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    SHOWROOM STARS #Aston-Martin-One-77 / #2016 / #Aston-Martin / #2016-Aston-Martin-One-77 / £1,800,000

    Aston Martin Works, UK. +44 (0)1908 610620, www.astonmartinworks.com

    The economics of buying a brand new car outright still make little sense in general – the AA reckons that the average new car is worth just 40% of the purchase price after three years – but in recent times several hypercars have demonstrated that not everything loses value the moment it is driven away from the showroom. Defying the depreciation curve with particular belligerence is the Aston Martin One-77, a £1.2-million machine when delivery began in 2011, and even more expensive in the UK once Her Majesty’s Government had added VAT at 20%.

    It was easy to understand why the price tag was so large, though: each of the 77 cars built was completed to the buyer’s specification inside and out, and beneath the handcrafted aluminium body was an awe-inspiring 750bhp V12, then the most powerful naturally aspirated petrol engine in the world. (That title now belongs to the 6.2-litre 770bhp unit in the Ferrari F12tdf but, if the factory figures are to be believed, the One-77 is nonetheless the quicker car, topping out at a tyre-shredding 220mph.)

    It was devastatingly attractive, too – very recognisably a post-DB9 Aston, but with a don’t-mess, all-business aesthetic of its own. Unsurprisingly, in the years since 2011, those who were unable to secure a One-77 when new have been prepared to pay handsomely to acquire a used car. Handsomely enough, in fact, that values are already far north of the new price.

    ‘Used’ is probably the wrong word, for there are not many One-77s in the world that are driven regularly. Indeed, the car currently available through Aston Works has done just 900 miles, and presents in correspondingly pristine condition.

    Its first owner picked a combination of Pearl Black paint over a silver-and-black interior. That wouldn’t have been our choice, but we needn’t worry about that: not only do we not have £1,800,000 to spend, but the car is also unlikely to be available for long. The market shows that the world’s car enthusiasts have conferred classic status on the One-77 already. Getting hold of one will only get harder.
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    The original #Aston-Martin-DB4-GT was built between #1959 and #1963 / with eight of the original 75 in special lightweight form. Aston Martin has now announced it will build a further 25 lightweight cars, to original specification, each with 340bhp from their twin-spark straight-six engines. Production will commence in late 2017. It’s clearly the latest fashion: Jaguar, Lister and Shelby have all created continuation cars in recent years. McLaren F1 continuation model, anyone? #Aston-Martin-DB4 / #Aston-Martin / #Aston-Martin-DB4-GT-Lightweight /
    • No spurious 'lost' chassis numbers or factory fire mythology then. Just a pure profit motive. Ferrari must be looking at the auction prices of their bNo spurious 'lost' chassis numbers or factory fire mythology then. Just a pure profit motive. Ferrari must be looking at the auction prices of their back catalogue and considering the same thing. 250 'continuation' 250 GTOs anyone? And sod the authenticity.  More ...
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    / #2017 / #Aston-Martin-Vanquish-S / #Aston-Martin-Vanquish / #Aston-Martin /

    Aston Martin’s world may currently be consumed by all things DB11, but this doesn’t mean it has forgotten about the models that still have a few more years’ life left in them. Models such as the Vanquish.

    Now available in £199,950 Vanquish S trim, its 5.9-litre naturally aspirated #V12 has undergone a refresh, resulting in power climbing from 568bhp to 595bhp. The engine work includes a redesigned, largercapacity intake manifold to increase airflow at higher revs. The 0-62mph time drops three-tenths to 3.5sec as a result, but top speed remains 201mph.

    The eight-speed Touchtronic III auto gearbox gets a tweak, and so too the springs, dampers and anti-roll bars. There’s also a new aero kit finished in carbonfibre.
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    Enter the Dragon Bonhams, Goodwood, UK 10 September / #Aston-Martin-Speed-Model-Red-Dragon / #Aston-Martin-Speed-Model

    The #Aston-Martin Speed Model ‘Red Dragon’ is the star of the show. It was built in #1936 as the ultimate ‘Ulster’ Aston Martin for Richard Seaman, to challenge Germany’s sophisticated new BMW 328s in the most important UK race of the period, the RAC TT on the Ards circuit in Northern Ireland.

    Unfortunately, a win with the 2-litre Aston wasn’t to be. Seaman set the fastest lap in his class but the engine seized after 12 laps. The car was then sold to Dutch owner/driver Eddie Hertzberger, who raced it in the 1937 and 1938 Mille Miglia and in the Spa and Le Mans 24-Hour races.

    Amateur racing driver Dudley Folland acquired the car after World War Two. Folland had started his racing career as ‘Tim D Davies’, driving a Frazer Nash in the 1935 Le Mans before graduating to the Aston.

    John Polson, the specialist who consigned the car, says: ‘Folland chose “Red Dragon” because it was the most competitive British-built car available in the early years after the war.’ Folland finished third in the Paris 12-hour race at Montlhéry in 1948; a few weeks earlier he and co-driver Ian Connell had been holding second in the Spa 24 Hours until Connell crashed.

    Both races were won by the new Ferrari 166 Spider Corsa V12. Folland was so impressed by the Ferrari that he ordered one for himself – the first Ferrari in the UK – and in the meantime modified the Aston Martin with lightweight bodywork resembling the Ferrari’s. In 1949 he ran the Aston again at Le Mans, and in more recent years it has become well known at AMOC events.

    Now, still bearing Carmarthenshire-born Folland’s Welsh red dragon, it’s expected to fetch between £1.6 and £2m, more than the Ferrari 275 GTB also consigned to the Revival sale.
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    Aston Martin’s future is here. As important as the DB4 and the DB9 once were – perhaps even more so – the DB11 pioneers a new seven-car range. Words David Lillywhite. / #Aston-Martin-DB11 / #Aston-Martin / #2016

    We make no apologies for featuring the DB11 again. This is the first full drive of a production car, a car that brings in a critical new era for Aston Martin. It’s arguably the most important car in the company’s history, because the design and technology behind it will form the basic of another six new models, and – assuming it’s successful – it will financially support the last three of those new models.

    Everything has gone into this. It’s still pure Aston Martin in looks but a clear step forward – and in technology terms it’s a massive move on from the current range. The new all-alloy sub-structure uses more pressings than the outgoing VH architecture, with added alloy castings to further enhance its strength and versatility. Within virtually the same exterior dimensions as the DB9, an extra 65mm in the wheelbase and more efficient use of space means there’s significantly more leg and head room both front and rear. The engine is an all-new 600bhp twin-turbo V12, the transaxle the same ZF eight-speed auto, and the electrical architecture is sourced from Daimler.

    Aston wants there to be more distinction between each model in the range, which meant enhancing the DB11’s GT characteristics. So improved comfort, more relaxed behaviour at high speed and a better ride at any speed were all high on the wish-list. That it’s more civilised is clear from the first push on the ‘crystal’ key starter, because there’s now a soft-start pushand- hold option to mute the exhaust on startup. Fear not, however: the neighbour-baiting exhaust flare is still there on a standard start.

    It’s equally clear that the ride is smoother than the DB9’s, less prone to jiggling over rough surfaces, while the exhaust rumbles subtly above the faint whirr of the transmission. Definitely quieter than the DB9. The steering feels more fluid, though ironically it’s now electrically assisted rather than hydraulic, and the brakes are wonderfully progressive.

    Through the corners it’s precise but not razor-sharp in the softest ‘GT’ mode, a trade-off of the GT character, and every now and again the test car would lurch slightly mid-corner as if the rear dampers were overwhelmed. It was such a subtle effect that five seconds later you’d wonder if it really happened – but it did, and ex-Lotus handling guru Matt Becker said later at the press launch that software engineers were on their way to tweak out the behaviour.

    A flick of the suspension mode switch into Sport mode eliminates the ‘lurch’ with only the smallest compromise to the ride, the engineers deliberately avoiding the tooth-rattling firmness of previous Sport settings. If you want that, there’s Sport-Plus, best left for the track.

    There’s nothing about the DB11 that’s not an improvement on the DB9, and that includes the interior, which is even more exquisite. And of course the DB11 is quicker: 200mph and 0-62mph in 3.9 seconds. Retailing at £154,900, it signals an exciting new era for Aston Martin.

    Top and above. No rear spoiler to corrupt the lines thanks to new AeroBlade aerodynamic technology; interior is a huge step on from DB9’s; all-new aluminium structure.
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    EDITOR’S WELCOME. #Aston-Martin / #2016

    A celebration of British spirit. Imagine the scene, as two photographers attempt to herd nine Aston Martins into formation at Millbrook Proving Ground while five over-excited journalists insist on breaking ranks to try the cars around Millbrook’s tricky and twisty Hill Route.

    As you can see from the front cover, we managed to stay sensible for just long enough to photograph all the cars together. But for the rest of the day we were able to drive and compare each of the cars, which was absolutely fascinating, even though most of us had driven most of the Aston DB range before.

    In this case ‘we’ means long-term DB5 owner Andrew English, Aston Martin expert and Vantage magazine’s managing editor Peter Tomalin, supercar tester and Vantage contributor Jethro Bovingdon, Octane associate editor and Vantage sub-editor Glen Waddington - and me. The cars came via Aston Martin Works at Newport Pagnell and Aston Martin Lagonda at Gaydon, to see them arrive together was spine-tinglingly exciting.

    We’ve said many times before how different good and bad examples of the same model can be, and 1950s and ’60s Aston Martins seem to suffer from this more than most. But with these cars having come from Works, we had the great advantage of being able to compare top-quality machinery, which was a huge pleasure. To start off in the charming DB2 and work through to the high-tech new DB11 was a rare privilege.

    Favourites? Well, I won’t spoil it for you other than to say that my personal choice wavered between the perfect style of the DB4, the sublime DB6’s more practical compromise of looks and useability, and the ‘so wrong it’s right’ feel of the playboy DBS. And I have to add that the DB9 represents the absolute bargain of the overheated Aston Martin market.

    As for the DB11, I reckon Aston has nailed it. It’s clearly an Aston Martin, its clearly a step on. We’ve had a funny old time here in the UK (more on that on page 220) but Aston Martin still makes us proud to feel British. Read our 20-page extravaganza, starting on page 76.
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