Ford’s Premier Auto Group, of which Aston
Martin is a key player, is really pushing the Aston brand
world-wide. With the DB9, the Vanquish and now the “baby”
Vantage V8, the marque is looking strong again. But it has not
always been that way, despite its strong and lengthy heritage.
Aston
Martin DB9
Saved from extinction in 1933 by a titled
gentleman, Sir Arthur Sutherland KBE, and again in 1947 by
wealthy industrialist David Brown (who gave the Aston Martins
their ‘DB’ model insignia), the company was later saved
from disappearing by the Ford Motor Company, who had also
picked up Jaguar, Volvo and Land Rover, to then put all these
brands together under the Premier Automotive Group (PAG)
umbrella.
The man at the helm for Aston Martin is
German, CEO engineer Dr. Ulrich Bez, and it is he who has been
pushing through the development of the DB9, an all new
vehicle, despite its many styling cues pointing towards an
Aston Martin heritage.
Aston
Martin V8 Vantage
The DB9 is built on an all-new VH platform
with twice the rigidity of the old model. VH stands for
Vertical Horizontal, and this platform is exclusive to Aston
Martin since Bez was unhappy at the idea of sharing components
with other Ford products.
The DB9 features a bonded aluminium frame,
on to which the body panels and everything else is bolted.
Almost a return to classical body and chassis concept, though
this time the ‘chassis’ is vertical, as well as being
horizontal. Since the body panels are no longer needed to give
rigidity to the vehicle’s structure, it become easy to make
styling changes for different variations on the DB9 theme –
even an open topped model, the DB9 Volante.
The DB9’s bodywork, which is also in
aluminium and some composite materials, was predominantly the
work of DB7 and Vanquish stylist Ian Callum, but following
Callum’s move within PAG to Jaguar, some modifications have
been made by Henrik Fisker, his replacement at Aston Martin,
who in turn has gone on to found his own styling company in
America called Fisker Coachbuild.
Aston
Martin V8 Vantage
For my money, this DB9 is probably the most
beautiful design in current automobiles. No wings and air dams
appearing as carbon-fibre add-ons. Just pure symmetry of line.
In the words of veteran motor-noter Peter Robinson, “It’s
achingly beautiful. Aston found no reason to start a styling
revolution. The DB9, like the Vanquish, DB7, and V-8 Vantage,
relies on classic proportions, long-established Aston styling
cues, big 19-inch wheels, and simple sculptured forms to
achieve its gorgeous looks. Less visually aggressive and more
elegant than the US$235,600 460 hp Vanquish, (Aston Martin)
will launch the US$155,000 coupe, and a couple of months
later, the US$170,000 Volante convertible will follow.”
Enginewise, the DB9 sports a six litre V12
which is, as tradition would demand, up front, but brought as
far back as possible to end up with a 50/50 weight
distribution between front and rear axles. This is Aston
Martin’s own engine, but has been re-engineered for the DB9,
with a new crankshaft, cams, manifold, and engine-management
system for more midrange torque. For a relatively light car,
coming through the extensive use of aluminium, the torque
figure of 567 Nm is more than enough to keep a push in your
back through to its top whack of a smidgin under 300 kph.
Whilst Aston Martin will continue to be an
exclusive brand, the new “baby” Aston Martin, the V8
Vantage is the most (relatively) affordable in the line up
which includes the V12 DB9 and the Vanquish.
When the baby Aston was shown in Geneva
this year, it was a show stopper, and one that the company
hopes will lure buyers away from the Porsche 911. In
photographs, the V8 Vantage is also just sensational, and Dr.
Ulrich Bez has been taking the car to shows all over the world
to promote the name, the exclusivity and, with the Vantage,
the price.
However, this is still no bargain basement
sports car, retailing at A$235,000 (around seven million baht
on a straight currency exchange, and I would guess that the
retail figure here would be around 20 million baht).
GoAuto reviewed the V8 Vantage after the
Geneva show and was very enthusiastic about the new vehicle.
“The production version of Aston
Martin’s third model, the Porsche 911-rivalling V8 Vantage,
was one of the showstoppers in Geneva last week.
“First shown in concept form at the
Detroit auto show in 2003, the ‘baby Aston’ starts its
international rollout from Aston’s British (Gaydon,
Warwickshire) production plant in the coming months.
“The striking Henrik Fisker-designed
exterior stems from a low, sleek body, long bonnet, short
front and rear overhangs, two-seater cabin and, unusual for a
sports car of this type, a rather practical rear hatchback
providing access to the 300-litre luggage compartment.
“At 4380mm long, the compact hatch is
also the smallest model in the Aston range. Said to have
endured the most extensive testing and development program in
the company’s 91 year history, the V8 Vantage uses Aston’s
unique VH (vertical horizontal) architecture, a
bonded-aluminium structure with aluminium alloy, steel,
composite and magnesium alloy body. Kerb weight is 1570kg.
“An all-new (and unique to Aston, for
now) 283kW/410Nm 4.3 litre, 32 valve quad-cam V8 is used in a
transaxle configuration, whereby the front mid-mounted engine
is connected to the rear mid-mounted transmission via a
cast-aluminium torque tube and carbon fibre propshaft. This
layout provides the rear-drive car with a 49:51 weight
distribution.
“Aston has also adopted a dry-sump
lubrication system for the V8 Vantage, allowing the engine to
sit low in the body, lowering the centre of gravity and in
turn improving handling and overall balance and stability. For
the time being, the sole gearbox available is a six-speed
‘Graziano’ manual.
“Bottom line in performance terms is a
0-100 km/h time of 5.0 seconds and a 280 km/h maximum speed.
The brakes comprise 355/330mm front/rear ventilated grooved
steel discs with radial-mounted four-piston Brembo monobloc
callipers.
“Wheels are 10 spoke alloys measuring
8.5J x 18 at the front and 9.5J x 18 at the rear, with 18 inch
Bridgestone Potenza tyres (235/45 front, 275/40 rear). A 19
inch wheel/tyre package is also available.
“Standard equipment includes ABS brakes
with brake assist, traction control, stability control and
positive torque control (PTC). Interior features run to
‘technical grain’ leather, alloy finished console fascia,
anthracite interior fittings, 10-way electrically adjustable
seats, automatic climate control, battery disconnect switch,
trip computer, dual-stage driver and passenger airbags, side
airbags and an alarm.”
For me, while the smaller Aston is a good
looking vehicle, nothing beats the DB9. For my pocket, both
are totally unaffordable, but it is always fun to look!
Hot rumour down under is that Toyota are
going to respond to GM Holden’s rebadged Daewoo Kalos, which
is to be sold at rock bottom prices as the Holden Barina.
Toyota’s answer will be to import the Toyota Vios which is
made in both Thailand and China, but the bets are on Thailand.
Exporting from here is simpler, the Vigo is already making the
trips down under regularly, and it makes more sense to source
the Vios from here as well.
Toyota
Vios
Toyota Australia had looked at many
options, including rebadged Daihatsu Sirions, but finally has
decided on the Vios. The car would slide under the present
entry level Toyota, the Japanese Yaris, which retails for
A$15,000. The GM Barina is just under A$13,000.
To say this is a hotly contested area of
the marketplace is an understatement, with Hyundai coming in
strongly with its Getz.
Just a week after Holden released the
A$12,990 Barina, Hyundai has launched the new Getz with more
power, features and fresh styling, and a starting price of
A$13,490 for the 1.4-litre three-door.
The new 1.6-litre, 3-door Getz is priced
from A$14,490 with standard air-conditioning, anti-skid
brakes, electronic brakeforce distribution and rear disc
brakes, whilst the Barina has the option of ABS brakes as part
of an alloy-wheel package for A$1190 but does not include EBD
or rear discs.
Hyundai marketing and sales director Theo
van Doore says the company decided to make ABS standard
because many buyers won’t pay if it is an option.
The Getz has consistently remained in
second spot in the light-car class since its launch three
years ago, running just behind Toyota’s popular Echo. It has
been voted the cheapest car to run in the Australian running
costs survey for the past three years and won Australia’s
Best Small Car in 2003.
The Getz gets to 100km/h in 9.6 seconds,
covering the quarter mile in 16.4 seconds.
The entry-level Getz moves up from a 1.3 to a 1.4-litre
single cam engine boosting power by 7.5kW to 70kW and torque
up 9Nm to 126Nm. The 1.4-litre uses 0.1 litre less fuel than
both the manual and automatic 1.6 recording 6.1 litres per
100km and 7.0 litres per 100km respectively. Around town the
Getz 1.4 is zippy but is still responsive on the highway,
revving just on 3000rpm at 110km/h.
