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2020 Aston Martin Vantage Road Test | Old-school road trip in a new-school Aston

Driving a borscht-colored sports car to the borscht belt of the catskills.

Our roads may be virtually empty, with Americans all cooped up and nowhere to go. But with jet planes and TSA lines looking iffy and icky for the foreseeable future, the great American road trip is poised to reclaim its preeminence in travel.

To test that post-pandemic theory, in a purely theoretical way, I requisition a 2020 Aston Martin Vantage for a daytrip from New York to the Catskills. It’s the kind of high-character “import” sports car that once defined the breed, before corporate imperatives watered the character down. Aston’s two-seater is nakedly beautiful, flawed-yet-fabulous, and expensive as hell. But if you drive the Vantage and don’t fall head-over-loafers, I’d accuse you of not caring for sports cars at all. It’s as alive and engaging as any sports car out there, a 509-horsepower firecracker that rewards skilled drivers – or dings them for mistakes – in defiance of the trend toward all-wheel-drive automatons.

As for the Catskills, it’s in the midst of its own explosive comeback. This rough-hewn mountain region, a convenient two hours north of Manhattan, was once the prime vacation destination of the Northeast, so popular in the late 19th century that a 1,200-room luxury hotel was required just to gaze at some waterfalls, with guests including U.S. presidents and Oscar Wilde. Through the 1950s and 60s, it continued to be the pipeline to nature for Jewish families and other northeast tourists. Their summer camps and sprawling “Borscht Belt” resorts and nightclubs mythologized in films like Dirty Dancing and now television’s The Marvelous Mrs. Maisel , which has fetishized Catskills nostalgia to a truly marvelous degree.

Then came airline travel, and affordable tickets to Miami Beach and other exotic warm-weather locales. Like a Palm Springs of the east, the Catskills fell into steep decline . The region became a punch line of corny kitsch. As with Palm Springs, fashion has come full circle: The Catskills and adjacent Hudson Valley are red-hot again, rediscovered by Brooklynites especially as a magical spot for affordable second homes, or permanent moves to open farm-to-table restaurants, curated antique shops and other bastions of rustic hip.

The Vantage lures me from coronavirus lockdown like a movie idol waving outside my Brooklyn window, for a cannon-shot recon run to Woodstock. This wasn’t the new-for-2020 Vantage AMR that I first drove in Germany, with its lightened body, stiffened suspension and optional, dogleg-style manual transmission. But this standard Vantage was still alluring enough to draw my neighbors outdoors for some heavy breathing through their masks. The shark-mouthed, wide-hipped Vantage may go down as designer Marek Reichman’s brave masterpiece, the first Aston in ages that comes across as a truly new sports car; more than another Russian-doll replica of the DB7 (and its successors) that Reichman’s predecessor, Ian Callum, gifted the automotive world in 1993.

Aston wrapped its aluminum-tubbed baby – its chassis 10% stiffer than the pricier DB11 ’s – with aluminum, steel and composite panels, for a svelte dry weight of 3,366 pounds. It goes down further with optional, weight-saving forged wheels and ceramic composite brakes . 

Combine that with a wicked-fast 13.1:1 steering ratio; an eight-speed ZF automatic transmission (with a carbon-fiber prop shaft); and Mercedes-AMG’s superlative, 4.0-liter twin-turbo V8 with 509 horses and 505 pound-feet of torque, and you’ve got a British-German missile that cracks 60 mph in 3.5 seconds, and reaches a 195-mph peak. The DB11 has adopted this optional V8 as well, which only improves its handling versus the V12, though the Vantage gains more off-the-line advantage with a shorter final-drive ratio of 2.93, versus 2.7 in the DB11.

My road-tripping Vantage is bathed in a special coat of wine-red “Diavola” paint, 20-inch gloss-black forged wheels (each priced at $5,860) and other goodies that lift a $156,081 base price to a heady $192,599.

As any car enthusiast knows by now, there’s at least one covid guilty pleasure: I knock out the 112-mile run from Brooklyn to fabled Woodstock in 100 minutes flat, a trip that can take up to three hours in “normal” weekend traffic. In this hippie-loving mecca, the late-spring weather is idyllic enough to spark a poetry reading, or an appropriately distanced drum circle. But I’m still expecting a ghost town, albeit with the spirits of local maestro Levon Helm , Dylan and other counterculture legends. Instead, it’s more like ghosts holding their breath, the calm before the hordes. The vacation-anticipation is palpable. Residents and tourists peer into shuttered restaurant windows, looking ready to bust down the doors and fix themselves a drink. Lines form at open bakeries and coffee shops that are making the best of the brutal situation. On Woodstock’s charming main street, I pass other four-wheeled daytrippers: A yellow Lamborghini Huracan roadster; an Austin-Healey 3000 that, like other vintage convertibles, is a popular Boomer choice in these parts. 

It strikes me that throughout America, destinations akin to these Catskills – where open space, peaceful cottages and healthful outdoor recreation are the main draw – are primed for an unprecedented tourist glut, as people forego the airport terminals and overcrowding of, say, Disney World or Las Vegas in favor of car trips to more sparsely populated spots. 

I drive past nearby Big Pink, the now-rental house where Dylan recorded The Basement Tapes with Helm and his touring backup group that would soon morph into The Band. The Vantage flat-out shreds the wooded lanes of the Catskills, at a pace that quickly defies reason, the cannonades of its V8 echoing off guardian walls of spruce and pine. Two-piece ventilated disc brakes, with six-piston calipers up front and yawning 15.7-inch rotors, do their burly part. Yet for such an exotic beast, the Vantage is surprisingly practical, including a generous shelf behind the seats, and a 12.4 cubic-foot trunk that essentially matches the new C8 Corvette ’s.

As much as I love driving here, for me the best part of the Catskills is roughing it during the day – with refreshing dips in waterfalls and better-kept-secret swimming holes – and then relaxing at night at impeccable, yet warm and unfussy restaurants like Sylvia , Peekamoose (whose Brooklyn-born chef Devin Mills trained at Le Bernardin) or the recently closed Bear Cafe. The latter historic property, the woodsy Bearsville Theater complex on the banks of the Sawmill Creek, was lovingly built in 1970 by Albert Grossman, Bob Dylan’s manager and founder of Bearsville Records, and partners including Janis Joplin and The Band. Should you choose, the “roughing it” can encompass some of the most challenging hiking terrain in America, such as the Devil’s Path, a notorious grind over eight separate peaks, with a Rockies-like 14,000 feet of total elevation change. It’s so treacherous that even experienced hikers set aside three days to cover its merely 23 miles.

Driving the Aston is easy peasy in contrast, but there’s still rewarding effort involved. The Aston’s street-killing, track-worthy intent is underlined by a three-mode drive system – adjusting throttle map, transmission, stability control and that basso-profundo exhaust – with no “Comfort” mode, only “Sport,” “Sport Plus” and “Track.” The steering is bristling with feedback, the chassis supremely balanced. It’s the kind of sports car that likes to be grabbed by the scruff of the neck and flogged, and if things get out-of-sorts occasionally, all the better. I’d been on some of these same roads a few weeks ago in a $240,000 2021 Porsche 911 Turbo S, and it’s just a different experience. It may be faster than the Aston, as you’d expect from a 640-horsepower 911 with a Bugatti-like 2.6-second launch to 60 mph, but the Porsche is also a more-effortless, surreal traveler, as much spaceship as sports car. If you can afford either or both, the choice is up to you.

If I miss anything from the Vantage AMR version, aside from the unicorn-like stick shift protruding from its console, it’s the mechanical limited-slip differential that does a better job at streaming power to the pavement, even when the rear end is beginning to slide. This standard Vantage’s GKN-built electronic diff sometimes gives up and allows traction control to intervene, which in turn tempts the driver to shut it off entirely.

This being an Aston, there are other flaws and quirks. Most interior surroundings, including Saville Row-level tailoring on leather sport seats, appear suitably elite. But faux metal door pulls and plasticky air vents look like they wandered in from a much-cheaper car. The Comand-based infotainment system at least wandered in from Mercedes , but specifically Mercedes’ models from at least five years ago. Compared to Benz’ newer Comand and MBUX units, the thick-rimmed dashtop screen is the equivalent of a dusty Magnavox TV. Its rotary controller is another awkward retrofit in a console whose controls are strewn as randomly as Jackson Pollock’s paint drips. Oh, and the blind spots are a bitch, the suggestively low roofline and pinched glass constricting rearward views, though not as badly as in the Mercedes-AMG GT that shares its engine.

With Airbnb’s and dreamy boutique hotels like The Debruce temporarily closed by the virus, I’m forced to call it quits and head home when the sun sets over green-jacketed mountains. But I’ll be back soon enough – along with every other visitor who avoids the unfriendly skies, and chooses an old-school road trip instead.

Related Video:

Featured Gallery 2020 Aston Martin Vantage in the Catskills

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2022 Aston Martin Vantage

Starting at .css-1ykuyyb{font-size:1.125rem;line-height:1.2;margin-left:0.25rem;}@media(min-width: 40.625rem){.css-1ykuyyb{color:#000000;}} $142,086.

Select a year

• Lows Interior quality not appropriate to the sticker price, no manual transmission, noisy cabin at highway speeds.
• Verdict The Vantage's supermodel shape alone is worthy of worship, but it's an adrenaline-pumping sports car, too.

What's New for 2022?

For 2022, Aston introduces a track-ready F1 Edition . It features a prominent rear wing and other aerodynamic add-ons as well as a specially tuned suspension and engine enhancements that increase horsepower from 503 to 528. Apart from the new F1 Edition, the Vantage is largely unchanged compared with the previous model year. Among the small revisions are new 21-inch wheel designs. Aston also debuts several interior design themes the company is calling "environments" that include Accelerate, Create, Impulse, and Inspire. These different options include unique combinations of colors, features, and materials.

Pricing and Which One to Buy

The price of the 2022 Aston Martin Vantage starts at $142,086 and goes up to $176,172 depending on the trim and options.

Choosing between the Vantage coupe and convertible is difficult. The hardtop is better for structural rigidity, but the softtop version lets us feel the wind in our hair—and better appreciate the Aston's glorious engine notes. In the end, we think the money we'd save by selecting the coupe would influence our final decision. Plus, that money would let us personalize our Vantage with the myriad interior and exterior treatments that are offered. We'd also opt for the heated and ventilated front seats to help keep our backsides hot or cold on demand, but we'd pass on the carbon ceramic brakes.

Engine, Transmission, and Performance

Beneath the Vantage's clamshell hood lies a thrilling, thundering twin-turbo 4.0-liter V-8 that is supplied by Mercedes-AMG. This engine develops either 503 or 528 horsepower and 505 lb-ft of torque. The higher output is reserved for the track-inspired F1 Edition. We drove the F1 on track discovered a meaningfully sharpened driving experience. The Vantage's V-8 sounds beautiful, starting with a low baritone rumble at idle and finishing with a high-strung shriek as it nears its redline. An electronically controlled limited-slip differential and adaptive dampers are standard. The Vantage's handling is lively but predictable, which makes it hilariously good fun on a race track ; the suspension is compliant enough for daily-driver duty, although harsh bumps will be obvious to passengers no matter which drive mode is selected for the adaptive dampers. Unfortunately, the optional carbon-ceramic brakes are less amicable during daily driving. While they're excellent when enlisted for track duty, the upgraded brakes are too grabby for everyday use. We did get behind the wheel of the Vantage Roadster , praising its look-at-me personality as well as its ability to transition between behaving like an athlete and a lounger.

Fuel Economy and Real-World MPG

The Vantage isn't as thirsty for fuel as its powerful V-8 engine might suggest, at least not when equipped with the automatic transmission. The EPA estimates that the Vantage will earn 18 mpg in the city and 24 mpg on the highway. We haven't run a Vantage on our 75-mph highway fuel-economy route, which is part of our extensive testing regimen , so we can't evaluate its real-world mpg. For more information about the Vantage's fuel economy, visit the EPA's website .

Interior, Comfort, and Cargo

The exterior theatrics continue inside with upscale materials and countless custom options. It's easy to spend money on the Vantage: Aston Martin offers fancy options such as a full-leather interior, heated and ventilated seats, a carbon-fiber steering wheel, embroidered headrests, and several different options for interior trim, among many other features. The cockpit is snug for two, but it's lined with leather and faux suede. Likewise, sport seats with power adjustments and memory settings are standard. Still, its luxury experience is diminished by poor noise isolation on the highway. Interior cubby storage is also scarce except for a shallow center console bin and door pockets. The convertible's power-operated fabric roof folds up and down quickly and features a Z shape that Aston says helps save trunk space. While the Vantage Roadster has a slightly smaller trunk than the coupe, we're told that it's still able to fit a full-sized golf bag.

Infotainment and Connectivity

An 8.0-inch display sprouts from the top of its dashboard and is primarily controlled via a rotary knob and buttons on the center console. The Vantage's infotainment system also includes an Aston Martin audio system, Bluetooth compatibility, and built-in navigation. While an upgraded audio system and touchpad are optional, popular features such as Apple CarPlay and Android Auto integration are absent.

Safety and Driver-Assistance Features

Although Aston doesn't offer a full suite of driver-assistance technology , the Vantage can be equipped with several safety features. For more information about the Vantage's crash-test results, visit the National Highway Traffic Safety Administration ( NHTSA ) and Insurance Institute for Highway Safety ( IIHS ) websites. Key safety features include:

• Available 360-degree camera system
• Available blind-spot monitoring
• Available self-parking assist

Warranty and Maintenance Coverage

While Aston's standard warranty isn't very impressive, especially since complimentary maintenance is not included, the company does offer extended coverage plans for extra money.

• Limited warranty covers three years or unlimited miles
• Powertrain warranty covers three years or unlimited miles
• No complimentary scheduled maintenance

Specifications

2021 Aston Martin Vantage Roadster

VEHICLE TYPE mid-engine, rear-wheel-drive, 2-passenger, 2-door convertible

BASE PRICE $150,086

ENGINE TYPE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection Displacement 243 in 3 , 3982 cm 3 Power 503 hp @ 6000 rpm Torque 505 lb-ft @ 2000 rpm

TRANSMISSION 8-speed automatic

DIMENSIONS Wheelbase: 106.5 in Length: 175.8 in Width: 76.5 in Height: 50.1 in Passenger volume: 47ft 3   Trunk volume: 7 ft 3 Curb weight ( C/D est): 3850 lb

PERFORMANCE ( C/D EST) 60 mph: 3.4 sec 100 mph: 7.6 sec 1/4 mile: 11.6 sec Top speed: 190 mph

EPA FUEL ECONOMY ( C/D EST) Combined/city/highway: 20/18/24 mpg 

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2021 Aston Martin DBX road trip

Words kyle cassidy | photos kyle cassidy.

We put the Aston Martin DBX to the sternest test, a weekend away with the gremlins in tow. Did the finely crafted interior hold up to such an assessment?

Aston Martin has been making fast getaway cars for years. But ones to get away in, with the family, have been few and far between. Squeezing three kids in the back of a Rapide is mission impossible but now fast and affluent whanau can put the DBX on the shopping list. Aston’s first SUV we can certify as family friendly, having experienced its charms on a weekend jaunt to Taupo.

Super GTs and sports cars are perfect for an occasion, but SUVs do everyday life. This DBX can tow (up to 2700kg braked), Terrain mode can ramp ground clearance up to 235mm, there’s 632L of boot space and it’s a genuine five seater. The base price is $330,000, and it comes with a respectable spec sheet replete with the usual safety minders and convenience features.

Expect, however, to pay much more once the options are selected. These mainly concern cosmetic appointments for the exterior and cabin. This Liquid Crimson example was a whisker under $400k, but when they charge $388 for an umbrella, things add up quickly.

It’s exclusive; we saw countless Range Rover-badged machines and German luxo panzers on our weekend away, but only two other Astons, neither a DBX. The styling is something, attention grabbing in both size and shape, though not all are enamoured. The design intrigues but it’s not for everyone, apparently. It takes more than a moment to appreciate the sensual curves. The way the doors wrap around the sills hides the bulk, but also invites road grime to cling to the bodywork, the DBX proving hard to keep shiny. The sill shape, working with a genuinely flat floor, helps facilitate an easy entry, as there’s literally no sill to clamber over. And the way DBX lowers itself on the air suspenders allows the little ones to walk on in easily too. That is once they figure out how to operate the flush door handles.

Our three all had enough room across the cabin, and there’s oodles of leg space, though not quite enough to keep little feet off the back of the leather-lined front seats. Their dusty hoof prints were removed easily enough, the leather unmarked. The boot space you’d describe as ample for a weekend away, and despite a clientele that wouldn’t have much of a need for load hauling, this has split folding too.

Up front, the interior has been given as much attention as those exterior lines, the dash well formed, the (optional) leather work ornate. The seat may lack for the ultimate plushness, yet with the ample adjustment (particularly in the lumbar zone) you’ll find a suitable position for a few hours of pain-free driving.

A mass of buttons takes care of most car-related functions, while the infotainment system feels a generation old already, because it is. We kept trying to tap the screen but it answers only to its twirly whirly knob master, which takes up too much space on the centre console. That said, there’s just enough cabin storage, not a given with a high-end Euro.

Of the drive modes, GT is the default, and that’s what the DBX is essentially. The three-chamber air springs give it a compliant ride, but one that’s always controlled rather than wafty. Find yourself on a flowing secondary highway and the poise is such that you can take curves swiftly without those onboard being aware of your pace.

The twin-turbo V8 delivers more than enough power, always with plenty in reserve. It burbles away at 100km/h, churning quietly below 1500rpm, and rarely hooking into ninth gear given its extra-long European legs. But when the overtake is required, the V8 sets the DBX back on its haunches and jets it forward, accounting for the stragglers quickly. It has that ‘effortlessness’ that buyers demand. This is a hushed cruiser too, wind and suspension noise muted, the tyres only sounding off on particularly harsh chip. It’s never economical, the long term average sitting around 17L/100km, and we didn’t see anything better than 12L/100km on a cruise.

Terrain mode you might use occasionally, accessing the off-road height of air suspenders. Driving along a gravel driveway, we could hear the stones flicking up on those wrap-around doors. Thankfully this has underbody paint protection, another must-have option.

In the town centre, the DBX is particularly wide, narrow carparks docked with caution using the surround view camera and parking sensors to keep the nose clean. Its 12.4m turning circle isn’t much help either.

We managed a decent strop sans family. Slip it into Sport and you get the usual upping of the ante. It’s not quite Super SUV swift, taking 4.6sec to hit 100 with the overtake mopped up in 2.7sec.

What’s more impressive is the athletic character. It has an innate balance, it’s long and stable, the mass planting it solidly while the 48v active roll control keeps it flat when cornering forces turn evil. The mass (2344kg as tested) is always composed and the DBX transitions deftly through the curves. The steering weight is finely struck, light almost, but accurate and quick enough at 2.5 turns lock to lock; the DBX points promptly for something with such a sizeable wheelbase. The front end has genuine bite and, though it’s heavy, the active roll control neutralises its effect in the bends. It’s on the brakes that the mass is most felt.

A dash of patience is required on the gas; get on it too early and you can nudge it into power-on understeer, but otherwise the variable AWD system and electronically-controlled rear LSD effectively turn the torque into forward thrust. Sport+ backs off the stability controls to give the chassis a better chance to shine, letting the front and rear squirm under duress, giving it a certain appeal to the more adventurous drivers out there. It’s an Aston Martin, after all. The engine is a proven quantity, with mammoth low end torque but power that builds right the way through the rev range to just shy of 7000rpm. Its auto is well calibrated too, not overly racy in the Sport mode but quick and efficient to render the big alloy paddles superfluous.

It’s the sort of Aston Martin that’s going to wrack up more kilometres than the usual sportsters, as this is an Aston for every occasion.

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I’m Taking My Aston Martin On An 800-Mile Road Trip To Vermont

I recently decided that I would answer the beckoning call of the wild by taking my Aston Martin on an 800-mile road trip to Vermont and back.

The call of the wild is no stranger to us wanderers. It has been tempting us for hundreds of years in a variety of ways: the alluring concept of the open terrain, the enticing sound of an empty forest, the romantic idea of living off the land without any modern conveniences. Or, in my case, a mid-afternoon Tweet from a tire company.

Here’s what happened. A few weeks ago, I posted a column and a video where I drove my Aston Martin in the snow . Now, I thought you guys would find this hilarious, because let’s be honest: how many times have you seen an idiot in an Aston Martin slide into a snow bank? The answer is twice, because it happened twice in that video.

But you didn’t find it hilarious. Instead, you got mad – very mad – because I attempted my little snow adventure without winter tires. I won’t read to you the angry comments I received, but suffice it to say that I have now been called more nasty names than that woman who Tweeted the AIDS joke about South Africa.

The funny thing about all this is that nobody really complained in the past when I had vehicles in out-of-place settings. A Hummer on a race track ? We love it! A television strapped to the roof of a Ferrari ? No problem! A Skyline getting an appraisal at CarMax ? Sure! But the moment I tried to drive an Aston Martin with summer tires on the snow… wow. If you guys had the opportunity to execute me or Stalin, after that video went up, I suspect the gulags would still be in place today.

So then a few days later, I was sitting at home like I often am—listening to Jimmy Eat World and pondering serious life questions, such as why they can’t come out with a new album every Monday—when I got a Tweet from a company called Nokian Tires. Apparently, Nokian Tires had seen my video, and they asked if I wanted to test a set of their winter tires with the Aston Martin.

Now, I had never personally heard of Nokian Tires before I got this tweet, but I looked them up and discovered that they’re based in Finland. This was all I needed to know.

It’s like when you hear of a gun manufacturer based in Texas, or a pineapple manufacturer based in Hawaii, or a polar bear manufacturer based in Nunavut. So I said yes, and a few days later they shipped me the tires.

Only, there was a problem: in spite of the beliefs of a lot of readers and viewers, apparently located in Florida or possibly El Salvador, it doesn’t snow anywhere near enough here in Philadelphia to justify winter tires. So I started thinking about what I could do with my newfound snow capabilities, and I discovered that Nokian’s U.S. headquarters are located in Vermont.

And this is how I found myself on the phone with a nice lady at the Best Western Windjammer Inn and Conference Center in Burlington, Vermont, asking what their parking lot is like. (“ You have a what? An Austin Healey?”)

A few days later, I went to get the tires installed at my local Aston Martin dealership. After exchanging the usual pleasantries with Eric, my excellent service advisor who I am quite certain believes I am clinically insane, Eric asked:

“You know they’re studded, right?”

No, Eric, I did not know that.

So we looked up the local laws, and we discovered the studded tires are indeed legal in Pennsylvania during the winter, and in New York during the winter, and in Vermont at all times. Therefore, I’m happy to announce that my Aston Martin is currently fitted with winter tires— studded Nokian Hakkapeliitta 8 winter tires, described on Nokian’s website as “the most advanced studded winter tire on the market”—and ready for its 800-mile journey to Vermont in the dead of winter, which begins bright and early tomorrow morning.

Since I have absolutely zero use for snow tires, I’ll be testing these out for an extended weekend and giving them back next week. In the meantime, we’ll see exactly how they handle the snow and ice of one of America’s coldest states.

If you’re interested in following along from the warmth (and reliability) of your own home, you can follow me on Twitter or on Facebook for up-to-the-minute Aston Martin road trip updates. Or you can just check back next week, when I’ll return with a summary of a) what it’s like to drive an Aston Martin with winter tires, and b) how an exotic car handles an 800-mile road trip to and from Vermont … in the middle of February .

Assuming, of course, that I don’t break down along the way.

@DougDeMuro is the author of Plays With Cars , which his mother says is “fairly decent.” He worked as a manager for Porsche Cars North America before quitting to become a writer.

From the archives: a 2010 road trip in Aston Martin’s new Rapide

Could a four-door, four-seat Aston really work? A 1,500-mile trip should tell us…

The simplest strategy is often the best. Aston Martin produces a big GT with four seats and four doors that it asserts is still a bona fide sports car. Top Gear responds by loading it with three large, grumpy, unreconstructed males and an unreasonable amount of luggage, and sets off to drive an absurdly circuitous route across Europe’s most challenging roads. The aim? Deliciously facile: to find out if the Rapide is the blend of continent-crushing ability and mountain-road smiles-per-mile that Aston Martin says it is, rather than just a DB9 that’s been artificially inseminated by a people carrier.

The problem is that ‘four-door, four-seat sports car’ doesn’t scan, somehow. Can’t be done. A four-door Aston Martin? If you add doors and luggage space, you subtract desirability: this is the first law of sports cars. So I prepared for the Rapide to be like an Aston, but with the sharp edges of lust filed off, the points of raw need worn down to nubs of pseudo-usefulness.

This feature was first published in Issue 202 of Top Gear magazine (2010)

Images: Justin Leighton

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First impressions take that assumption out through the back exit and kick it until it loses consciousness. The Rapide looks eye-wateringly good in real life. From more than 20 yards away, you can barely tell that it’s a four-door, such has been the artful integration of the extra portals. The windowline scythes neatly back and up, disguising the extra length slotted into Aston’s basic V/H architecture that underpins all the cars in the current range. The bonnet is long, the tail short, the roof low, the haunches fat and muscular. Very cohesive, if a little big up-close.

You do, however, pay practicality currency for slinky execution. The rear pair of seats are small-ish leathery buckets, and accessed through the kind of complicated hole that you need special joints to fit through. Your mind is diverted by a beautiful little aluminium grab handle on the B-pillar that locates back into its perch by sucking on an extra strong magnet, but essentially this is not an elegant sweep of ingress, more a force-feeding of human limbs. If anyone near six-feet tall is in the front seat, the only way that you’ll get a similarly sized body in the back is in pieces, via the medium of a chainsaw and a load of bin liners. Saying that, more reasonably sized adults (about 5ft 10) do fit, and with room to spare – a very weird thing to be saying about an Aston Martin.

The hatchback is also a nice little surprise, consisting as it does of a flip-up magnetic bulkhead that dams modest amounts of shopping into a completely enclosed rear space. Drop it flat, and you have access to the whole boot up to the headrests of the back seats, and if you have more lengthy items, you can drop the rear chairs at the touch of a button. Which leaves you with a pretty big loadspace. It’s not square, or even, or low-load-lipped, but there’s enough room for most needs – again a weird thing to be saying about an Aston Martin.

Top Gear, of course, used all the space. Photographer Justin Leighton’s interpretation of ‘pack light’ involves two flight cases, six small bags, a compact barbeque, a man-bag full of novelty thongs and a single compact camera. Add to that creative director Charlie Turner’s overnight bag and 5ft 11-inch body, my bag and corpus and Justin’s actual self, and we stood in Aston’s Gaydon HQ staring balefully at the Rapide and the kit laying scattered around it like an explosion in a hiking shop. To my surprise, it all fitted. Ok, so Charlie was essentially walled into the rear seat and we could hear the rear window glass creaking on right-hand corners, but never before has so much been crammed into an Aston without someone losing consciousness.

We had flights booked from Valencia in a couple of days’ time – a decent 1,030 miles away from Calais. And so off we set on a little adventure, via a ‘detour’ that I sort of forgot to mention. Ahem.

France. A mind-numbing eight-hour grind down the autoroute to Bordeaux that offers plenty of time to assess the Rapide’s high-speed ability and long-range comfort. A 90-litre fuel tank equates to an eminently reasonable 350-mile range, and the high-speed stability is of the licence-worrying variety that means you have to engage cruise control or risk a run-in with the gendarmes and their predilection for stratospheric on-the-spot fines and flights of stairs that appear in the back of police cars. We punch relentlessly through a horizon shaded like a bruise, the Rapide turning out to be very quiet, the laminated glass providing the kind of seal that allows conversation even when making what we like to call ‘significant progress’.

Charlie is attempting to work in the back seat, though quite how he’s managing to concentrate with his knees grating against his pelvis is quite extraordinary. The ride is slightly harsh, pattering over scarred tarmac, but dealing with larger bumps with a gentle grace that doesn’t bode well for the upcoming twisty bits. But the Rapide does long-distance beautifully. We unfold Charlie from the back at the hotel hours later and he’s not even slightly dead, and after 10 minutes of massage he can even walk unaided to the reception. The hotel is whatever comes under one star, and we settle down to sleep accompanied by the sound of overweight truckers watching satellite adult television.

Next day, and my companions have realised that we have, in fact, not driven down through France in the accepted manner to reach Valencia via the most direct route, and are now entering Europe’s largest forest on the far western side and heading for Biarritz. There is some grumpy silence. The Fôret d’Aquitaine is huge, atmospheric and fairly unrelenting. “It’s basically a massive Thetford” announces Charlie as we thunder through it taking pictures in the dawn light, neatly exorcising any romance I was harbouring about the lowering bowers. We get lost and fall out. Justin climbs a tree to take pictures, though part of me thinks he’s just avoiding the frosty silence.

Eventually the satellite navigation lady fiddles us back on to the correct route, and we chomp through the claggy one-way system that comprises the faded glory of Biarritz. The Aston makes all the right noises, both figuratively and literally, burbling through the enclave with a tone that suggests hardcore brawn without being too shouty. The edgy coolness is slightly blunted by Justin’s face being pressed hard against the rear window like some kind of disfigured sticker (there had been a mild collapse of the luggage wall due to a failure to follow shoring-up procedures as laid out in the BBC manual), but generally the Aston does subtle drive-by action supremely well. It passes.

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From Biarritz, we head out in search of some proper roads with which to beat the Rapide, down and right, via the Spanish port of San Sebastian. For ease, we run a little south, taking the A15 towards Pamplona before flicking up and left and into the mountains proper on the A21 and then some roads so local they didn’t even have names. We’re heading to a place called Ochagavia. And if you like driving, then it’s in the middle of what is basically Disneyland for petrolheads.

The roads up here are best described as ‘flowing’. You don’t get the endless little cutbacks and junctions that we get in the UK, just big, wide carriageways that thread through the landscape, taking the natural forms for inspiration. Because they do that, you can, after a while, get a sense for where the road is going. There are tight corners, but they telegraph themselves early and maintain an arc so you can drive all the way round them. And there are big, gloriously sighted straights and S-bends between the twirly bits that sucker you into insane speeds, just for the joy of hearing the Aston’s exhaust valves open above 3,500rpm. In sixth.

Which is too quick.

So now I’m having a crash. Ensconced in the Rapide’s cabin, warm and wonderful and smelling of lightly oiled leather, I’ve had the heater up and the sun shining brightly through the windows. I have therefore failed to notice that the outside temperature hasn’t risen above freezing, despite the sun’s best efforts. So I have entered a large S-bend in the lee of the mountain going quite quickly. And there’s snow on the ground.

Everywhere there is no snow, there is ice. The back of the Rapide swings gently right, probably managing no more than 20 degrees of yaw, though at this speed it feels like I’m on the lockstops. I mew into the steering wheel, and then make a noise like a cow giving birth as the entire car swings back the other way. The traction-control light flickers in a desultory manner, assessing the situation and then going back to sleep after deciding that with no traction to apportion, we’re pretty much screwed.

At this point, I’m figuring out how I could sign a letter of apology using nothing but a head wand. This will hurt. It will be big. And then the Rapide grips, puffs smoke from the tyres and drives out of the second corner.

Now, usually I would pretend that I meant to drift the £140k supercar and carry on regardless. But I’m so shocked at my survival that I am forced to stop. Charlie and Justin – who are at this point following in a hire car for tracking purposes – stop and laugh. I feel the blood drain out of my face like a thermometer with a broken bulb. Close doesn’t even come, um, close.

Up in the mountains proper, the Rapide is a revelation. The 6.0-litre V12 pumps out a healthy but not planet-shaking 470bhp and 443lb ft of torque. Weighing in at just under two tonnes (1,950kg), you’re looking at posted figures that are quick, but not absolute: 0–62mph in 5.3 seconds and a more impressive 188mph top speed. But the best bit is that when you press the ‘sport’ button and energise both the throttle map and the gearbox, hit the damping control and harden off the springs and play with the paddles, the Rapide becomes an entirely different car. Noisy, aggressive, perfectly capable of bouncing off the rev-limiter. The ‘Touchtronic 2’ gearbox isn’t the last word in shift-speed, but if you go with the flow of the car, you can completely forget that you’ve got extra accommodation bolted on to your backside. It feels like a DB9. Better perhaps.

The rest of the journey is spent in a fug of noise and machine abuse. Across a slice of the Pyrennees on the N240, a drop down towards Huesca at night. The smell of brakes that never seem to fade no matter how many stops, the howl of an engine let loose. We overnight in Zaragoza, and get up early just to do it all again, for no reason other than we can.

We finish in Valencia, 1,500 miles later, tired and elated. The Rapide is brilliant. The only car on the market that makes good on the promise of being a four-door, four-seat sports car. It’s subtle, surprisingly practical and still an Aston Martin to the core. It’s not perfect, but as far as satisfaction goes, it’s as close as makes no difference. An Aston for all seasons? It’s here. And it’s brilliantly real.

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Next road trip in style with Aston Martin’s V12 Vantage Roadster

by Vishal Jain | Dec 21, 2022

The new Aston Martin V12 Vantage Roadster is perfect for your next road trip. With stunning looks and a powerful engine, this car will make every journey an unforgettable experience.

Driving has never been such an exquisite experience as with the new Aston Martin V12 Vantage Roadster. This new open-air thrill allows drivers to explore new lands and cities while experiencing the ultimate performance that this limited-production vehicle offers. With only 249 of these beauties available globally, they are sure to remain one of the most sought-after vehicles on the market, a status solidified by its unmistakable looks. But, unfortunately, any driver who wishes to be part of this phenomenon is already too late as orders are closed, and deliveries are scheduled for late 2022.

The performance of Aston Martin’s new V12 Vantage Roadster

The V12 Vantage Roadster boasts a compelling combination of dramatic widebody design, ground-hugging wide-track suspension and – for the first time in a Vantage Roadster – the mighty 5.2-litre Twin-Turbo V12 engine. With searing straight-line speed and the unfiltered howl of Aston Martin’s sonorous 700PS 12-cylinder engine, the V12 Vantage Roadster elevates the open-top driving experience to a scintillating new level.

  View this post on Instagram   A post shared by Aston Martin (@astonmartinlagonda)

The interiors of Aston Martin’s new V12 Vantage Roadster

As the flagship of the Vantage range, the V12 Roadster is fitted with Sports Plus Seats trimmed in full semi-aniline leather and featuring a ‘Wings’ quilt and perforation pattern as standard. In addition, a carbon fibre performance seat with an exposed twill carbon fibre shell and manual 6-way adjustment can be an option for those looking for the ultimate dynamic design and maximum support for high-performance driving.

Aston Martin V12 Vantage Roadster

V12 Vantage Roadster customers can further boost their car’s exclusivity by engaging the marque’s bespoke personalisation service, Q by Aston Martin, for everything from striking exterior graphics and liveries to woven leather.

Read More: Memorable Road Trips

Production of the V12 Vantage Roadster is due to commence in Q3 of 2022, with the first deliveries scheduled to begin during Q4 2022. Aston Martin’s vision is to be the world’s most desirable, ultra-luxury British brand, creating the most exquisitely addictive performance cars. ◼

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© This article was first published online in Dec 2022 – World Travel Magazine .

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Driven: The 2023 Aston Martin Vantage Roadster Proves Beauty Is Imperfect

Gorgeous to look at and fun to drive - but it's not perfect.

Vantage Roadster

To me, Aston Martin is at its best when it combines luxury grand touring elements with performance parts to create the world's premier cruisers. But what happens when the company leans more toward the sports car side of this formula? We spent a week with the 2023 Aston Martin Vantage Roadster to find out.

The Vantage name has been in use on and off by the UK automaker since 1972, but was most notably revived in 2005, becoming Aston's most successful model of all time with a 12-year production run. That act was going to be tough to follow, but a successor arrived in 2018 sporting a coupe body style and a Mercedes-AMG engine under the hood. Two years later, the Roadster arrived on the scene , adding more drama to the already flamboyant sports car. With Aston Martin poised for a successful season in Formula 1 this year, let's see if the road cars are equally dominant.

Living Up To Perfection

The previous-generation Vantage might be one of the prettiest sports cars of the modern era, so there was really only one way to go: down. That's not to say the current Vantage isn't objectively striking (it is), but in my opinion, there's something not quite as "perfect" in this model as in its predecessor. I'm no design expert, but perhaps it's the tiny headlights which are completely consumed by the low, wide front end. Also, am I the only one that sees a bit of NB Miata mixed with first-generation Dodge Viper?

Then there's the grille, which is offered in two flavors: Mesh and Vaned. The former debuted on the Vantage Coupe to some criticism for looking "unfinished." It was styled to look like the Aston Martin Vulcan, a lightweight track car, which we thought looked pretty unique. Aston then gave buyers the Vaned grille option , which looks more like the company's traditional design. This grille is $2,900, and while it's the better option of the two, for some reason, we don't love how it looks here. There is an option to finish the Vaned grille in black (pictured below on a silver car), and it looks much better to our eyes. Let us know your thoughts!

Moving beyond the front end, the Vantage has some dramatic lines. The long hood and wide stance distort this car's size; it's actually quite tiny at only 175.8 inches long. In fact, it's a full two inches shorter than a Porsche 911. Viewed from either the side or rear profiles, the Vantage is bite-the-back-of-your-hand beautiful. And since this car has over 500 horsepower, that's the end most people are going to see.

Since this is a hand-built car, everything is customizable. Our tester featured $18,000 worth of exterior visual options alone, including $4,400 for Liquid Crimson Signature Metallic Paint. This hue is transformative, looking almost black in low light and only showing its red pop in direct sunlight. If this color isn't to your liking, Aston offers dozens of greens, blues, reds, oranges, purples, browns, and any other tone you could imagine. There are even seven different wheel styles, including the $4,800 21-inch ones you see here.

We particularly like that Aston kept the traditional soft top. Not only does it look great with the roof up or down, but it operates quicker than any other power retractable unit in the world, lowering in 6.7 seconds and raising in 6.8 seconds at speeds of up to 31 mph.

Heart Of Affalterbach

Much like the company's F1 cars, the Vantage borrows its engine from AMG. In this case, it's a 4.0-liter twin-turbo V8 producing 503 hp and 505 lb-ft of torque. That's more than the Mercedes-AMG SL 55, which uses the same engine, but less than the SL 63. Unlike the SL, power is routed to the rear wheels only, giving the Vantage a more pure sports car feel without as much complication. Though Aston uses the Mercedes nine-speed wet clutch MTC in the DBX 707, the Vantage still relies on a ZF eight-speed automatic. Shifts are smooth but can be lazy in the default Sport Mode. Putting the car into its Sport Plus and Race Modes or shifting manually with the column-mounted paddles is an easy fix.

This may be a German engine, but Aston's tuning is unique. It's more shouty than the SL, with crackles and pops that sound like a firearm discharging. The car will hit 60 mph in just 3.7 seconds, a tenth of a second quicker than the SL 55, then go on to a 190 mph top speed. For those wanting more performance, the Vantage Roadster F1 Edition ups the output to 527 hp, and the V12 Vantage Roadster makes an insane 690 hp.

A Cruiser With Sports Car Athleticism

The Vantage may be the sportiest model in Aston Martin's lineup, but it still has some cruiser in its demeanor. We had the chance to road trip the Vantage from Orlando to Miami, and it proved to be perfectly comfortable over that four-hour stint. It's a bit louder inside than a DB11, but the $2,300 Aston Martin Premium Audio easily overpowers the road noise even at low volume. Sport Mode is the default setting on the Vantage, meaning the ride is always on the firm side. It's not completely overwhelming like an AMG GT, but it can spring you out of your seat over a substantial speed bump.

Fortunately, the adaptive suspension can be adjusted independently of the drive modes (with the same Sport, Sport Plus, and Track settings), meaning you can drive around with the softest ride and still enjoy the most aggressive engine/transmission settings.

Despite its relative quick 0-60 mph, the Vantage doesn't leave the line with much drama. The launch control slowly leans into the throttle, so it doesn't feel like a gut punch as in some sports cars. Once it's moving though, the transmission shifts are rapid, accompanied by the V8 roar. When you lift off, it backfires with such ferocity, your neighbors might think a crime is being committed nearby. The steering, in typical Aston fashion, is perfectly weighted and communicates back to the driver. Once underway, the 3,847-pound curb weight, which is 132 lbs more than the coupe, melts away.

The front end is easy to point, and the rear end loves to step out in a controllable manner, allowing for some epic power slides. We never felt the need for the Track suspension mode, as the standard Sport setting enables a slight amount of body roll that we enjoy in a sports car. The Vantage trades some of the comfort of the DB11 for a lighter, purer driving experience that an enthusiast might prefer.

Don't Buy It For The Interior

Aston does many things well, but the interior isn't exceptional. The previous Vantage used a Volvo-based navigation system that was painfully outdated, and despite borrowing a center stack from Mercedes, one of the most technologically advanced automakers, it's still out-of-date. The eight-inch screen is tiny, and despite its matte finish, is virtually impossible to see in direct sunlight. That's a big issue in a convertible. Aston runs a Mercedes COMAND infotainment system that is now two generations old, and it feels it. This car needs an MBUX update ASAP.

Apple CarPlay was unavailable when this car debuted, but Aston Martin has found a way to integrate it into the head unit via a dealer-installed accessory. Since this is not factory Apple CarPlay, it's not as smooth as it is in the DBX, which was designed from the get-go to accommodate the phone-mirroring software. Hopefully Aston Martin's next infotainment system will be an overall improvement, but we still appreciate CarPlay's availability, especially since it works wired and wirelessly.

As for the rest of the cabin, the materials are excellent, especially with the $5,700 Inspire interior theme. The Vantage's base interior actually looks quite drab, but there are three monotone and duotone design themes that can add more excitement. We'd go for something more unique than our tester's black with red stitching, but that's the beauty of Aston's nearly endless interior color options. The $2,000 Sports Plus Seats are a must-have option, since they look superior to the base seats and are still comfortable on long journeys. Another $1,100 for ventilated seats is also worth it if you live in a hot climate like Florida.

Some buyers may dislike the sprawling array of buttons and knobs on the dashboard, and we can certainly see why. They are laid out without much rhyme or reason, though they are easy to get used to without much learning curve. If we had to choose between this setup or a single massive touchscreen, we'd choose the former every time.

Can It Road Trip?

With just seven cubic feet of space in the trunk, you may have to pack lightly for a week-long getaway. We managed to squeeze a carry-on suitcase, a small duffle bag, a backpack, and a suit bag into the Vantage Roadster for a five-day road trip, but fitting a second person's luggage would have been impossible. At least the roof doesn't take up any of the valuable trunk space when lowered. The Vantage Coupe has a significantly larger trunk with 12.4 cubic feet, meaning it's the superior Vantage for long trips.

There is no glovebox inside, but the door pockets are large and there is decent storage under the armrest and behind the seats. Sadly, the cupholders are rather basic, though they held a Yeti just fine.

Pricing for the 2023 Vantage Roadster starts at $159,800 - $15,900 more than the Vantage Coupe. Our Liquid Crimson example rang in at $198,486 as-tested with destination included (a $3,086 fee), which puts it into competition with drop-top models like the Audi R8 Spyder, Mercedes-AMG SL, and Porsche 911 Cabriolet. The Aston certainly isn't the value play in that group, but exotic sports cars are rarely purchased with a logical lens.

This is an emotional purchase, and the Vantage Roadster tugs at the heart strings with its British charm. Its sleek styling will put a smile on your face, and the twin-turbo V8's gunshot exhaust will keep you grinning even on your worst day. Is this a perfect sports car? Absolutely not, but that's like saying your supermodel spouse takes a while to get ready in the morning. Of course they do! Who said beauty is supposed to be easy? Is it a blast to drive? Yes, and that's what really matters.

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• Top Tips for a Memorable Aston Martin Road Trip Across the UK

Plan your dream road trip with an Aston Martin in the UK. Our top tips ensure a memorable journey filled with luxury and excitement. Start your adventure!

Abdul Rahman

• Published: 13th March 2024 | Updated: 13th March 2024
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About this page

Embark on the ultimate road trip across the UK in an Aston Martin. Get the best tips for a journey as memorable as the destination.

Top Tips for an Unforgettable UK Road Trip in an Aston Martin

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Abdul Rahman focuses on sustainable transport solutions in urban settings, often exploring the intersections between technology and eco-friendly travel.

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Moscow to Berlin drive

Moscow to berlin road trip planner.

Here's a sample itinerary for a drive from Moscow to Berlin. If you're planning a road trip to Berlin, you can research locations to stop along the way. Make sure you check road conditions to double check the weather. Find the best hotels, restaurants, and attractions based on the most talked about places recommended by Trippy members.

8:00 am  start in Moscow drive for about 54.5 hours

day 1 driving ≈ 54.5 hours

8:00 am  leave from Borodino drive for about 61 hours

day 2 driving ≈ 61 hours

11:00 am  leave from Smolensk drive for about 2 hours

1:04 pm   Orsha stay for about 1 hour and leave at 2:04 pm drive for about 2.5 hours

day 3 driving ≈ 4.5 hours

10:00 am  leave from Minsk drive for about 3.5 hours

1:45 pm   Bialystok stay for about 1 hour and leave at 2:45 pm drive for about 2.5 hours

day 4 driving ≈ 6.5 hours

10:00 am  leave from Warsaw drive for about 3 hours

12:57 pm   Poznan stay for about 1 hour and leave at 1:57 pm drive for about 2.5 hours

4:36 pm  arrive in Berlin stay at Melia Berlin

day 5 driving ≈ 5.5 hours

Where should I stop along the way?

Borodino Smolensk Orsha Minsk   (3 answers)     restaurants around Minsk:         Natvris Khe Bialystok Warsaw   (31 answers)     Warsaw Old Town   (3 mentions)     Warsaw Uprising Museum   (2 mentions)     questions about Warsaw:         What do during a weekend in Warsaw         24-hrs in Warsaw         Dinner & nice spots to go out?         Best things to See/Do         Centrally located hotel in Warsaw Poznan   (7 answers)     questions about Poznan:         Best free things to do in Poznan?         Best places to see

Where's the best place to stay in Berlin?

Are you going straight to a hotel, or looking for a vacation rental or Airbnb?

The best resource on neighborhoods, areas, and hotels is the Trippy page on where to stay in Berlin .

If you're looking for a quick answer, you can check out Melia Berlin , which was mentioned 4 times on Trippy.

Here are some more hotels people talk about:

Want to research more popular hotels in Berlin? Click the blue button below.

Where's the best place to eat in Berlin?

Need some recommendations on somewhere to get food?

Trippy members suggest Burgermeister , which was mentioned 7 times.

Here are some more restaurants people talk about:

Want to research more popular restaurants in Berlin? Click the blue button below.

What are some things to do in Berlin?

This section could be endless, so rather than trying to suggest every local activity or attraction, we'll leave it open-ended.

These are some of the places people talk about on Trippy:

Of course, Trippy is the perfect place to ask questions because there's an entire community of travelers talking to each other and sharing tips and advice. Trippy is where you can get answers personalized for your tastes, budgets, trip dates & more!

For example, here are some questions people have asked about Berlin. Click on any question to see answers from the community!

Click the button below to explore more questions and answers related to Berlin.

Do I really have to go back home?

Yes, even this step is optional, because if you're on vacation who wants the trip to end? It's okay, you can start planning your next trip!

Want to plan the trip back? Get the reverse directions for a Berlin to Moscow drive , or go to the main page to plan a new road trip .

You can also compare the travel time if you're flying or driving by calculating the distance from Moscow to Berlin . Or get a full Moscow to Berlin flight plan .

Don't forget about exploring your own hometown with a staycation. You can also find some cool day trips or get away for a weekend.

And if you know Moscow well, please help your fellow travelers and answer their questions about Moscow!

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road conditions from Moscow to Berlin

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