It costs from £165,000 on the road before options and, as we’ll see, this old-school charmer and bruiser with a dynamic heart has little to fear from its similarly priced rivals.In appearance, the 2024 Vantage is mildly tweaked, enhanced and more muscly than the car that preceded it, but it maintains a DNA that has been around since the V8 Vantage launch of 2005. If you see this car and that earlier model together, you’ll know they’re from the same family.
But despite this Vantage being a sporting model, it is, according to Aston Martin director of vehicle performance Simon Newton, a road car rather than a track car. We have tried it in both situations. The chassis is more torsionally rigid than ever.
Stitching and material and perceived quality is high too, save for a flexing door pull on our late pre-production model. The driving position is straight and low and the seats provide a good blend of support and comfort. Vantages have had a high window line and relatively inboard seating for a while, which can make them feel wider and less wieldy than they are. I found myself raising the seat more than I might in, say, a Porsche 911, so I could see some bonnet.
The steering is around 2.27 turns between locks and even in its lighter setting is settled in a straight line. I’d want a comparison test to be certain, but I think it’s less immediately responsive than, say, a Ferrari Roma’s. And while a Porsche 911 Turbo is a straight-line monster, the front-engined nature of the Aston makes it a confident car at speed.
The lighter one is still middling, and I preferred it. There are five drive modes, from Wet through to Track, which adjust the dampers through three stages and the steering through two weights. A short press of the stability control system puts it into a lighter mode, an extended press turns it off and opens up a nine-stage traction control, which defaults to level five , limits slip in level one, allows smoky getaways in eight and is all off in nine.
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