It has been dry in Portugal for months. Farmers complain about drought conditions that threaten the harvest this season. But last week, it rained like the Almighty Himself at the southern tip of the country.
While the red land of Portimão gratefully absorbs the splendor of the air, this rain gathered in the corners of the Autodromo Internacional do Algarve, where we were invited to test the limits of Aston Martin's latest high-performance coupe.
Press the contact button and you will be greeted by the initial grunt. The 40-hp 4.0-liter turbo engine with hot V-shaped transmission comes from AMG, but you'll never know it from records. At Astons Bay, we hear more reserved anger than aggressive anger in AMG settings.
It's frustrating to roll up the 505 lb-ft torque behind a technical and slick circuit known for its brutal intolerance for cornering throttles. But rain is a good balance between the test trajectory and the driving skill. It slows things down and provides (in the end) a more accurate barometer of Vantage's communicative nature of redesigning Aston Martin.
Although Craig Jamieson, senior manager of vehicle technicians, quickly hired an AMG machine, he noted that Aston Martin has turned the engine into an oil collection facility, installing various intake and disposal systems, and of course, changing all calibrations.
The power on the asphalt brings the automatic torque converter to the eight-speed ZF. The Zed Eff is perfect when cornering at high speed when you need more speed. In a fast sweep that leads to the straight line of Portimão, I ask ZF to move by pressing the red line, and almost no contraction. Dynamic stability control, combined with Graziano's rear-based electronic axle differential, helps to reduce accelerated impulses.
Here's the problem with Vantage: It's really close, close telepathy close. Many people buy exotic food and most of the time. When they were forced by their friends to drive hard, they doubled their hands and the net result landed on wreckeckotics.com. Aston's driving mode and traction parameters are always in the foreground, but never aggressively interrupt. You feel at ease at your fingertips, your feet, your butt. Do you know this feeling when your car loses it and your feet are wet in the micropanic? The Vantage almost drove this feeling away.
I say "everything but". I sometimes forget how much torque the Vantage has in low revs thanks to two high speed turbos. Old vantage requires a bit of high end to be really motivated. But that's another animal. And couples everywhere, when wet, mean that new output can contract somewhere in the round range.
It's frustrating. You know that cars encourage you to do even more. After a few laps of tests, I padded a little early at the turnout. Slip back. Not in a fun slide and rip, but in a fast way. I have set the stability control on the most conservative traction, so the car catches your neck and says, "Not so fast, we still have to finish the turn." If you are in Sport + mode or Track Nanny is a little quieter, but given the shameless condition, I decided not to test the upper limit. It is advisable to ride your teeth through turns, and with the low presence of the turbos you get a lot of encouragement instead of slowing down.
For your soundtrack, you can choose between two or four tubes of silencer - it's not just two more tubes; They have different sound absorbers, openings and perforations. No motor sound is pumped in the cabin through the stereo speakers, but Jamieson says some sounds are "enhanced" when engine speed reaches crescendo.
Brembo brakes are well balanced, especially in a bowl of soup at the end of Portimao long straight. I put my fifty miles into the braking zone, and the picnic pottery carbon with confidence, with the slightest swim back. At lower speeds, the ceramic creaks slightly, and the engineer notes that some adjustments need to be made.
Then there is the view. First: There is no power grid. Do not be afraid. There is a big air intake that carries the classic design of David Brown. Then there's the LED lights here, let's face it, small and anonymous. Aston head designer Marek Reichman noticed that the lights had to be packed so engineers could push the wheels away in the corners of the car (with the advantage of easier repair after a slow shunt). This is a form-suite-functional franchise for engineers.
Fortunately, the rest of the Vantage is dazzling. Notice the curved shoulder crease that begins at the top of the hood and runs the entire length of the body, ending with a muscular back. This is made possible by the width of a large bucket hood, which rests on the front arch before the cut line is created. Then the side fans vent the air pressure from the front wheel wells. At the back, the duck tail chest is battling on the front. Below, where no eye can see, there are a number of venturis, fences, debris and diffusers to direct airflow and reduce turbulence.
Aston offers world-class body integrated with vehicle architecture. The tub is made entirely of aluminum and the outer walls are made of a mixture of composite materials, aluminum and carbon fiber - and no steel. The exited aluminum VH platform is based on extrusion; This version includes rotogravure. The back subframe has been fixed. "We exchanged refinements and NVH for response," Jamieson said. Ah, the English euphemism.
Then there is the color: while Aston Martin maintains its traditional color palette, he looks for the youngest with an optional outrageous shade. This refers to the color of its radioactive graphs as "Lime Essence", but you color geek theorists can refer to Pantone 13-0650 TPX Sulfur Spring.
Inside, the layout looks somewhat retro in the world of buttons and touch screen. Many buttons are placed arbitrarily on the center console, but it proves that the English have a dry sense of humor: the SOS button is just above the button to overcome traction control. My co-pilot also accidentally pushed back when he meant the adjacent parking button; Given Vantage's internal ergonomics, it's not a stupid mistake. Hmmm.
The seats of all the tested cars are completely coated Alcantara, which essentially holds the passengers. (There's no way to feel Strathmore's leather chairs, Caithness or Balmoral.) There's plenty of room for a 6-foot-1 rider. The threshold is high, so you can forget to rest your left elbow there. The exit door is a children's game, thanks to the goose doors, which easily remove the most luxurious boundaries.
In terms of line of sight, a narrow greenhouse, an acute windshield and A star-shaped pillars combine a large blind spot that sees through the left corners. For reasons of cleaning the engine compartment, the wipers sweep from the inside out rather than from right to left.
Aston Martin calls Vantage "sports car, not supercar". With 0-60 of 3.5 seconds and a top speed of 195 miles per hour, this line becomes very opaque. However, the ease factor of using Vantage is quite powerful, from several USB ports to Mercedes-based infotainment systems (which interrupt navigation when you mute the sound). Door handles, paddles, scroll wheels and adjustable rings are made of brushed aluminum. The ignition button and speed picker are made of glass. The trap area can swallow two golf bags. Unfortunately, there is no glove box, and the piano-black climate surrounds and the blades feel like plastic.
For a test drive just outside Portimão, we took advantage of the cast iron brakes that modulate quietly and gently in the wet. Interestingly, Aston went with a 20-inch wheel with Pirelli P Zeros (255 / 40R20 in front, 295 / 35R20 behind) instead of Corsas. While we take care of pure ignorance without protection, we bless them with their decisions.
The front suspension has triangular upper arms and a lower L-shaped triangle arm with caster control and rings, behind a very stiff multi-arm configuration. It's great on the track, but even on the road, a rather vertical insult suddenly rubs off into the cabin. There is no magic carpet like the Ferrari 488.
Manual steep manual downsizing on race tracks is equally difficult, but not acceptable as you drive quietly. Easier to start for more comfort.
Aston Martin appreciates Vantage over $ 150,000. It's a bit more than the comparable Porsche 911 GTS, which starts at $ 121,750 and puts you in the background. And there is a rounding error in hedge funds with Mercedes-AMG GT C Coupe (which shares the same machine, remember) at $ 145.995. Which raises the question: is Vantage a better car than AMG? Does he have a Porsche driver's daily shot? Or is it just competitive? Follow our race for the best taxi drivers to find out.
Aston Martin's first success in this segment was hampered by a bad time. After years of driving sales, the first generation of V8 Vantage was swept away by the global recession of 2009. Then owned by Ford, the automaker has great ambitions for growth with Vantage, what the economy has kept Fairbairn Sykes on its back. Fast forward to 2018, with the world running well into another boom cycle, and now - Aston Martin personally to grow again. Hopefully this time Vantage will make a major breakthrough for the famous British brand.
0 Response to "Aston Martin Vantage Latest 2019"
Post a Comment