(Continued: Page 2 of 2)
The Garmin navigation system, however, still feels decidedly old-school, as does entering destinations or searching for POIs character by character via the control wheel. Aston can't get on board with CarPlay or MirrorLink (or both) soon enough. There's also little in the way of driver aids beyond traction and launch control, with no adaptive cruise or lane departure warnings. The car does at least offer two USB ports and a further two cigarette-style power outlets, so recharging all of your many and varied devices will not be a problem.
Should you be thinking about taking three passengers, the Vanquish does offers optional rear seats -- though the term "seat" is somewhat generous. After one attempt at sitting in the rear of this car I think it's safe to say that those two spots should only be occupied by bags, small pets, or very young and tragically legless children.
Overall the interior is a very comfortable, luxurious place to be, but I have to point out one thing that felt a bit low-rent: cabin rattles. At certain speeds and certain engine revolutions per minute on certain roads a very faint buzz could be heard coming from somewhere in the back of the cabin. I'm not talking about the sort of twang you can expect from an early '90s Subaru that's spent a couple hundred thousand miles dominating gravel roads, it was more the sort of thing that had me asking my wife, "Do you hear that?" Indeed, she did.
Thankfully the 100W Bang & Olufsen sound system is epic and more than capable of drowning out any cabin distractions, or indeed nearby thermonuclear detonations, but it's safe to say rattles aren't the kind of thing you'd expect on a $280,000 car -- particularly one with only about 1,500 miles on it. (We spoke with Aston Martin about the rattles, who assured us such noise is not acceptable and that any such distractions would be fixed under warranty in a customer car.)
As with other modern Astons, you fire up the engine by inserting the crystal key into a slot high in the center console, pressing it for a moment until all 12 pistons are moving at a speed suitable for sustainable combustion. The mechanical whir of the starter is quickly replaced by the snarl of ignition. You may get bored with the process of holding that key in the dash to start the car, but you will never tire of the sound of it firing up.
Disengage the blissfully manual hand brake, a long lever tucked between the left side of the driver's seat and the door, press the D button on the dash, and away you go. The car purrs quietly and shifts smoothly by default, the transmission routinely dropping the revs down to idle territory to salvage as much efficiency as is possible from that 6-liter lump up front. (The car is EPA-rated at 13 mpg city, 19 highway, and 15 combined. We saw 14.9 mpg in our testing through a mix of driving conditions.)
Press the S button on the steering wheel and the transmission gets rather more aggressive, holding revs for longer and downshifting more eagerly into turns. Still, though, it's far from a racing experience. To properly work the engine you'll want to reach for the paddles mounted behind the steering wheel. Tapping either one pops the car into manual mode. Here the car is mostly responsive to your commands, but you'll never mistake this for a racy dual-clutch model or anything of the sort. You'll get the shift you want most of the time, but you may need to wait a moment to get it.
Sport mode also opens a valve in the exhaust, giving you a more sonorous experience to match the rush of power found in the upper reaches of the rev range. This tachometer goes up to 8,000 and you'd be well-advised to venture up there as often as road conditions (and speed limits) allow. The engine really comes to life at higher revs, building urgency all the way until you're forced to shift up. It's gentle and tractable at lower revs, almost boring, but a brute at full song.
The motor is paired with launch control, a first for an Aston. Press the LC button, hold the brake with your left foot, and then floor the gas with the right. When you're ready, side-step off the brake and away you go. It isn't a kick in the pants like a(video) or a GT-R, more of a civilized rush. Really, though, it feels like the party is just beginning when the car hits 60 mph after about 4.1 seconds. Getting to the top speed of 183 mph will take a bit longer.
Another button on the steering wheel toggles suspension modes between comfort, sport, and track. The differences here seem less dramatic than in the Rapide S, but are still quite noticeable. Still, even the "track" setting is reasonably comfortable on the street.
Regardless of settings the car does well on twisty roads, with prodigious amounts of grip provided by the Pirelli P Zeros at all four corners. But, with the plush seats, the compliant suspension, and a 3,850-pound curb weight, this is obviously a car meant for the more sweeping sorts of corners, and those it handles with aplomb.
The 2014 Aston Martin Vanquish Coupe is indeed a great car for covering lots of miles. The question, of course, is whether this is the best grand tourer you can buy for your $298,200, which is what our example came out to with a few choice options. (Base price is $279,995.) It's difficult to directly compare this car with either the Ferrari or Bentley that we mentioned earlier, which offer experiences that cater to opposing ends of the GT scale, as the Vanquish is rather its own thing.
It is, in short, an Aston Martin, and as we concluded about theearlier, this is not a machine for everyone. The overall technology package, though improved, still lacks features found in many budget sedans, the transmission favors comfort over crispness, and this is a strictly one-passenger affair. However, well-heeled buyers looking for the sophisticated choice could do far, far worse, and would likely find themselves smiling quite eagerly whenever picking up this car's crystalline key. Doubly so when that V-12 barks into life.