FUTUREICONS
Right:at its launch in 2011 the MP4-12C was criticised for its styling and,to a
lesser extent, the way it drove, but with the passage of time, and the context
of numerous McLaren models since, both have become easier to appreciate
god involvement is back on the table. Enough to guarantee the
M2 Competition future iconic status? As a pure and perfectly
judged expression of BMW’s sporty sub-brand genius, probably
not. However, if the narrative mentions M division and mojo
reclaimed in the same sentence, it’s there.
Up next, Aston’s V12 Vantage, mostly because it’s the only
car that isn’t on track having its photo taken. But before I get
behind the wheel, and because I’m hungry, a sandwich-stroll
- I can’t get away from the feeling that, even in the era of the
DB11, this is Aston’s most likeable shape – taut, businesslike and
suffused with a subtle, brooding brutality that sits well with the
McQueen template. The styling, although another variation on
a beautiful theme, isn’t so precious that Aston had any hesitation
in whacking a disruptive set of carbonfi bre cooling vents along
almost the entire length of the bonnet.
Then there’s the sheer, grin-inducing audacityof shoehorning
a naturally aspirated 510bhp 5.9-litre V12 into an engine bay
designedforaV8.Agreatbig,Thanos-sized,ironfi stinastretchy
designer kid-leather glove. Splendidly bonkers. Was Aston’s
boss of a decade ago, Ulrich Bez, being serious? Seems so. The
giveaways are the tread pattern of the tyres and the numerous
aero tweaks – all lifted straight from the N24 race programme.
The competition connection is less obvious inside the cabin,
a place of elegant analogue dials and sensual architecture,
adorned with tasteful aluminium accents and clad in a mix of
glossy carbon and conspicuously hand-stitched leather. It has
an expensive aroma. The shapely but leanly padded seats offer
fi ne lateral and under-thigh support, while the driving position
is sportily hunkered down and laid-back and about half a foot
lower than the BMW’s. It’s as comfortable and cosy as a proper
GT’s should be, too. Just to listen to the hollow bark of the big
V12 as it cracks into life and the sonorous burble as it settles to
idle is a lovely goosebumpy moment. We drive off in search of
further enlightenment.
Even before reaching the Menai Suspension Bridge, it’s clear
the Aston’s performance bandwidth is of a different order to
anything experienced so far today. Acceleration is incredibly
linear – whatever the revs and whatever the gear – with no
discernible peaks or troughs in the delivery. And if the nose felt
massy and the steering a little sleepy at lower speeds scratching
across Anglesey, the variable-ratio rack takes up the slack
superbly with some velocity wound on.
Clear road ahead, second gear, bury the throttle. Irresistible.
The hit of bellowing V12 mumbo is simply glorious and causes
the rear to squirm as the 295/30 ZR19 Pirelli P Zero Corsa rear
tyres struggle to hook up. Third, fourth and fi fth seem good
for pretty much anything, providing just about perfect levels
of fl exibility, outright pace and engine braking. A surprisingly
peachy gearshift, too, once you get used to the huge and
awkwardly square gearknob.
It’s on the Llanberis Pass that the V12 Vantage begins to
worksome genuine magic, feeling lithe, threadable, absurdly
quick and immensely stable under braking. The combination
of effortless V12 thrust, punchy gearing and amazingly deft
handling blows away the remaining miles like a stiff breeze
fl uttering paperwork across a desktop, and I’m sorry to park
up at the circuit once more. Almost any car equipped with this
engine could become anicon by association, but the factthat the
rest of the Vantage is so well matched to it seals the deal.
I size up my next drive. Armed with McQueen levels of