The adrenaline shifts into overdrive the instant we turn off the motorway. The Vantage uses the so-called VH platform, which provides a light and rigid backbone to which the suspension, the drivetrain, and the body panels are attached. Made of 150 different aluminum castings, extrusions, and sheet sections, the VH structure makes extensive use of adhesive bonding.
The route to Scarborough takes us through farmland dotted with heather and fern, the rolling hills separated by valleys of varying depth and width. The few villages look more like small stone fortresses, each built around a church, a school, and a pub. Up here, the roads are typically lined with one of two dramatically different surfaces: shiny asphalt and coarse tarmac. Both surfaces tend to feature a raised centerline that drops away toward the ragged edges, so that you get a full spectrum of camber changes in addition to the usual mix of longitudinal grooves, potholes, transverse ridges, and cattle grids. The test car is shod with Bridgestone Potenza RE 050A tires, 235/40YR-19 in the front and 275/35YR-19 in the back. These sizes read like a recipe for tramlining, but the Vantage is actually not too bothered by the footprints of trucks and buses. It tracks as a matter of course, requiring few corrections at the wheel. The ride comfort is fine on most pavements, but a combination of low speed and certain corrugated surfaces submits the beefy body structure to irritating oscillations. No, this is not a big issue for a sports car, but it clouds an otherwise spotless picture.
To sample the old-world charm of Scarborough, we head to North Beach, where our Aston Martin is the undisputed star of the busy rush hour, garnering plenty of thumbs up and even a heart-stopping pat on the roof. On the street-cred scale, the chunky V8 Vantage is every bit as good as the even flashier Vanquish. But it also scores on the back roads, mustering a clear weight and size advantage that compensates for the power and torque deficit. At 3462 pounds, the Vantage is 330 pounds heavier than a Carrera S, but it undercuts the DB9 by more than 500 pounds. The notably lighter front end, which turns in more eagerly and is less prone to mid-corner understeer, makes a big difference in the handling of the car. On the debit side, the excessive turning circle is a sometimes embarrassing trait seemingly common to all Astons.
The route to Blackpool takes us through the picturesque Yorkshire Dales. This area has it all: 125-mph straights, first-gear hairpins, fast sweepers, slow dips, and crests so dramatic you'll reach for an airsickness bag. The V8 Vantage excels in this demanding habitat. The talents of the multifaceted engine are one reason. It's all muscle and compressed energy below 2000 rpm, then starts delivering a serious punch at around 3500 rpm. At 5000 rpm, the torque peaks, and maximum power erupts in a simultaneous sensation of noise, magic, and thrust. A generous 2000 rpm later, the climax is red-flagged, inviting the next gear to slide in and the performance to start again, only on a speedier plateau. No, the V-8 is not as smooth, creamy, or cultivated as the V-12. But it spreads its goods over a wider rev range, it is even better at understanding throttle orders, and it plays a greater variety of tunes to delight your eardrums.
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