Hazards! The driver-centric Aston Martin Vantage F1 Edition 2022

The 2022 Aston Martin Vantage F1 Edition is more than just a flashy twist on the legendary British automaker’s entry-level sports car, put together by the marketing department to make the most of Aston’s return to Grand Prix racing. No, the Vantage F1 Edition is an Aston Martin milestone. It’s the first Aston Martin with the fingerprints of the company’s new CEO, former AMG boss Tobias Moers, anywhere.

Moers was founded in August 2020 by Canadian billionaire Aston Martin F1 team owner Lawrence Stroll, an activist investor who became chairman of Aston’s road car business in April of that year, after leading a consortium that acquired 16.7 percent of the company’s shares , lured by AMG. The Vantage is similar in size and layout to the Mercedes-AMG GT Coupé developed under Moers, and the two cars share the same 4.0-liter twin-turbo V-8. It’s also Insider, the favorite car of the CEO of the current Aston Martin range. So it is fitting that it is the first Moers makeover.

The boss’s specification was simple, says Matt Becker, Head of Vehicle Attributes at Aston Martin: The F1 Edition had to be faster than the regular Vantage on the Nürburgring-Nordschleife, and the improved lap time couldn’t simply be due to better tires. “I could have just put on a number of [Michelin Pilot Sport] Cup 2 and did the job, “said Becker.” But he didn’t want that. “

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In tests, the Vantage F1 Edition has proven to be 12 to 15 seconds faster on the ring, says Moers. And it’s not because of sticky tires; Although the F1 Edition rolls on 21-inch wheels, their Pirelli P Zeros are the same mix as the standard Vantage’s 20-inchers. And it’s not because of more muscle mass under the hood. At 527 horsepower, the F1 Edition packs just 24 horses more than the regular car, and the maximum torque is an identical 505 lb-ft. No, the Aston Martin Vantage F1 Edition is a master class when it comes to chassis tuning.

It starts with the steering. The bushing on the steering column has been pinned to reduce center compliance and provide a more linear response from the moment the steering wheel is moved off center. The thrust plate under the front crossmember is twice as thick to provide a stiffer foundation for the entire front axle assembly. The front spring rate is the same as the normal car, as is the compression rate of the front shock absorbers, but the rebound damping rate has been increased by 18 percent. And the front axle geometry has been optimized, increasing the negative camber of the front wheels from 0.5 degrees to just over 1.0 degrees.

The rear spring rate has been increased by 10 percent and the compression ratio of the rear shock absorbers has been increased by 20 percent. The upper wishbones of the multi-link rear suspension have stiffer bushings, and there is now a side damper between the eight-speed automatic transmission and the rear subframe that controls the secondary movement of the transmission when changing direction. “With a transaxle car, you always have the problem of the swinging of the rear end,” said Moers. “We put everything I know – with 12 years of transaxle cars – into the F1 Edition.”

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Although the Pirelli P Zeros with 255/35 ZR21 at the front and 295/30 ZR21 at the rear have a mixture with the regular Vantage tires, their different aspect ratio and construction ensure more lateral stiffness and thus faster response. And finally, the large front splitter, reversible wings, and high-mounted rear wing across the entire width of the F1 Edition aren’t there to impress the crowd over cars and coffee: while the standard Vantage creates 110 pounds of downforce on the rear axle and with a slight lift At the front of the car at high speed, the F1 Edition generates triple the downforce at the rear and 132 pounds of downforce on the front axle.

It’s all subtle, but the result is a car that feels noticeably different. You will feel more weight in the steering for the first mile, but the important thing is that this extra weight does not – as with too many cars – dampen communication about what is happening at the front contact points. You’ll also notice a crisper response from the front axle and a rear end that feels calmer and more relaxed when changing direction. You will also find that the driving behavior is much firmer than that of the standard car. Big bumps and bumps initiate a lot of vertical movement when you’re on a bad road, but there’s still the sag of a yoga mat. The F1 Edition is not as brittle, as crystalline or as loud as an AMG GT.

On the track, with the chassis and drivetrain in the most aggressive settings and ESP completely switched off, the Vantage F1 Edition is more agile and attentive, but also more trustworthy than the normal car. You can brake in turns, use the shift in weight to spin the car, and then play with the gas to keep it in the exact position you want past the apex. This Aston transmits its punches clearly and its transient responses are smooth and soft, whether you’re pushing the tires to the limit of grip to maximize cornering speed or throwing the rear end for fun.

We haven’t driven a version of the AMG-based 4.0-liter twin-turbo V-8 that we don’t like, and the engine, all the cracking muscles and the rolling thunder exhaust continue to beat a thousand in the Vantage F1 Edition. Although the increase in output over the standard Vantage engine is modest, the F1 Edition’s V-8 feels more alert from 5,000 rpm to the rev limiter of 7,000 rpm. With every 505 lb-ft from 2,000 to 5,000 rpm and the top end of fourth gear good for well over 160 mph, the F1 Edition will crush pretty much any back road you point it on – and with four Corridors.

A subtle change to the drivetrain management initiated by Moers helps make the engine feel stronger: the artificial torque reduction, which is supposed to make upshifting “sportier” and produce a loud crack from the exhaust, has almost been eliminated from the transmission, even at full throttle slide seamlessly between the aisles. “Tobias said [the torque cut effect] was a bit old-fashioned, “said Becker. Lamborghini, please take note.

In addition to the new 21-inch wheels, the F1 Edition comes standard with the “Vane” / Blade grill, which was introduced last year as an option on the regular Vantage, for those who hate the gaping catfish throat that the 2018 car comes with came on the market are also four exhaust outlets, and the car can be ordered in Coupé or Roadster equipment. Our test car was painted in Aston Martin Racing Green with a satin look, which looks spectacular in person. Further color options are Jet Black and Lunar White, each in a glossy or satin finish. The fully equipped interior – air conditioning, navigation, high-end audio, power everything – is made of dark leather and Alcantara, optionally with lime green, black, gray or red contrasting stripes and seams.

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The Aston Martin Vantage F1 Edition has little more horsepower than the regular Vantage and, according to the factory, is no faster on paper, with the same 3.5 second time of 0-60 mph and the same top speed of 195 mph . It is demonstrably faster on one of the most demanding asphalt belts in the world. Don’t let the big wing and big wheels distract you. This Aston is a serious and sophisticated driver’s car that is comfortable enough and well-equipped to be driven every day.

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