Aston Martin’s new Vantage arrives with a clear mission; to reclaim its spot as one of the purest and most engaging front-engine, rear-wheel-drive sports cars on the market.
With a 489kW twin-turbo V8 (yep, almost 500kW), a perfect 50:50 weight distribution, and a reworked chassis designed for sharper response, this latest iteration promises to be the most driver-focused Vantage yet.
We’re at Sydney Motorsport Park for this test to see how it all shapes up. With some long straights and a mix of tighter bends and bigger sweepers, it’s the ideal spot for a first taste.
2025 Aston Martin Vantage: Specifications
Engine: 4.0-litre twin-turbo V8
Output: 489kW@6000rpm / 800Nm@2000-5000rpm
Gearbox: Eight-speed auto
Drive type: Rear-wheel drive, e-diff
Wheels: F: 21×9.5, 275/35 R: 21×11.5, 325/30Tare weight: 1657kg
Power-to-weight: 3.38:1 (kg:kW)
Official consumption: 12.1L/100km
Fuel tank/Fuel type: 73L/98 RON
Power efficiency: 40.41kW:L/100km
0-100km/h (claimed): 3.5 seconds
Starting price: $410,000
2025 Aston Martin Vantage: How much does it cost?
The latest model is priced from $410,000 (excluding on-road costs). That puts it squarely in between the Porsche 911 Carrera 4 GTS coupe (from $400,200), and the McLaren GTS (from $436,615).
Although the price has jumped up from the previous Vantage coupe of 2023, which was listed at $319,200, you’ll be pleased to know this new model offers significant gains in power and handling, and a big leap in technology over the predecessor, helping to justify the price hike somewhat.
2025 Aston Martin Vantage: Performance & handling
Under the bonnet you’ll find a 4.0-litre twin-turbo V8 designed by Mercedes-AMG. It produces a colossal 489kW and 800Nm, translating to a relentless surge of acceleration from just above idle to its 7200rpm redline. Hooked up to that is a revised ZF eight-speed automatic transmission, which is quicker to react in manual mode, with crisp, rapid shifts supported by rev-matching during downshifts.
With 0-100km/h dispatched in a claimed 3.4 seconds, this thing is brutally fast. A shorter final drive ratio results in explosive in-gear acceleration. It leaps forward and pushes you back hard into your seat. There’s also a new Launch Control system to better manage off-the-line grip.
From the first lap, the new Vantage immediately feels sharper and more composed than its predecessor. Steering feedback is increased thanks to a new non-isolated steering column for the electric power steering system, so it offers unfiltered communication between the front tyres and the driver’s hands.
Turn-in is razor-sharp. It responds instantly to even the smallest inputs. But it’s not touchy or over-sensitive either. This strikes a perfect balance. I wouldn’t go as far as saying the steering feel is superior to a Porsche 911, but this is proper driver’s car stuff, with a distinct Aston Martin flavour. All in a good way.
Grip is provided by a set of Michelin Pilot Sport S 5 tyres, specially developed for Aston Martin (see ‘AML’ stamped on the sidewall). These measure 275/35 on the front and a whopping 325/30 on the back, helping to provide exceptional grip with progressive breakaway characteristics. Oversteer is both predictable and easy to control, but it’s also fun judging how to remain within the grip threshold, gently squeezing in more and more power with each lap until you feel totally confident – did I mention this engine is extremely powerful?
And that’s the engagement level that has increased here. This is very predictable. There is a great deal of communication coming back through so you know the exact moment when the tyres are near their limits. Take this to a track day and you’ll be thoroughly entertained the whole day analysing and testing this stuff out.
At the back the electronic differential (E-Diff) is a masterpiece on the track. Unlike a conventional limited-slip differential, it continuously adjusts the torque split between the rear wheels in real time. Under hard acceleration out of corners, it keeps the car stable while still allowing for controlled powerslides when the driver dials back the traction control. In tighter corners, power can be sent to the outside wheel to help pivot the car around.
The Vantage’s driver settings are highly configurable as well, allowing it to transition from a controlled road car to a track machine. There’s an Adjustable Traction Control (ATC) system that offers multiple levels of slip control, enabling drivers to gradually build confidence before switching off the electronic aids entirely.
Selectable via a rotary dial, ATC ranges from moderate stability control intervention (Level 1) to full driver control (Level 9). Lower settings help manage hot tyres or wet track conditions, while higher settings allow for full-throttle slides without abrupt electronic intervention. During our test media were limited to Level 5 – check out the on-board video below to see what sort of slip it offers.
At Level 5 you only need to apply a small amount of throttle and hold it there to maintain a slide. If you apply more throttle in an effort to power out of it, the traction control will step in more noticeably. So instead, just keep you ankle rigid at 20-25 per cent pedal depression to maintain a smooth transition out of a slide.
This is all thanks to the Integrated Vehicle Dynamics System, which monitors six different axes of movement (roll, pitch, yaw, heave, surge, and sway). The system ensures ESP intervention is precisely tailored to the driver’s inputs. The idea is that it offers more natural and progressive handling at the limit.
There is also a Track Mode which basically fast-tracks the system to a suitable mode for track driving, while maintaining a level of stability and safety. The adaptive dampers stiffen, throttle response sharpens, and steering assistance is reduced for a raw feel.
Speaking of suspension, the new Vantage comes with Bilstein DTX adaptive dampers and stiffened front and rear mounting points, keeping body roll to a minimum without compromising compliance. With 29 per cent more stiffness under cornering loads, the rear end feels superbly planted as well, at least on the track. We’ll be doing an on-road review soon. But on first impressions, the suspension seems to offer a wide range of adjustment, and in its max-attack mode, it’s as stiff as you need for the track.
Braking performance is also exceptionally strong. As standard it comes with 400mm front and 360mm rear discs that offer great pedal feel, with a firm initial bite and excellent fade resistance. For those seeking ultimate stopping power, the optional carbon ceramic brakes (as tested) reduce unsprung mass by 27kg and provide fade-free performance even under repeated high-speed braking. This is definitely an option to consider if you’re planning to attend track days regularly.
2025 Aston Martin Vantage: First impressions
There is no shortage of power and speed, that’s for sure. The new Vantage is monumentally rapid through the gears, and it sounds glorious when under load and at full throttle – Aston Martin literally has an engineering sector entirely devoted to making sure its vehicles sound just right.
On the track, this is a big step up from the predecessor because it is more engaging. It talks to you and you can talk back as you find its limitations and explore its potential. It’s not a dedicated track car, but you could treat it as one. But then drive home in trademark British refinement and luxury. I want one, and a subscription with Michelin.
2025 Aston Martin Vantage: Video
