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  1. <Aston Martin V12 Vantage officially coming in 2022 Aston Martin’s dreamy small body/big engine combo is back, a new V12 Vantage is coming next year The Aston Martin V12 Vantage is officially on its way for the 2022 model year, with confirmation a top-spec Vantage is set to return to top the current Vantage range. Destined to follow the well-trodden and desirable path of shoehorning Aston’s most potent engine into its most compact model, the new V12 Vantage has already been spotted in its development phase and so far promises to be one of next year’s most exciting supercars. Official details are still scarce, but we do know that Aston Martin will be utilising a twin-turbocharged 5.2-litre V12 engine borrowed from both the DB11 and DBS models. Peak power is unconfirmed, but we suspect given the DBS’s flagship status that power will instead reside somewhere between the DB11 AMR’s 630bhp and the 700bhp of the DBS. Like all modern Aston Martin sports cars, power will likely be sent through an eight-speed automatic transmission sourced from ZF, rather than the Mercedes-sourced nine-speed found in the new DBX. This is mostly due to its location on the rear axle, which will also help the inevitable shift in weight distribution given the considerable weight gain from the V12 engine. We also know that both Vantage and DB models are due an update in the near future, suggesting that the V12 Vantage might introduce some of these elements, some of which might have already appeared in the limited-run V12 Speedster. This might include an adoption of the V12 Speedster’s dash layout, which is completely different to both the current Vantage and DB, incorporating more touch-sensitive control elements and a larger touchscreen interface that features a newer version of Mercedes’ MBUX interface. Exterior styling should also be given a substantial update to coincide with the V12 engine, incorporating new front and rear bumpers alongside a modern interpretation of the distinctive slatted bonnet that dominated the previous generation V12 Vantage’s aesthetic. We’ll have to wait until next year to quantify these ruminations upon its reveal, but the one thing we do know is that this V12 Vantage won’t be a limited edition, but rather a final edition, as Aston Martin has since confirmed that it won’t produce any more V12 Vantages after this model’s production run is through. With tightening emissions regulations, and the push towards new hybridised powertrains in its future supercars like the Valhalla, it looks like time is being called on this most iconic of Aston Martin nameplates, but let’s just be thankful we’ve got one more generation to enjoy.>
  2. Ferrari Roma: the lowdown on Maranello's Vantage source: https://www.carmagazine.co.uk/car-news/first-official-pictures/ferrari/roma/ ► Front-engined hardtop weighs in at an estimated £180k and 611bhp ► All-new infotainment and cockpit ► Based on the Portofino but lower, lighter, faster Ferrari has unveiled the Roma, a new front/mid-engined coupe with 2+ seating (even Ferrari isn’t claiming anyone can fit in the two rear seats…). The car uses a heavily modified Portofino spaceframe and a new version of the twin-turbo V8 that debuted in the mid-engined 488. Priced at just over 200,000 Euros in Italy (expect a UK price around £180k), the Roma will reach first customers next summer. It is nothing less than the fifth new car Maranello’s introduced this year, and fleshes out the less expensive end of a range now capped by the mid-engined hybrid V8 SF90 Stradale. How much Portofino is there in the Roma? Ferrari is adamant the Roma isn’t simply a coupe version of its existing folding hardtop, but the parallels are clear; same fundamental mechanical architecture, closely-related engine, same wheelbase (2670mm). Key differences are a new interior, complete with SF90-derived driver’s display and touchscreen interface, the all-new aluminium body and a new transaxle gearbox. The eight-speed twin clutch unit is related to that of the SF90 Stradale, and is both 6kg lighter than the Portofino’s seven-speeder and capable of faster and more comfortable shifts. What’s under the hood? The Roma’s engine is a reworked version of the twin-turbo V8 that debuted in the 488 GTB, and has since been crowned engine of the year no less than four times. It’s a sublime engine, one that wears its forced induction lightly, with a searing, almost naturally-aspirated rush to the redline absent in many turbocharged V8s. The unit’s been worked over pretty substantially for the Roma, delivering a 30-35bhp power increase, though some of that’s been negated by the need to meet new emissions regulations, and to fit petrol particulate filters in the exhausts. Peak output is 611bhp at 7500rpm. The Portofino taps out at 592bhp. The engine work runs to new cams with increased lift, reduced back-pressure in the exhausts and new sensors in the turbos, able to precisely monitor the turbines’ speed and therefore let Ferrari safely wring more from them without showering the engine bay with shrapnel. As well as reclaiming the power lost to the new particulate filters, chief technical officer Michael Leiters also claims the exhaust sound has survived intact. While the Roma’s platform is hybrid-compatible, Ferrari is at pains to point out it has no plans to offer a hybrid Roma. Soft ‘n’ bouncy GT or front-engined sports car? Naturally, Ferrari is adamant that the Roma is both. ‘The difference between the two is quite theoretical,’ explains Leiters. ‘In the past, a GT was a sports car you could use every day. That’s exactly what we have in the Roma.’ He also refutes suggestions that his team’s done little more than pop a roof on the Portofino. ‘The architecture is shared with Portofino but 70% of the chassis and the spaceframe is new or substantially modified,’ says Leiters. ‘The spaceframe is 10% stiffer than the Portofino’s, plus you have the roof bringing additional stiffness. Of course, we worked to reduce the weight as well increase the stiffness. [Ferrari claims a 1570kg kerb weight for the Roma, versus 1664kg for the folding hard-top Portofino]. The spring and damping rates are different also, because of the reduced weight and lower centre of gravity.’ With its engine pushed right back in the nose, for a front/mid-engined layout, the Roma promises to be a serious driving tool, despite the GT billing. Likely to feature adaptive dampers as standard in the UK, the car also boasts a lower centre of gravity than the Portofino and less weight to hold it back. In line with the car’s billing as a Ferrari for people previously too afraid to buy a Ferrari, the Roma also gets Ferrari’s latest suite of assistance systems; Side Slip Control 6.0 and Ferrari Dynamic Enhancer, to keep giddy pilots out of the wall while also making Gilles Villeneuves of all of us. And the inside story? The all new cabin uses a twin cockpit them, with snug environs for both driver and front passenger, with the passenger also getting their own digital display. The drivers gets Ferrari’s new, more digitised steering wheel and the ultra-crisp new driver’s display, a multi-function, very beautiful 16-inch cluster with three-dimensional curvature and the ability to show the standard Ferrari display – giant rev counter, flanked by everything else – or, for example, a giant map instead, a la Audi Virtual Cockpit. On the centre console you’ll find the 8.4-inch vertical touchscreen. This similarly crisp interface debuted on the SF90, and sits above a neat layout of powertrain controls designed to echo the old open gate of Ferrari’s great manual ’boxes. The two rear seats are firmly occasional use only, with the back of the driver’s seat already up against their leading edge if the driver’s even remotely tall. What’s the competition? Tricky. Fans of the weather – good and bad – will look to the Portofino, or wait for the new Porsche 911 Turbo S convertible perhaps. Think front/mid-engined and you think of Aston’s (significantly cheaper) Vantage, which weighs 1530kg dry with all the light-weighting options in place, versus 1472kg for the Roma without fluids. The standard Vantage uses a 503bhp AMG-sourced twin-turbo V8 and can sprint 0-62mph in 3.6sec, and the £150k Vantage AMR is no more powerful and actually slower to 62mph in manual guise. Like the Roma, the DB11 is a front/mid-engined 2+2. It comes in £150k, 503bhp V8 or £175k, 630bhp V12 AMR flavours. Then there are the two-seat, mid-engined options, notably the idiosyncratically Honda NSX hybrid and McLaren’s new GT, which is close on price, makes more power and weighs about the same as the Ferrari Roma, but lacks the second row of seats.
  3. https://www.straitstimes.com/lifestyle/motoring/ford-agent-lands-byd-dealership I'm excited by the prospects of the introduction of BYD cars, but I'm apprehensive about Vantage Motors as their agent... Their track record with Ford has not been the best.. As for the idea of buying an electric car, there's a whole debate on how green they really are, especially when you take into account the carbon footprint of making the battery and it's disposal. As for buying Chinese, that's ok, there are different levels of QC - their local Chinese market ones can be quite nasty, but their better ones are very impressive. I think they will want to put their best food forward.. and already BYD cars are being used as taxis.. Vantage will be pleased, their business has been rather slow recently.. BTW mods: BYD is not a selectable option in the list of car brands for discussion... FYI...
  4. We've been expecting you: full details on Aston's twin-turbo, 503bhp V8 super coupe https://www.topgear.com/car-news/big-reads/all-new-aston-martin-vantage “This is our dedicated sports car. It’s simple, pure energy, it’s a hunter. It has a flick in the tail and the lowest nose we’ve ever produced. If the DB11 is a samurai sword, this is a scalpel.” That’s design director Marek Reichman giving us a hands-on intro to the new Aston Martin Vantage. He’s fully spooled up now, arms flying everywhere, his language getting more design-speak by the second. I’ve pressed the pause button here, on his sword/scalpel analogy, not to point and laugh at some marketing guff, but because in truth it’s rather key. We are witnessing the rebirth of a company, one that’s emerging from a decade where its products overlapped and leaked into one another like layers on a sub-standard trifle. Shored up with new money and new management, there’s now an ambitious plan in place that, should it work, will deliver seven new standalone models (one every nine months) between now and 2021 – and that’s not counting derivatives and cherries like the Valkyrie and continuation DB4 GTs. The first of these seven pillars is the DB11, the Vantage is number two followed by new Vanquish, DBX, a mid-engined supercar, Lagonda 1 and Lagonda 2. In that order. Success hinges on differentiation – creating clear daylight between each pillar, and that’s precisely what’s happening here. Seen any DB11s painted in Radioactive Lime recently? Didn’t think so. And the Vantage’s official launch colour is just the beginning of the changes that make this the Aston for people who enjoy the art of driving fast. The bonded and riveted aluminium structure is, of course, descended from the DB11 – everything from the A-pillar forward is carried over untouched (new crash structures are prohibitively expensive to develop), but 70 per cent of the components are unique. A 280mm reduction in length is down to lopping out a section where the rear seats would be, while, unlike the plusher DB11, the rear axle sub-assembly ditches any rubber bushing and is solid-mounted to the chassis, sacrificing some refinement for more immediate reactions. At 1,530kg dry, it’s 170kg lighter than a DB11, but, to be fair, that’s not saying much. More telling is that it’s a few kilos heavier than a 4WD Porsche 911 Turbo (Porsche quotes 1,595kg, but that’s with all its fluids on board, which weigh well over 100kg). Expect the kerbweight to lighten up a bit in a year’s time, though: that’s when you’ll have the option of substituting the eight-speed ZF auto available from launch, with a manual. Happy days. The engine? We know it well, but that doesn’t make an AMG-sourced 4.0-litre twin-turbo V8, recalibrated by Aston to produce 503bhp and 505lb ft of torque, any less titillating. Claimed performance – 0–62mph in 3.6secs and 195mph flat-out – is nudging supercar country, but then so too is the starting price of £120,900. For £20k more, you can have a Mercedes-AMG GT R. Fortunately, the Vantage’s chassis game is strong. Double-wishbone suspension at the front and multi-link at the rear is familiar stuff, as are the adjustable dampers all-round as standard and torque-vectoring by braking. But this is the first Aston to feature a new e-diff that trumps a purely mechanical LSD, Aston says, by going from fully open to 100 per cent locked in a just a few milliseconds. There’s also new bespoke Pirelli P Zeros, and three driving modes: Sport, Sport Plus and Track, that gradually ramp up the damping, throttle response, e-diff, torque-vectoring, steering weight (electromechanical, 2.4 turns lock to lock) and racket from the exhausts, while slackening off the stability control. There is much technology at work, then, but this is also the first Aston to be completely set up by their ex-Lotus ride and handling chief, Matt Becker… and it’s his kind of car. The DB11 he tidied up, filed the edges; here, he was given carte blanche and a dream package to work with. Matt, we’re expecting big things. But driving it is for another day. Now, I’m tracing Reichman’s steps as he stalks his way around the car, index finger on chin, as if he’s still finding new and exciting angles on his work. “This project was really like taking a racecar onto the road, so we needed a different language. It’s purer, it’s more elemental.” Starting from the front – the nose has Bond’s DB10 written all over it; the lights are small and aggressive with a front splitter below smuggling smooth air under the car. The front flanks are defined by ‘side gills’ riddled with bullet holes, while the back wheels are stretched to the rearmost corners where they punch through the car’s skin. Right around the back, you’ll find the real drama, with a full-width light strip, uncapped exhausts sticking out like sawn-off shotguns and a proper functioning diffuser. There’s nothing active here. No flaps or air curtains, just a flat underfloor and a ducktail spoiler, more for stability than big downforce – that’ll come later with the hardcore AMR editions. Normally, we prefer to leave the design decisions to your eyes (who are we to tell you what does and doesn’t look good?), but on this occasion, I’ll allow myself an opinion… it’s taut, exciting and exotic in a way a 911 doesn’t want to be and an F-Type can’t be. With one caveat – like the DB11 it’s very spec dependent. This car is an all-screaming, all-raving version with carbon roof, carbon sills and carbon diffuser, and it’s the one to go for. If you want subdued, go for the DB11, although we’ll understand if you want to tone down the paint. Inside, you can see the bits borrowed from Merc (screen, pointless mouse-style touchpad), but the good news is it’s a complete rethink from the DB11. Feeling fruity? You can have your centre console caked in body-coloured bits, or carbon or piano black if you’re feeling less shouty. Gone are the DB11’s haptic feedback surfaces, replaced with physical buttons because “given the more frenetic driving experience, you want an actual click to tell you a button’s been pressed,” says Reichman. The paddles have grown for the same reason. There’s a bit of a boot, too – 350 litres, to be precise… more than double what you get in a 911’s nose, but then that has back seats for your overflow. Will there be a V12 version? We hope so, but Reichman wouldn’t confirm, preferring to stir the speculation pot by reminding us that the engine bay is shared with the DB11. So we know it’ll fit and why go to the bother of developing a new twin-turbo V12 if you’re not going to spread the costs? Besides, knowing CEO Andy Palmer, the idea of a V12 hot rod will be too tempting to resist. But will it be the Vantage or the DB11 at the heart of this born-again company? It’s a question that leaves Reichman a bit stumped… “I think, maybe this does define our core more than a DB11. If DB11 is about style, this is about developing something you can take racing, and that’s what Aston stands for. When they all line up at Le Mans next year, it will be this next to Porsche, Ferrari, Ford and BMW. We want to win with this car.”
  5. The British sports car maker has announced that it is close to selling out the entire first year of its new Vantage's production. As reported by Bloomberg, the company’s CEO Andy Palmer, announced that 80 percent of its private customers bought the car when it was shown to them. “Most of our production for next year is already sold out,” Palmer said. He declined to specify production volumes though. The new Vantage is part of Aston Martin's effort to match up with brands like Porsche and Ferrari. “What we’ve tried to do with Vantage is make it aspirationally younger, cooler, better,” Palmer explained. With the help of the DB11, sales of Aston Martins have increased by 65 percent over the first nine months of 2017.
  6. It was a bright and sunny day (which rained really heavily a while later) and I had my jaw drop as I pulled my car into a carpark somewhere in Holland Village when my attention was frozen by a shiny Aston Martin DB7 Vantage parked in the same carpark. Complete with its 18" Bridgestones and thoroughly polished and glimmering in the sun, I debated for what seemed to be an eternity whether I should tag it with an MCF flyer. But, alas, "no" was the eventual answer, especially after some prompt sms-based consultation with some pals, I did not, for fear of being charged with scratching the immaculate paintwork and being visited by the neighbourhood mob for my actions. And thus, I left the SDU-plate car alone which a while later left the carpark, possibly out of fear of this one clown who kept scrutinising it from every possible angle. And this is even before I recovered completely from the shock of seeing a Bentley Arnage Red Label parked outside my office on Friday. Which led me to wonder - exactly how many of such financially overly-well-endowed people are there in S'pore and whether any of them would care to help boost my personal financial standing in society. The End.
  7. Aston Martin has confirmed it will be changing the name of its Vantage GT3 to ' GT12' due to a battle with Porsche over rights An Aston Martin spokesman has confirmed the brand will be changing the name of its motorsport-derived Vantage GT3 due to a legal dispute with Porsche. First seen at the Geneva Motor Show last month, the new model will now be called the 'Vantage GT12' because Porsche claims it has exclusive rights to the GT3 moniker. The dispute is claimed to have been dragged out over a few months, and involves Porsche's claim that it exclusively owns the 'GT3' branding when it comes to production road cars (as it has used the name on its hardcore 911 GT3 sports cars). Aston disagrees with this claim, saying the name has "global recognition" as a racing series, in which many brands produce GT3 race cars.Aston's disagreement stems beyond personal feelings, as the spokesman claimed the press or public don't consider GT3 a specific brand name "as they, like us, use 'GT3' to describe the origins and characteristics of certain types of car". It's a questionable move from Porsche as Bentley, another VW-Group subsidiary, has a GT3-branded version of its Continental GT on sale. Despite the disagreement between the two firms, Aston refuses to get involved in a legal fracas that could cost time and money, and "would prefer to focus our energy and investment on the car and on making sure our customers receive the best possible Aston Martin".To avoid the issue, the track-biased new Vantage GT3 will now adopt the 'GT12' moniker instead, which itself "captures the spirit of GT racing in all its forms and, of course, nods to the V12 engine". In the spirit of long-standing British humour and one-upmanship, GT'12' could also be seen to have a subtle dig at Porsche, as of course one + two does equal three
  8. Another year, another racing Aston Martin. This time around it has previewed their revised for 2011 Vantage GT4 that will compete in various GT races around the world. The Vantage GT4 variants have to date competed in the FIA GT4 class races like the 24hour endurance races at the Nurburgring, Dubai and at Spa Francorchamps in Belgium. It also competes in its own one make series, making this Vantage racing program a very profitable race car program for Aston Martin. The Vantage GT4 isn
  9. as advertisement on autobac's Vantage engine oil package,consist of 4L 5w30 Vantage engine oil,oil filter and 12 pt checks with free 4L Vantage engine flush all at $98 do you think is worth it? oil made by mobil in japan
  10. [extract] In 2007 Aston Martin launched its limited edition (480 units in total) motorsport inspired N400 V8 Vantage based model to celebrate its achievements in the Nurburgring 24Hours Endurance Race. Now three years later, Aston Martin has decided to do the same again. Another limited edition Aston Martin called the V8 Vantage N420. Based on the V8 Vantage, the smallest of the Aston Martin coupes, bar that abomination
  11. Hello all, I ordered an Aston Martin Vantage v12 2 months ago, does anyone know where to get the wide bodykit? Something like this Thank you http://cache.jalopnik.com/assets/resources..._Martin_GT2.jpg
  12. http://www.worldcarfans.com/110020924469/a...irst-spy-photos
  13. Hi , autobacs having sale of their in-house brand oil. Vantage 5w30, 4l white tin SGD35 Vantage 5w30, 4l gold tin SGD65 Vantage 5w40, 4l silver tin SGD44 Any reviews on these?
  14. Aston Martin launches the V8 Vantage - the third model from Aston Martin Aston Martin has issued the following press release: Aston Martin unveiled the production version of its eagerly awaited V8 Vantage at the 2005 Geneva International Motor Show on Tuesday 1st March. First shown as a concept car at the 2003 North American International Auto Show in Detroit, the V8 Vantage immediately caused a worldwide sensation as it allows Aston Martin to enter a new sector of the premium sports car market with a genuine alternative to other cars that are currently on offer. Deliveries of the V8 Vantage to customers in the UK and Europe will begin in late summer and in North America and the rest of the world by the end of the year. It will be built at Aston Martin
  15. Having got a sneak ride in an AM V8 Vantage prototype, Auto Express has this to report: Aston Martin V8 Vantage [/size] ess than a year after launching the acclaimed DB9, Aston Martin is poised to release its next world-beater: the V8 Vantage. Conceived as a rival to Porsche's 911, the V8 vantage is entering the final stages of an exhaustive two-year development programme. This has seen prototypes cover a total of two million miles, in locations as diverse as the scorching heat of Dubai, the freezing cold of Sweden and the punishing N
  16. Has anyone tried their house brand before? Read its from Exxonmobil and repacked in Japan, can't find any more info as its all in Jap. 0W20 is retailing @ S$48 which I find pretty reasonable for a API SM and GF-4 rated oil. Incidentally, M1 0W20 is also API SM and GF-4 rated. Pic taken from http://minkara.carview.co.jp
  17. I kept seeing these cars on the road these days. Am beginning to think that it looks fantastic!
  18. today I went to autobag and saw the this oil. Anybody ever tried ? I also saw Mobil 1 5w30. Its only $69. Any comment please.
  19. Been there and checked. They are having an anniversary sale of some kind. It is selling for 36 something for a 4L can. Not bad at all. Someone might want to check it out.
  20. It may be a 'chop' photo, but how can this NOT HAPPEN???
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