another two cars to “Sanction II” specification (which meant they received a larger 352-horsepower 4.2-litre engine), albeit renamed them “Sanction III”, these latter examples fetching $18.6 million CAD ($14,300,000 USD) in 2015 and $16.5 million CAD (£10,081,500) in 2018, making them some of the most valuable cars ever sold.

Of course, it would be unwise to invest as if these 19 new DB4 GT Zagatos will grow in value like their earlier siblings, but then again if past success is any reflection on future prospects, the lucky new owners should be sitting rather pretty in a few years, if not immediately after taking delivery, while they might even end up receiving their all-new 2020 DBS GT Zagatos for free.

I’m not going to lie to you. As curious as I am to spend a given week with seriously important big market cars like the recently redesigned Toyota Corolla, and as interested as I am to find out how…

New Car Reviews

2019 Jaguar F-Type Coupe SVR Road Test

I’m not going to lie to you. As curious as I am to spend a given week with seriously important big market cars like the recently redesigned Toyota Corolla, and as interested as I am to find out how far I can go on a single charge with Kia’s latest Soul EV, nothing gets me out of my editor’s chair as quickly or as enthusiastically as a hopped up muscle car, a high-revving super-exotic, or something along the lines of Jaguar’s F-Type SVR, which might be the perfect combination of both.

Regular readers will remember that I spent a blissful week with this very same car last year in its more eye-arresting Ultra Blue paintwork, so having this 2019 model gifted to me for yet another seven heavenly days was a welcome surprise made better due to its stealth Santorini Black bodywork that thankfully doesn’t attract quite as much attention.

It’s not that I was embarrassed to be seen in it, quite the opposite of course, but rather that this car coaxes my most juvenile impulses from their hardly deep recesses all too easily, which can quickly get a person deep into trouble.

How quickly? Well that depends on whether you’re thrown into a stupor or moved into action when first laying eyes on the F-Type SVR, as well as which sense moves you most. If you’re visually stimulated first and foremost, you might be stopped dead in your tracks as soon as it comes into view, but then again if your receptors respond more to an auditory trigger you’ll move right past first sight to initial startup, resulting in the rasp of one of the more sensational exhaust notes in autodom, which will either send you to the moon in a momentary daze or turn you toward the street to put some of that wound up energy to good use.

I’m jaded, or maybe it’s just that experience tells me not to waste a moment gawking inanely at something I can relive later in pictures. Certainly one can recall memories of moments well spent, but the more one collects such moments makes recalling them a helluvalot easier. A quick glance of appreciation, out of respect, immediately followed by a quicker descent into a familiar body hug, the SVR’s performance seats are as wholly enveloping as they’re sinfully comfortable. Foot on brake pedal, finger on start button, mechanical machinations ignited and ahhh… glory hallelujah! What a sound!

Nothing roadworthy this side of an XJR-15 sounds as brutally raw, as purely visceral as an F-Type SVR being brought to life, that is until you’ve given the throttle a few more blips after opening up its two-mode titanium and Inconel active exhaust system via a wee little console-mounted button that makes a great big noise. Any sort of right foot twitch capable of spinning the crank above 4,000 revolutions per minute lets loose a cacophony of crackling barks and blats, the kind of song that’ll have gearheads singing along in dissonant unity, and zero emissions folks sneering.

Allowing spent gases to exit more freely isn’t exactly the Tesla mantra, and to think the minds behind this wondrous high-test glutton are the very crew responsible for the Model X-beating I-Pace (well, it beats the entry-level Tesla crossover, at least). We’ve all got to love the bizarre dichotomy running rampant in today’s automotive market, where the cars we all lust after are paying for the ones that government mandates are forcing down our throats.

Of course, thanks to companies like Jaguar and Tesla we’re all beginning to realize that going electric isn’t the end of motorized fun, but potentially a new beginning. Could there be an electrified F-Type in our future? Likely, and it’ll be the quickest Jaguar sports car ever. Still, the good folks at Castle Bromwich will need to expend terahertz levels of energy in their artificial sound lab to recreate the auditory ecstasy this SVR composes. Let’s hope they succeed, because we all know that as sensational as this 5.0-litre supercharged V8 sounds, and as fabulously fast as this Jaguar becomes when powered by it, the still impressive yet nevertheless 23-year-old AJ-8 power unit’s days are numbered.

As it is, this 575 horsepower beast catapults from naught to 100km/h in just 3.7 seconds before attaining the seemingly unattainable terminal velocity of 322 km/h (200 mph)—that’s 1.1 seconds quicker and 122 km/h (75.8 mph) faster than the I-Pace, in case you were wondering. Certainly a driver’s license would be unobtainable for the remainder of my sorry life if I were so foolish as to attempt the former speed on public roads, and being that no such track is long enough within close proximity of my home we’ll all just need to take Jaguar’s word for it. Suffice to say that zero to all other cars at the stoplight looking like tiny coloured dots happens all of a shockingly sudden, so you’d better gather your stunned thoughts, get into the game and prepare for upcoming corners or you’ll fast be shuffled off this mortal coil.

Fortunately the F-Type SVR manages all roads serpentine as easily as it’s guided down the straight and narrow, its brilliantly quick-shifting eight-speed automatic as ideally suited to flicking up through the gears as for rev-matched downshifts. Remember when I mentioned muscle car credentials earlier? That was strictly referencing the engine, its prowess over undulating, curving backroads the stuff of mid-engine exotica. Just look at the meaty 305-section Pirelli P-Zero rubber at back and plentiful 265/35s up front, both ends supported by the lightweight aluminum chassis and riveted, bonded body shell noted earlier, and then factor in that suspension’s Adaptive Dynamics system, the electronic active rear differential, and the brake-sourced torque vectoring. Tap the carbon ceramic brakes to load up the front tires, enter the apex, add throttle and enjoy as the SVR’s backside locks into place while catapulting this leather-lined beast toward the next bend, a process I repeated over and over, as often as opportunity would allow.

All said, you’d think something as fabulously fast as the F-Type SVR would be a handful around town, but that’s where its exotic nature ends and more upright practicality enters. It’s actually a very comfortable coupe to spend time in, while visibility is quite good considering its sleek greenhouse and thick C pillars. The 12-way powered driver’s seat and steering column fit my long-legged, short torso five-foot-eight frame well, and due to much more movement in all directions should provide good adjustability for all sorts of body types, and I certainly had no complaints from my various co-drivers.

On the practicality question, Jaguar provides a large hatch opening for loading in all kinds of gear, with up to 408 litres (14.4 cubic feet) in total and about half that below the removable hard cargo cover. It’s beautifully finished, as one would expect in this class, but remember that unlike the old XK the F-Type is strictly a two-seater with no rear seats to fold, so there’s no way you’ll be able to fit skis or any other long items aboard, unless you slot them down the middle between driver and front passenger.

I remember stuffing my significant other and kids into an XKR coupe years ago, and while its 2+2 grand touring profile wasn’t carried forward into the F-Type’s design, the interior’s fine workmanship and beautiful attention to detail continues. In fact, I’d say this SVR’s cabin is even better, with rich red stitching and piping providing colour to the otherwise black Suedecloth and quilted leather surfaces, while its electronic interfaces are beyond comparison.

Classic analogue dials flank a large 5.0-inch colour TFT multi-information display at centre, unchanged from past years, albeit the Touch Pro infotainment touchscreen on the centre stack is all new for 2019, growing from 8.0 to 10.0 inches in diameter and now flush-mounted without buttons down each side. It’s properly outfitted with navigation, a backup camera with active guidelines, Pro Services, InControl Apps, 770-watt 12- speaker Meridian surround audio, satellite and HD radio, and the list goes on, while Jaguar also added Apple CarPlay and Android Auto for $300.

You can get into a 2019 F-Type Coupe SVR for just $140,500, or go topless for an extra $3,000, either of which is a bargain when compared to the Porsche 911 Turbo that will set you back $43,700 more for the hardtop or an additional $54,700 for the drop-top. That easily pays for the aforementioned $13,260 Carbon Ceramic Brake Pack with plenty left over, which includes 398 millimetre rotors up front and 380 mm discs at back, plus massive yellow calipers encircled by a stunning set of 10-spoke 20-inch diamond-turned alloys. Plenty of options were included with my test car and a yet more, like LED headlights, a heated steering wheel, rain-sensing wipers, auto-dimming centre and side mirrors, auto climate control, front and rear parking sensors, autonomous emergency braking, and lane keeping assist, comes standard, so make sure to check out all the 2019 F-Type trims, packages and options at CarCostCanada, not to mention rebate info and dealer invoice pricing that could save you thousands.

It’s difficult not to write an epic for such a phenomenal sports car, but instead of running on at the mouth I recommend you head to your local Jaguar retailer and ask them to start one up in the showroom or on the lot, turn on the switchable active exhaust, rev the throttle and then listen to the snap, crackle and pop of the exhaust. If you’re not raring to go for a drive after that, you might be better off moseying down the road to the Lexus store for a smooth, comfortable ride in ES 300 hybrid.

Aston Martin has been ultra active so far this year. Some time ago they promised to produce at least one new model every 12 months for the next seven years, so being busy certainly makes sense. This said,…

New Car Reviews

2019 Aston Martin DBS Superleggera Overview

Aston Martin has been ultra active so far this year. Some time ago they promised to produce at least one new model every 12 months for the next seven years, so being busy certainly makes sense. This said, no one expected they’d bring three cars to market this year alone.

No wonder Aston Martin has become the world’s fastest growing carmaker as per percentage sales growth, which is a big change from a few years ago when it seemed more like of an alternative to more developed names like Porsche, Ferrari, and even Maserati.

We all know there’s an Aston Martin supercar on the way at some point in the future, but until that mid-engine exotic arrives the Gaydon, England manufacturer has something considerably more practical yet every bit as enticing on the offing.

Meet the 2019 DBS Superleggera, 007’s next ride and potentially your next love. It’s a credible foe to Ferrari’s 812 Superfast and a worthy replacement for James’ previous Vanquish, while it’s also one of the lightest and certainly meanest Astons to ever hit the street.

The name DBS should be well known to Aston Martin fans, as the Marek Reichman and Henrik Fisker designed model was the brand’s flagship model from 2007 through 2012, its predecessor the 2001 through 2007 first-generation Vanquish S. The DBS nameplate first appeared on in 1967, while the name Superleggera pays homage to the historic super lightweight construction technology of revered Italian coachbuilder Touring.

Like the Vanquish, which was based on the previous DBS that was originally sourced from DB9 roots, the new DBS Superleggera rides on the current DB11 platform architecture. This means it gets a 2+2 layout, the practical element referred to a moment ago. It’s no Rapide as far as rear seat roominess goes, but the two seatlets allow the possibility of a double date downtown if the rear passengers are smaller in stature, or more realistically the ability to drop kids off at school on the way to the office.

Continuing on the practical theme, a rear liftback provides more room than most supercars for gym bags, office gear, or the beautifully crafted four-piece Aston Martin branded set of available matching leather luggage.

The brown and black luggage shown is gorgeous, but interestingly it doesn’t match the DBS Superleggera’s black and red interior at all. Then again this is an Aston Martin, which means that red highlights on black aromatic Caithness leather and Alcantara is hardly the only interior combination on offer, but rather almost anything imaginable can be handcrafted by the skilled artisans on the Gaydon factory floor. The leather and Alcantara come standard, as does the race-inspired flat-bottom Obsidian Black steering wheel and gorgeous quilted Sports Plus performance seats with DBS embroidered logos in the headrests.

Basing the DBS Superleggera on the new DB11 also means that the gauge cluster and infotainment interface are as modern and up-to-date as anything in the industry, which actually might be a saddening story to lovers of the stunning analogue dials in the outgoing Vanquish S. Take some relief in the digital tachometer continuing to spin counterclockwise, and rejoice in the standard centre-mounted tablet-style 8.0-inch display that’s eons more advanced than the outgoing system, including its standard 360-degree parking camera with Parking Distance Display and Park Assist, navigation with detailed mapping, Bluetooth phone connectivity with audio streaming, Wi-Fi, and more. It’s all controlled by a knurled metal-edged rotating dial that sits under a comfortable palm rest on the front portion of the lower console, that’s both easy to reach and operate.

Now that we’re talking features, each DBS Superleggera also comes standard with full LED headlamps, signature LED taillights, a gloss carbon fibre exterior body pack, a quad of exhaust pipes with matte black finishers, 21-inch forged Y-spoke alloy wheels, a black cross brace under the hood, keyless entry, Piano Black interior trim inlays, side mirror tilt down on reverse, an electromechanical park brake, dual-zone automatic temperature control, front and rear parking sensors, heatable memory-infused front seats, tire pressure monitoring, and much more for a base price of just over $365,000.

The options list is even longer and more varied, and is by no means limited to exterior paints, the various body pack, roof panel, roof strake, hood louvre, side louvre, and mirror cap finishes, alloy wheels, black, red, grey or yellow brake calipers, and available titanium exhaust on the outside, or leathers, quilted or perforated upholstery, carpeting, trim inlays, interior jewellery, seatbelt colours, embroidery, and seatback veneers on the inside.

Some functional options that can add to the DBS Superleggera’s daily livability include ventilated front seats, a garage door opener, Bang & Olufsen BeoSound audio, Aston Martin tracking, and more.

Saving the best until last, all of the DBS Superleggera’s beautifully sculpted Reichman-designed bodywork is made from carbon-fibre composite, whereas an extruded bonded aluminum framework is hidden below. This keeps its curb weight down to just 1,693 kilograms, distributed 51:49 front to rear for optimal balance. The various exposed carbon-fibre aero bits are designed to maximize downforce while minimizing drag, critically important for such a lightweight car traveling at speeds of up to 340 km/h (211 mph).

Amazingly, the DBS Superleggera’s bodywork generates 180 kilograms of downforce at VMAX (maximum velocity), which is the highest figure ever registered for a series production Aston Martin. Even better, the increased downforce doesn’t cause any extra drag. Could it be the F1-inspired double diffuser or the modified DB11 curlicue and Aeroblade aerodynamics that allow such impressive aero characteristics? No doubt a combination of all three, plus this super GT’s beautiful shape from imposing nose to upswept tail.

Zero to 100km/h takes just 3.4 seconds while 0 to 160 km/h arrives in a mere 6.4 seconds, so inhale deeply before takeoff or you might end up feeling lightheaded from breathlessness. Likewise, Aston claims class-leading in-gear acceleration of 4.2 seconds from 80 to 160 km/h while using fourth gear, this showing the overall tractability of the powertrain.

The engine is Aston Martin’s in-house designed and built 5.2-litre twin-turbo V12, capable of spooling up a sobering 715 horsepower and 664 lb-ft of torque from just 1,800 rpm. All of that power exits the rear wheels via an alloy torque tube filled with a carbon-fibre propeller shaft, a new rear mid-mounted ZF eight-speed automatic gearbox, a mechanical limited-slip differential, dynamic torque vectoring, and a lower 2.93:1 final drive.

Taming this beast of an engine is a chassis that Aston evolved from the DB11, featuring forged double wishbones up front and a multi-link setup in back. The newest version of Aston’s adaptive damping system comes standard, comprised of sensors that detect road conditions as well as driver inputs before instantaneously making adjustments, all predicated via three dynamic driving modes dubbed GT, Sport and Sport Plus.

The speed-dependent electric power assisted rack and pinion steering is reportedly sharp thanks to a 13.09:1 ratio and just 2.4 turns lock-to-lock, while making contact with the road below are 265/35 front and 305/30 rear Pirelli P Zero performance tires mounted on 21-inch forged alloy wheels that frame 410 mm front and 360 mm rear ventilated carbon ceramic brake discs.

“DBS Superleggera not only marks the return of a great Aston Martin name, but signals our return to the very pinnacle of the Super GT sector,” said Dr. Andy Palmer, Aston Martin President and Chief Executive Officer. “Handsome beyond measure, its lightweight carbon composite and aluminum body is sculpted into a shape with tremendous presence and charisma. Thanks to the remarkable torque available from its twin-turbo V12, DBS Superleggera also packs a breathtaking punch, yet its dynamics have been carefully honed to engage drivers of all ability levels. Immaculately styled, obsessively engineered and outrageously potent, the new DBS Superleggera is every inch the Aston Martin flagship.”

A credible replacement for the Vanquish S and new flagship for the Aston Martin brand, the new 2019 DBS Superleggera is now available to order from your local Aston Martin retailer. I’d say don’t miss out, but its stunning design, superb performance, and limited supply make such a statement too obvious to mention.

Is there a more beautiful grand touring car on the planet? Certainly the all-new DB11 will be high on auto enthusiasts’ lists, but for many sports car aficionados the more classic GT lines of cars like…

New Car Reviews

2018 Aston Martin Vanquish S Road Test

Is there a more beautiful grand touring car on the planet? Certainly the all-new DB11 will be high on auto enthusiasts’ lists, but for many sports car aficionados the more classic GT lines of cars like Aston Martin’s Vanquish still rule supreme. For this reason it hardly looks dated despite hailing from Aston’s earlier design language.

The second-generation Vanquish arrived on the scene in 2012 for the 2013 model year, so it’s still fairly fresh as far as super GTs go, and now the new Vanquish S builds on appearances while upping performance for one of the most enticing models to hit the road last year.

The visual changes are subtle yet effective. A reshaped front splitter, grille surround, and rear diffuser are formed from exposed carbon-fibre, providing reduced frontal lift with minimal added drag. Additionally, dual twin-tip exhaust outlets free up exiting gases and enhance the auditory experience, while options include painted graphics packages, 20-inch diamond-turned five-spoke alloys, and carbon-fibre hood louvres.

The real meat of the Vanquish S can be found under that long, elegantly domed hood, Gaydon’s naturally aspirated 6.0-litre V12 now tuned to 580 horsepower at 7,000 rpm, which due to larger, freer-breathing intake manifolds results in a 12-horsepower gain over the outgoing non-S Vanquish, as well as ultra-quick throttle response. Peak torque remains the same with 465 lb-ft arriving at 5,500 rpm, which is good enough for three-tenths off of the previous 568 horsepower Vanquish’ zero to 100km/h sprint time of just 3.5 seconds instead of 3.8, ahead of an identical 323-km/h (201-mph) top speed. Still, there’s much more to the Vanquish S performance advantage than mere straight-line acceleration.

Aiding responsiveness and overall refinement is a more polished eight-speed Touchtronic III automatic gearbox, which in Vanquish S tune provides quicker yet smoother shifts for faster, more positive engagement, while the new model not only improves high-speed handling via aero upgrades noted earlier, but also from a retuned suspension, modified damper internals, revised spring rates, and new anti-roll bar bushings.

The result is a car that’s incredibly strong off the line, the immediacy of its power made even more potent due to the Vanquish S’ lighter-weight all-carbon fibre bodywork, which of course does much more than just quicken off-the-line performance. Thanks to that lightness and increased rigidity it aids lateral control too, for a car that feels much more agile than anything so large should when pushed beyond limits that would humble lesser competitors.

This lightness was most noticeable during fast-paced transitional manoeuvres that can often unsettle large GTs, yet the Vanquish S held its ground so naturally it was if I were Daniel Ricciardo diving down the inside of multiple opponents in his Aston Martin-branded Red Bull Racing F1 car on his way to winning the 2018 Chinese Grand Prix—how I wish. More likely I’d end up taking out my teammate at the first turn, or more precisely on the 40th lap as was the case in the Azerbaijan Grand Prix two weeks later (of course it’s unfair to fully blame Danny Ric for slamming into Max Verstappen’s gearbox when the latter blocked with an illegal second move).

Of course, the Vanquish S is no Formula 1 car, which is a good thing if you care one iota about comfort and bringing along family and friends. It’s brilliantly quick for a road car and masterfully adept at keeping within a given lane at extreme speeds, but I give it even higher marks for delivering such off the charts performance while multiple backsides are snuggly ensconced within wonderfully supportive leather sport seats. The ability to power-adjust the driver’s seat and manually position the steering wheel for what I found to be ideal ergonomics moved my comfort and control experience up a solid notch too, this not always the case in ultra-premium exotics.

On that note front seat roominess is exemplary, so all but the smallest jockeys and tallest NBA centres shouldn’t have a problem fitting in, and even those sized outside of the norm can likely be custom fitted by Aston’s bespoke department. As for rear seat accommodations, bringing along two or a maximum of three extra passengers will first depend on whether you’ve opted for the $5,563 2+2 Seating Arrangement and then on the height of first row occupants, as pushing the front seats all the way rearward completely eliminates second-row legroom. A driver measuring up to my slightly below average five-foot-eight frame will allow for a smaller adult or kids behind, which is a far cry more accommodating than the two-seat version or some other dual-income-no-kids alternative, so I can recommend the Vanquish S 2+2 for a medium-build person or couple with up to two small children. Additionally, the trunk is fairly well proportioned for this class of car, and beautifully finished as you might expect.

Those kids will feel pretty lucky to climb inside a Vanquish S, and possibly not for the same reasons as you. Looking at the car I was immediately filled with thoughts of 007 remotely piloting an original V12 Vanquish (2001–2005) in the 20th James Bond spy action film Die Another Day (2002), yet once we opened the door and peered inside my considerably younger partner came up with Spiderman, her mind inspired by the beautifully detailed “web” of hand-stitching across the seat inserts, door panels, and even the roofliner. It’s actually Aston’s $4,632.84 optional Filograph Quilting upgrade, just one of many improvements made to the car I was driving.

The rest of the interior’s leather was stitched in a courser contrasting thread, this a $752.40 upgrade, while the seats had $1,248.50 Micro Perforated Leather inserts. As with all Aston Martins the Vanquish S comes fitted with a level of luxury few peers can match, some additional highlights including an available Satin Chopped Carbon Fibre centre stack panel, included in my tester for $3,904.56, or Bridge of Weir Caithness leather (not included).

Other interior options that were added to my tester car include an $8,415 Contemporary and Luxury Pack, a $2,105 Interior Shadow Pack, a second glass key at $990, and more, while exterior upgrades included $12,160 for a Carbon Fibre Plus Pack, $5,563 for a Vanquish S Graphics Pack, $2,778 for a Shadow Exterior Pack, $2,105 for black brake calipers, $990 for black mesh grilles on the hood and side strakes, a $361 aluminum fuel filler cap, $177.50 for V12 side badges, and more for a total of $55,979.80 in extras overtop the base Vanquish S’ suggested retail price of $352,380, resulting in a grand total of $408,359.80 before fees and taxes.

Of course, paying the price of a (very small) Toronto or Vancouver condo for a sports car won’t be in everyone’s budget, but this inadvertently produces some of its allure, exclusivity. You won’t see many of these super GTs driving around the corner, even in the latter Supercar Capital city (although I saw a gorgeous white Vanquish in Richmond, BC last month, tentatively driven by a young 20-something woman), but everyone in the know will know exactly what it is, a Vanquish S commanding immediate respect. There’s also a very real cost that comes with engineering and then handcrafting small numbers of cars from carbon-fibre, let alone all the other meticulously detailed handy work found on the exterior and throughout the cabin.

To that end, the Vanquish S uses Aston’s proprietary glass key fob that slots into the middle of the centre stack, and gets pushed further to ignite the engine. You select gears via the pushbuttons to either side, this being a basic PRND layout, while manual shifting takes place via paddle shifters to each side of the steering column. These don’t rotate with the steering wheel but rather stay fixed in place, which is exactly what’s required in a high performance car, as you’ll always know exactly where they are when you need to give them a tug. The steering wheel is also a straightforward, uncluttered device, with minimal switchgear. Seat controls are on the transmission tunnel, while most of the buttons on the centre stack are touch-sensitive.

That centre stack will be familiar territory to Aston Martin fans, and looks more boutique than the recently updated DB11 and Vantage interiors, but I love that about it. The four big metal knobs feature knurled edges, and there’s a substantive weight to them that most buying into this price class should appreciate, but of course their aluminum construction means they don’t really weigh much at all, important for a car with such sporting pretensions.

Referencing that young woman noted a moment ago, it’s easy to appreciate why both sexes are drawn to this car. Vanquish S styling crosses all boundaries: man, woman, young, old, and everyone in between. It’s aforementioned stitched leatherwork is artistic perfection, while all metals look and feel as if machined by hand from billet aluminum, the roof pillars are wrapped in suede, the wool carpets and floor mats are richly woven, the entire car impeccably put together.

Amongst favourite details, the Vanquish S’ analogue gauge cluster spins the tachometer counterclockwise in Aston Martin tradition, just a little nod to the past that any classic car fan will appreciate, while the infotainment display atop the centre dash is easy to use and filled with some of the brand’s more recent graphical, system and feature upgrades, the latter including navigation with nice colour mapping, a backup camera and more. Most importantly, though, the young woman just mentioned shows the Vanquish is relatively easy to drive for a super GT, despite its otherworldly performance. Truly, I could live with this car day in and day out, and I would never say that about many low-slung, mid-engine supercars.

Some might think it difficult to justify the $350k Vanquish S starting price, but compared to many of the supercars in the less comfortable class this Aston Martin super GT is a bargain, but still some without means or appreciation may see it as frivolous. After all, none of us need a car like this, yet even though it’s completely out of my personal reach from an ownership perspective I’ll appreciate the person who steps up to purchase it, as I’ll still be able to enjoy its beautiful lines and sonorous exhaust note whenever it passes by, and that will bring back particularly pleasant memories spent with this Cobalt Blue example.

If you do have the means, I highly recommend the Vanquish S, as it ideally combines the best modern-day construction technologies with some glorious examples of yesteryear’s handcrafted artisanship skills, plus it goes like a bat out of hell.

News & Reviews- Tag: supercar