Aston Martin has revived the Vanquish name for its latest V12 flagship, this time with the Ferrari 12Cilindri directly in its crosshairs. Replacing the DBS Superleggera, the third-generation Vanquish is the first to feature turbocharging and is the most technologically advanced yet. 

Powered by an 824 bhp 5.2-litre twin-turbo V12, the Vanquish accelerates from 0-62 mph in just 3.3 seconds, reaching a top speed of 214 mph. This performance is complemented by Aston Martin’s latest chassis technology, and for the first time, a bespoke carbon fibre body and interior - marking a notable departure from the parts-sharing approach of previous models.

Powertrain and Engineering

Prior to the car’s launch, rumours suggested that emissions regulations might force Aston Martin to replace the V12 with an enhanced version of the DB12’s V8, potentially ending a 25-year legacy. But as Aston Martin’s Chief Technical Officer, Roberto Fedeli, made clear: “It was inconceivable that a new Aston Martin flagship should be powered by anything other than a state-of-the-art V12.”

The Vanquish’s V12 is a heavily re-engineered version of the DBS Superleggera’s engine, featuring strengthened cylinder blocks, reprofiled camshafts, and redesigned cylinder heads. New turbochargers, capable of 15% higher maximum speeds, deliver quicker response and improved power delivery.

To manage the intense heat produced by an engine developing a specific output of 160 bhp/litre, Aston Martin has fitted the Vanquish with an upgraded oil cooler, offering a 50% increase in heat rejection.

A standout feature is Aston Martin’s innovative 'Boost Reserve' system, which stores excess boost by manipulating the throttle flap and wastegate positioning. This reduces turbo lag, ensuring sharp and immediate throttle response when full power is demanded.

While performance is paramount, the Vanquish’s V12 is also 30% more efficient in emissions terms and fully EURO 6 compliant. However, Aston Martin acknowledges that the required particulate filters have dampened the V12’s exhaust note, with augmented sound now piped into the cabin to compensate. This compromise can be mitigated by the optional titanium sports exhaust, which also shaves off 10.5 kg of weight.

Aston Martin’s Director of Vehicle Performance, Simon Newton is rightly proud of this new motor: “Vanquish brings another dimension to the revitalised Aston Martin range. The new V12 engine is a larger-than-life character, with immense torque from just above idle combined with a truly ferocious top-end. It really is an extraordinary engine.”

In comparison to Ferrari’s 6.5-litre naturally aspirated V12 in the 12Cilindri, the Vanquish’s power output is closely matched, but it holds a clear advantage with 737 lb-ft of torque available - an extra 237 lb-ft. The Italian counters with a dramatic 9,500 rpm redline, leaning on its high-revving character to offer a different kind of thrill.

Aston Martin pairs the V12 to a rear-mounted eight-speed ZF automatic transmission, connected by a carbon fibre propshaft. Power is channelled to the rear wheels via an electronic locking differential.

New Aston Martin Vanquish - Chassis and Handling 

The Vanquish is built on Aston Martin’s bonded aluminium architecture, shared with the DB12, Vantage, and outgoing DBS Superleggera. However, for the Vanquish, Aston has made significant structural improvements resulting in a 75% increase in lateral stiffness over its predecessor. Key changes include a stiffer engine cross brace, a revised front cross member, and more rigid rear suspension towers.

The wheelbase has also been extended by 80 mm between the front axle and A-pillar at the designers' request, giving the car a more bespoke, classic GT look.

With this added stiffness, Aston’s engineers were able to expand the operating range of the Vanquish’s Bilstein BTX adaptive dampers without sacrificing ride comfort. The newfound rigidity also means the suspension bushes can be firmed up to increase precision without compromising refinement. The Vanquish will come equipped with forged 21-inch alloys wrapped in bespoke Pirelli P-Zero PZ4 tyres.

Even with carbon fibre body panels and standard carbon ceramic brakes (which save 27 kg), the Vanquish is far from lightweight. Aston quotes a dry weight of 1,775 kg, but fully loaded with fluids it’s expected to exceed 1,900 kg. In comparison, the 12Cilindri weighs in at a claimed 1,560 kg dry, which could give the Ferrari a clear dynamic advantage.

To ensure the Vanquish handles as well as it looks, Aston has equipped it with an array of advanced electronic driving aids. The four-stage ESP system (On, Track, Off, Wet) works in harmony with the e-diff, which can transition from open to fully locked in just 135 milliseconds. In the Vanquish, ESP could just as easily stand for “extra sensory perception,” thanks to its predictive algorithms that anticipate vehicle behaviour, rather than react to it.

Another innovation is ‘Corner Braking 2.0,’ which adjusts the braking force distribution during trail braking, allowing the Vanquish to hold tighter lines through corners without sacrificing stability.

The steering system is an EPAS setup with variable, speed-sensitive assistance and 2.27 turns lock-to-lock, enhancing low-speed manoeuvrability. For added feedback, the steering column is mounted with non-isolated mounts, providing a more direct feel - similar to what was used in the DBS 770 Ultimate. Speaking of steering, Aston Martin has opted not to fit rear-wheel steering to the Vanquish, claiming RWS can add a synthetic feel to the handling dynamics whilst citing the weight penalty. Ferrari disagrees, with RWS fitted to the 12Cilindri.

Driving modes are kept straightforward with GT, Sport, and Sport+ settings. There’s also an individual mode that allows drivers to tailor the car's aggression and traction control assistance to their preferences.

Striking Exterior Design

The Vanquish has big shoes to fill in terms of style, as the DBS Superleggera was widely regarded as one of the most beautiful cars of recent memory. To meet those high expectations, the Vanquish has successfully distanced itself from criticisms of looking too similar to Aston Martin’s four-seat grand tourer, the DB12. For the first time, not a single panel is shared between the two models, and the Vanquish features a unique glasshouse. In fact, the only exterior component borrowed from another Aston Martin is the Vantage’s headlights.

This design freedom has allowed Aston Martin to incorporate influences from its more exclusive models, most notably the One-77, whose sculpted rear haunches and prominent front grille - now 13% larger than the DBS Superleggera’s - are echoed in the Vanquish. The bonnet features aggressive slashes reminiscent of the aerodynamic outlets seen on Aston Martin’s Formula 1 car, while the new ‘bow-and-arrow’ side vents seamlessly merge into bespoke doors.

Perhaps the most dramatic departure, however, is at the rear. The Vanquish is defined by a distinctive carbon fibre ‘shield’ and multi-rod tail lights, both drawing inspiration from the Valkyrie and Valour models. A prominent ducktail spoiler and rear diffuser replace the vented bootlid of the DBS, enhancing high-speed stability.

For customers seeking a more unified aesthetic, the contrasting carbon panel across the rear can be painted in body colour. The Vanquish also offers a choice of wheels, including star-shaped five-spoke alloys with a hint of Maranello influence, or a more traditional BBS-style multi-spoke design.

Finally a Bespoke Interior?

One of the biggest criticisms levelled at Aston Martin’s past flagships has been the near-identical interior design shared with its lesser models. The DBS Superleggera, for example, shared its dashboard and layout with the DB11 - a budgeting constraint many felt undermined its status as the ultimate luxury grand tourer.

The Vanquish attempts to address these concerns. At the heart of the cabin is a new centre console, unique to the Vanquish, with tactile controls and a reimagined layout. The digital instrument display further enhances the sense of modernity. While some switchgear and dials are still borrowed from the DB12, the updated configuration offers a more bespoke driving environment for Aston’s flagship, though the lingering sense of familiarity persists.

Unlike the DBS Superleggera and DB12, the Vanquish is a strict two-seater, with a carbon strut brace behind the seats to increase chassis rigidity, ruling out any 2+2 seating configuration. A panoramic glass roof comes as standard, however an optional carbon fibre roof is available for those prioritising weight reduction and dynamics.

Production, Price and Comment

Aston Martin plans to cap Vanquish production at 1,000 units per year, both to stay within CO2 regulations and to maintain exclusivity. Loyal customers will be offered priority slots. UK pricing for the Vanquish is expected to start at £333,000, positioning it competitively in the ultra-GT segment, where it will face stiff competition from rivals such as Ferrari’s 12Cilindri and the plug-in hybrid Bentley Continental GT. 

With its combination of power, cutting-edge driver aids, and classic proportions, the Vanquish is poised to present a more serious challenge to its main rival from Maranello. On paper, the traditional roles of Ferrari as the more nimble driver’s car and Aston Martin as the more luxurious GT seem set to continue. The 12Cilindri is significantly lighter, with a shorter wheelbase and rear-wheel steering, all of which suggest it will be the more agile and responsive car. You’d also expect it to be friendlier at the limit, thanks to the naturally aspirated engine’s linear power delivery.

However, Aston Martin’s recent focus on dynamic precision - bolstered by the hiring of ex-Ferrari personnel - has already borne fruit, as evidenced by the critical acclaim for the DB12, revised V8 Vantage, and DBX 707. The Vanquish may well surprise those who expect it to lag behind its Italian rival in handling prowess.

It will be fascinating to see how this battle plays out, though I personally remain cautious. I’ve never been a fan of legacy manufacturers realigning their well-established brand values. Aston Martin doesn’t need to go head-to-head with Ferrari in a game it has dominated for decades; instead, it should focus on refining its own strengths - particularly addressing the over-familiarity between models and interiors.

But that’s a conversation for another day. For now, it’s worth celebrating the fact that Aston Martin has committed to keeping the V12 engine in production until at least 2030. This is just the beginning of a new chapter in the brand’s storied 12-cylinder legacy.

Vanquish vs. Ferrari 12Cilindri

All the key talking points and performance claims for the fierce rivals