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Best V12 Engines Ever Produced

As far as internal combustion engines go, V12 engines are at the zenith. This is while still acknowledging the omnipotent W16 motors seen in today’s Bugatti hypercars, while not forgetting the likes of mainstream automakers – such as BMW and Mercedes-Benz – also having flirted with the idea of series-production V16 engines in the past. With the 16-cylinder power plants essentially synonymous with the French automaker, the V12 is the de facto ruler for the broader spectrum of ultra-high-performance automobiles.

The diversity of this list fully demonstrates the universal appeal that V12s have around the world, to both producers and consumers alike. This unanimous and long-spanning support for the technology has helped to spawn some of the most impressive engines ever produced. The usual suspects are at play here, with Ferrari and Lamborghini making their totally not unexpected appearances. The British – via Aston Martin, Jaguar, and GMA – have shared their own highly impressive interpretations as well, while more conventional brands such as BMW, Mercedes-Benz, and even Toyota have had their say.

For the most part, these engines are naturally aspirated and characteristically rev all the way to the moon. In totality, each and every one of them is nothing short of a legend.

Here’s the shortlist of 10 such engines, curated for your reading pleasure:

Ferrari Colombo V12Ferrari Colombo V12 Engine

Originally designed by Gioacchino Colombo, this engine can trace its roots back to the very first Ferrari-branded model designed by Ferrari Enzo – the 1947 Ferrari 125 S – where it debuted as a 1.5L V12. The core design of the engine would persevere for more than 4 decades; along the way growing in size, having various levels of forced induction, and becoming a dual-overhead-cam configuration with EFI. Many credit the motor’s longevity to its reputation for being bulletproof.

Successful in both road-going and race track derivatives, the list of Ferrari cars this engine has graced has no shortage of automotive icons; the Ferrari 250 Testa Rossa, Ferrari 250 GTO, and Ferrari 365 GTB/4, just to name a few.

BMW S70/2

BMW S70/2 Engine

Despite being produced by BMW, the S70/2 didn’t feature in one of the Bavarian automaker’s own production cars. Nevertheless, it did end up powering none other than arguably the most iconic supercars ever made – the 1992-1998 McLaren F1. The 6.1L naturally-aspirated unit produced 627 hp and was capable of 0-60 mph in just 3.2 seconds, and had a top speed of 240 mph. It wouldn’t be until the next millennium before those figures could be surpassed.

Interestingly enough, BMW wasn’t Gordon Murray’s first choice to supply the engine for his groundbreaking supercar, with collaborations with the likes of Honda and Isuzu falling apart before they would opt for the Munich-built power plant. Whatever might’ve happened if things turned out differently, who’s to know? But what we do know is that BMW got things absolutely spot-on with the S70/2, which continues to be regarded as one of the true and timeless masterpieces in automotive history.

Jaguar V12

Jaguar V12 Engine

Jaguar’s first foray into the world of V12 engines began in motorsport as early as 1951, with its 1964 XJ13 Le Mans race car eventually serving as the trickle-down technology source for its production cars. For the latter, this would begin with a 5.3L naturally-aspirated unit in the 1971 Jaguar E-Type and would even go on to be used by other automakers such as Daimler and Panther. An HE (or “high-efficiency”) version of this engine would be released in 1981 – featuring on the XJ12, XJ-S, and Daimler Double-Six – which improved fuel economy by almost 50% compared to its predecessor, without affecting performance.

In its final iteration, the V12 would evolve into a 6.0L HE unit which produced as much as 333 hp and 365 lb-ft of torque. It was likely to be some variation of this engine which was initially being marketed for use on the Jaguar XJ220, before the British automaker controversially decided on a 3.5L twin-turbocharged V6 engine instead. The last Jaguar V12 engined was produced on April 17, 1997.

Lamborghini V12 L539

Lamborghini V12 L539 Engine

Like Ferrari, Lamborghini also has a long and storied history with V12 engines, having created its very own first version of this power plant for its mid-’60s era Lamborghini 350GT production car. Starting off as a considerably brawny 270 hp 3.5L naturally-aspirated unit, the “Bizzarrini” engine would evolve into a 661 hp 6.5L naturally-aspirated unit and be fashioned by models as recent as the 2010 Lamborghini Murciélago LP-670 SV.

As long as the Bizzarrini engine persisted, we feel that the most significant statement of Lamborghini’s V12 mastery comes in the form of its latest iteration of the engine, dubbed ‘L539’. This power plant would share its debut with the 2011 Lamborghini Aventador, of which it initially powered with 690 hp via a 6.5L naturally-aspirated configuration. With a fresh design, the new engine was over 18 kg lighter than its predecessor and was programmed with a new firing order.  The all-wheel-drive supercar would see significant improvements during its lifecycle, with the latest iteration of the L539 car producing 770 hp in the limited-edition 2021 Lamborghini Aventador Ultimae.

Ferrari F140

Ferrari F140 Engine

If the F140 had only powered the (2002-2005) Ferrari Enzo – the first Prancing Horse model where it featured – it would have been no less significant or legendary than it is today. The 65-degree V12 engine debuted on the Enzo as a 6.0L naturally-aspirated V12 unit which produced a staggering 651 hp @ 7,800 rpm and 458 lb-ft of torque @ 5,500 rpm. Over the years, 6.3L versions of the F140 have powered the likes of the hybrid LaFerrari and the F12berlinetta.

It has since evolved to its current peak as a 6.5L power plant – dubbed the F140 GA – which produces 789 hp @ 8,500 rpm and 530 lb-ft of torque @ 7,000 rpm in the 812 Superfast; this makes it the most powerful naturally-aspirated production car engine ever produced to this day. It is likely that this could be one of the final generations of Ferrari V12 engines – whether it be naturally aspirated, turbocharged, or even hybridized – so appreciate it while it’s still around!

Mercedes-Benz M120 / M297

Mercedes-Benz M120 / M297 Engine

When Mercedes-Benz caught wind of archrival BMW’s side-hustle with Gordon Murray, let’s just say that there was no resting on any laurels going on at their Stuttgart headquarters. With a clever riposte, Mercedes would debut their first-ever V12 engine through the 1993 600 SEC (later to be renamed the S600 Coupé, and frequently referred to as the S-Class). The 6.0L naturally-aspirated power plant was good for 389 hp, 420 lb-ft of torque, and a top speed of 155 mph in its initial configuration.

Not only did Mercedes-Benz one-up BMW by using the engine for their own cars, but they also borrowed a page from their opponent’s playbook and had their M120 engine fashioned for use in the magnificent Pagani Zonda supercar as well. Hand-built and tuned by AMG, the M120 also featured on the Mercedes-Benz CLK GTR race car and also saw its displacement increased to 7.3L for use on the SL73 AMG and CL73 AMG – and at which point it was commonly referred to as the M297.  The most powerful iteration of the M120 features in the Pagani Zonda Revolución, with the non-street-legal car good for 789 hp and 538 lb-ft of torque.

Aston Martin NA V12

Aston Martin NA V12 Engine

With one of the best sounding V12s (and automobile engines, period), the story of how the Aston Martin (naturally-aspirated) V12 came to be is rather more peculiar and convoluted. The project had less, should we say, glamorous beginnings, when things basically started off with the development of a 2.5L naturally-aspirated V6 engine. This particular unit was essentially the brainchild of Suzuki and Mazda, with the latter’s then-majority owner, Ford, then taking the blueprint to Cosworth, who would go on to build the Duratec V6.

Needless to say, the story didn’t end there, and Aston Martin would end up bolting two of those engines together to create the 5.9L naturally-aspirated V12 it would stamp its name on (and market as a 6.0L). Having more in common with a Ford Taurus than owners or enthusiasts would like to admit, the motor produced 414 hp and 398 lb-ft of torque in the 1999 DB7 V12 Vantage. Aston Martin continues to employ a V12 engine to this day, with the 2017 DB11 having fashioned a 5.2L twin-turbocharged version. More recently, the company has referred back to the naturally-aspirated configuration, with a 6.5L unit designed to power its Valkyrie hypercar with over 1,000 hp @ 10,500 rpm (plus an additional 160 hp with its hybrid-electric system).

Toyota 1GZ-FE

Toyota 1GZ-FE Engine

To call Toyota’s 1GZ-FE the “Godfather” of Japanese automobile engines would be neither an understatement nor unbefitting. After all, the venerable V12 from the land of the Rising Sun – which exclusively powers the Toyota Century luxury sedan – is both one-of-a-kind and has a penchant for attracting a particular type of “underworldly” owner in its homeland. It’s the only production V12 engine to come from Japan and still manages to invoke all of the essential philosophies of Japanese craftsmanship – such as reliability, build quality, and refinement.
That being said, it’s certainly not the most powerful engine on this list and remained at around the 300 hp mark during its lengthy production run from 1997-2016. Nevertheless, it remains one of the most unique engines on this list and is no less iconic than its near-1000 hp contemporaries. This engine is prime for swapping into other platforms, with automotive personality Smokey Nagata fitting a twin-turbocharged version to his ‘Top Secret’ Toyota Supra. Thanks in large part to its distinctive engine, the Century remains a status symbol in Japan; in the way a Rolls-Royce Phantom does the same just about everywhere else.

GMA Cosworth V12

GMA Cosworth V12 Engine

It’s impossible to speak about the naturally-aspirated engine in the GMA T.50, without getting into how it’s involved in so much more than just spinning the new supercar’s rear wheels, or about how other design elements of the car are built around it. As impressive as a 12,100 rpm redline sounds, its 654 hp and 345 lb-ft of torque doesn’t sound extraordinary by today’s standards. But rest assured this engine, and this car, are on the cusp of a truly “redefining” moment in automotive history. Crucially weighing at just 178 kg, the engine plays a huge factor towards the T.50’s overall curb weight of just 980 kg – about one-third that of a contemporary supercar or hypercar.

The GMA T.50 is the culmination of decades of Gordon Murray’s aerodynamic and mechanical engineering experience. Part of what makes the T.50 so exciting, is that it incorporates the design and function of the infamous Brabham BT46 “Fan Car.” A gigantic fan –  powered by the camshaft of the engine and coupled with the curved underbody of the BT46 – created an active venturi effect that quite literally vacuumed the car onto the road, and allowed it to corner at barely believable speeds and levels of grip. The T.50 will feature something similar, and likely more advanced. On a road car. We can’t wait to see this in the flesh.

Bugatti 3.5L Quad-Turbocharged V12

Bugatti 3.5L Quad-Turbocharged V12 Engine

This Bugatti engine has had a very decorated career, albeit a short one, which makes it all the more impressive. Featured exclusively on the (1991-1995) Bugatti EB110, this 3.5L quad-turbocharged V12 is responsible for some very notable distinctions. First, it is widely regarded as being one of the catalysts in the revival of the French marque even though it failed to be directly responsible for this. It became the world’s fastest production car of its time, beating the Jaguar XJ220 in the process.

Suffice to say, it grabbed all the headlines, and really, that was the whole point. I mean, for what other purposes would the use of four turbochargers be given the green light for? Sure, it produced a whopping 553 hp and 450 lb-ft of torque, but you would have to argue that this likely could’ve been achieved with a more conventional design. After all, quad-turbocharged engines never really proliferated, and there’s probably good science behind why that’s been the case. Nevertheless, there’s nothing un-iconic about a V12 engine with almost as many turbochargers as you can count on one hand; and we love it all the same.

AMG Boss Tobias Moers Confirmed as Next Aston Martin CEO

Coronavirus could not have arrived at a worse time for British supercar manufacturer, Aston Martin. The company had arrived at the end of the development program for its make or break Aston Martin DBX SUV, having secured further investment from turnaround expert Lawrence Stroll.

With current CEO, Andy Palmer at the helm, the company had enjoyed somewhat of a renaissance since its dark days at the beginning of the 2010’s. Since arriving in 2014, Palmer returned Aston to profitability, revamped its ranges, opened a factory in South Wales, and oversaw the company’s stock market launch.

Yet it was the later that proved his undoing. While the company shares floated at 545 p, since 2018, they have been on a consistent downwards trajectory. Late last week, the quoted price was as low as 33 p.

Clearly, urgent action was necessary to avoid bankruptcy. It was announced on Tuesday that Andy Palmer would step down, a victim to circumstances. The announcement was quickly followed by an announcement that Tobias Moers will take over from 1 August.

Aston Martin Vantage 2020Aston Martin Vantage 2020

Palmer’s immediate departure leaves Keith Stanton to fill the gap as interim chief operating officer. Three further directors, Richard Solomons, Imelda Walsh and Tensie Whelan, were also confirmed departures as part of the shake up.

The news was met with instant relief. Aston Martin’s share price soared, during the early part of this week. Indicating that the markets approved the move.

So just how dire is Aston Martin’s position? The company’s latest results show that it sold 578 vehicles during the first quarter of 2020, down from 1,057 in the same period last year. It announced a £118.9 million loss before tax, up from £17.3 million the year before. That said, with DBX and Valkyrie in the pipeline, it was clear that these losses were only temporary.

And what of Aston Martin’s new CEO? Tobias Moers is currently the CEO of Mercedes-AMG, a 5% shareholder in Aston Martin. AMG also provides engines, electronics and consulting. Moers will be stepping into a business he knows intimately.

Holding the top job at AMG for 7 years, it seems the perfect move, with Moers reportedly frustrated at the direction the Mercedes-Benz parent company wished to push its performance arm.

Mr Moers said: “I am truly excited to be joining Aston Martin Lagonda at this point of its development. I have always had a passion for performance cars and relish the chance to work for this iconic brand.”

Special Report: The 2019 Aston Martin Vantage, better than a 911?

For decades the Porsche 911 has been the yardstick, the go to car for the affluent man or woman that fancies a great sports car that can thrill on the weekend and, if they so choose, trundle through commuter traffic without fuss or issue in the week. The formula has remained the same too – flat six at the back a couple of seats for the little ones just ahead of the engine a manual or auto transmission in the middle and a reasonably sized boot/frunk at the front. Buying a 911 is a no brainer, they hold value as a result of the ludicrous demand, they are almost all a joy to drive and they are as reliable as a Volkswagen Golf. Few challengers have come and gone, even fewer have the lineage or provenance of the 911 and few are as accomplished all rounders.

An Aston Martin would normally not cross a Porsche 911 buyers mind, the previous generation 2005-2018 Vantage was often considered a competitor. In reality there was a signifiant gulf between the two not only in abilities, but also the ownership experience. That all changed with the introduction of this, the latest generation Vantage. Why the sudden change? Well, the partnership with Mercedes-AMG brought a tried and tested, modern V8. The partnership extended to the infotainment system that was always a point of criticism in Astons of old. These updates significantly boosted the appeal of the Vantage, it started to catch buyers attention. Then the media drove the Vantage on road and track and the rave reviews did wonders for the credibility of the Vantage.

Here I am, in Q4 2019 having recently driven the Porsche 992 911 Carreras in S and 4S guises, both as coupes and cabriolets. I find myself somewhat well placed to draw comparisons with the Vantage that has just been delivered on my driveway. Styling is subjective, but it cannot be denied that the gaping Vulcan like front grill, dramatic taught lines and wide rear haunches provide a visual punch that knockout the subtle, stylish and suited Porsche. These cars are visually sending out different messages.

The same can be said for the interior, the 992 is clean, sharp, functional. The Aston is, again, a lot more dramatic with its button festooned square steering wheel. The dash is also littered with buttons and the gear selector is not a conventional stick, but the buttons that Aston have used for a number of years. The British contender lacks rear seats – for the few that shoehorn their children in the back seat or use them as extra storage space, this may be a dealbreaker. On the topic of space, there is no glovebox in the Aston.

Onto the engines. Once again, this is a story of contrasts. For cars that share a target audience, this is the biggest difference. Front mid engined V8 plays rear engined flat six. Both are turbocharged and both are available with auto and manual gearboxes. Start them up and another sensory contrast makes itself known – sound. This, for me, is a significant differentiator. The 992 sounds the same way as it looks, smooth and sophisticated. It turns heads but does not snap necks. The Aston does the latter, the V8 with the sports exhaust is rude on startup and in Sport+ or Track mode, it warbles like an old school V8, then splatters, bangs and howls as you push on. The whip cracks on up shifts and gun shots on downshifts are a far cry from the 911s image. The relation to the Mercedes-AMG’s noises is there, but the Aston is far more brutal, raucous and hard-edged. It is different enough.

The sounds accompanying the gearshifts may be entertaining, the shifts themselves from the ZF eight-speed cannot match the finesse and scarcely believable speed of the PDK box. The Aston’s steering is not hyper fast as many cars on sale today, but it does lack precious feel. Given that it is the first time Aston has adopted an EPAS system, it is fair to say that it will improve in the future as Porsche’s did.

The Aston wins on power, 503bhp vs a Carrera S with 450. 0-100 times are very similar, both will hit the measure in the mid threes according to their press releases. Porsche, as per, are conservative and in the real world would leave the Aston behind from a standing start.

As a daily driver the Vantage is fantastic. Around the congested London streets it is comfortable, the steering is light, the ride supple and the seats are comfortable. The brake pedal is a touch too sensitive but adjusted modulation over time alleviates this, a little more travel would be an improvement as would a glovebox. I suspect the reason for their being a lack of glovebox is the engine being situated so far behind the front axel, the dash itself is quite high. This means there is a sporty post box like view out of all the windows. Racy, not very good for general visibility. The blindspot from the wing mirror position also takes some getting used to.

The comparisons on tangible elements are all good and well. The majority of measures swing towards the 911, particularly when you consider the Carrera S is around £20,000 less than the Vantage. Then you turn to how the cars make you feel and this is where the Aston sets itself up fabulously. Could you imagine James Bond driving a 911? No. The feeling of rarity, bonafide specialness is part and parcel of owning an Aston Martin. If you drive through London you’ll need an abacus to keep count of the 911s that you’ll cross paths with in just an hour around Kensington and Mayfair. Vantages are far rarer, they command attention, something only the most hardcore 911s can do. This may sound trivial, but to me, and I suspect a genuine sports car owner, the way the car make you feel is taken into consideration. Mute the head and focus on the heart and there is a gulf separating the Porsche and the Aston, the Aston gives you this warm happy feeling that is a charm that few competitors possess.

It cannot be denied that the 911 is more accomplished in its abilities, in equal measure anyone considering a 911 would be foolish not to get behind the wheel of the Vantage, it is a fine machine and one that might just charm them off of their feet, perhaps for the drama and noise alone.


The Aston Martin Vantage Roadster Should Come Soon

The Drop Top Vantage Can’t Come Soon Enough

We love the Aston Martin Vantage and the upcoming Vantage Roadster should be just as awesome. It’s still unclear when exactly the Vantage Roadster will break cover, but according to the chief creative officer, Marek Reichman, all the work on the car is done. That means it will come very soon, indeed. 

Reichman sat down with Car Advice to chat about the car and let slip that all the work on the vehicle is already done. “They’re going through some of the final testing, [but] the car’s all done,” he told the publication. He also said that Aston Martin would debut the car later this year, specifically late in the year. 

The Vantage Roadster will be more or less the same to the coupe but obviously with a drop top. The powertrain and most of the car’s performance bits will likely be the same. Reichman didn’t say much more about the car other than the fact that it was finished and more or less ready to go. 

Car Advice asked him about whether or not a V12 would be added to the Vantage lineup with the addition of the roadster. He did not say whether or not Aston had plans to add a 12-cylinder engine. That would mean the Vantage Roadster would get the 4.0-liter bi-turbo V8 that’s currently in the car. That would make the most sense for the company, too because it has the powertrain already installed on the coupe model.

The Ultimate Guide to the 2018 Aston Martin V8 Vantage: Review, Price, Specs, Videos, Images, Performance & More


One of the most anticipated sports cars of 2017 and the successor to its most successful model ever – the Aston Martin V8 Vantage was unveiled in late 2017 and – in a departure to the traditional launch photos of Astons in the past, where the car has been grey or green or even a burgundy, the Vantage arrived in striking, almost neon lime green.

This in a way signalled a departure for the brand; following on from reports of record profits for the brand in 2017, the confidence Aston Martin had at launch displayed in what it produced with the V8 Vantage: less part-sports part-touring car, more all-out sports car.

The car seems to have inherited some of the spirit of the ear-splitting track-only Vulcan übercar. That startling exterior accentuated the aggressive aerodynamic features in the bodywork, while demanding the attention of onlookers, guaranteeing their second glance.

With its new V8 Vantage, Aston Martin delivered a bold statement of intent.

Design, Styling & Interior

That purposeful intent is displayed on the car’s exterior, with a muscular stance that makes little effort to conceal the vast amount of aerodynamic work that Aston Martin has put into the car.

Aston has emphasised the dynamic direction it took with the new Vantage in its design, with overhangs front and rear kept to a minimum. Up front, the gaping Vulcan-inspired grille delivers air under the car to ensure the diffuser jutting out at the rear receives a continuous feed of clean air, while contributing to a system of fences that aid with engine cooling. This car is all style and substance.

Another example is the pair of gills in the Aston Martin’s flanks – while adding to the drama of the V8 Vantage’s looks, they also act to bleed air out from the front wheel arches. Combined with the front and rear diffusers and the upturned tail at the rear of the car, Aston Martin say the V8 Vantage produces a “significant amount” of downforce.

Inside, Aston Martin says it has continued the V8 Vantage’s focus by using sharp lines around the cockpit. Sitting in the Vantage, the impression is one of aggression, helped by the car’s high ‘waist’ and low roofline – though Aston says headroom is improved over the outgoing model thanks to a lower driving position.

The ‘unconventional’ styling direction Aston has taken with the Vantage has split opinion. We love it and look forward to seeing how it develops for the brand over the Vantage’s lifetime and beyond.


Power in the new Vantage comes courtesy of a Mercedes-Benz-sourced four-litre twin-turbo V8 mounted up front, which is good for 503bhp and 505 lb-ft of torque from 2000-5000rpm. Aston has finely tweaked the engine’s induction, exhaust and engine management systems in an effort to protect the character that its predecessor was so renowned for.

That power reaches the rear wheels via a ZF eight-speed automatic transmission, with this green streak capable of reaching 60mph in just 3.6 seconds. Top speed for the V8 Vantage is 195mph.

For those seeking an even more engaging drive, there is thought to be a seven-speed manual in the pipeline for the V8 Vantage – though the wait for that could be at least a year. Once available, the Vantage will be the only car that pairs the M177 Mercedes-AMG engine with a manual ‘box.

The last-generation Vantage sports car gained a V12 engine later in its life, adding more grunt and character to the car, with the combination of massive engine in a tiny, pretty sports car being a winner for the brand. While not having written off the idea entirely for the new model, Aston Martin is keen not to allow a heavier power plant affect the handling and dynamics of this model.

The aggressive styling and bold choice of launch colours have piqued interest in the V8 Vantage, with both representing a step change for the brand.

That aggression is not merely skin deep, with the V8 Vantage’s performance stats as imposing as its visual impact – not to mention a crackly exhaust note that hints at a barely-contained fury.

With a bonded aluminium chassis harnessing the technology used in the bigger DB11, though with 70% being new for the Vantage and a solidly-mounted rear sub frame to enhance the driver’s connection, handling, rigidity and weight were all key considerations during the design of the V8 Vantage to ensure exquisite handling and balance.

But that doesn’t mean power took a back seat – 505 lb-ft is on tap from 2000-5000 rpm, with horsepower peaking at 503bhp at 6000rpm. When that twin-turbo V8 gets on song it can launch this 1529kg, two seat ballistic lemon from 0-60 in 3.6 seconds and all the way on to 195mph.

Ride & Handling

With the V8 Vantage going up against the likes of the Porsche 911 GTS, engaging handling is a must. Thankfully, Aston Martin has prioritised this in the development of the V8 Vantage.

Power is managed by an electronic rear differential, which works with the car’s electronic stability control to send power to the wheel with the most grip.

The E-Diff also allows for adjustments at higher speeds, aiding stability and composition in a straight line or through the bends. Systems like Dynamic Torque Vectoring and Dynamic Stability Control also play a part in the V8 Vantage’s handling character, though by no means has Aston relied totally on electronics to “manufacture” a feel for the car.

The V8 Vantage boasts perfect 50:50 weight distribution and a low centre of gravity, thanks to its engine being mounted as far back and low down in the car’s body as can be allowed. The chassis uses the bonded aluminium structure techniques first seen on the DB11, though with the majority of components being completely new for the Vantage.

Pirelli P Zeros handle the sticky end of things, designed specifically for this car, while an Adaptive Damping System offers adjustability to three switchable modes: Sport, Sport Plus and Track.

Prices & Specs

The Aston Martin V8 Vantage will appear in US dealers in the second quarter of 2018 with prices starting around $149,995. The first deliveries will start around then – though at the end of 2017 (indeed, barely a week after it unveiled the car) Aston Martin revealed that order books for 2018 had already been filled, with waiting lists for 2019 already growing.

2018 Aston Martin Racing Vantage GTE

Revealed by Aston Martin the same day as the Vantage road car, with the pair launched simultaneously at an event in London, the GTE takes the Vantage’s already prodigious track talents and turns everything up to eleven.

The addition of that massive rear wing, racing decals and enlarged carbon fibre front and rear splitters, plus broader side skirts and wider track, turn the Vantage from cool-but-compliant pet python into an angry venomous spitting cobra.

Bulges and gouges in the bonnet make the muscular underpinnings look like they’re bursting to get out of a thin yellow veneer of yellow bodywork.

Aston Martin’s engineers have lifted the road car’s dynamics to another level with the racer, while meeting FIA GTE class regulations. Power is raised to around 540hp, while a full-length flat floor and those splitters and wings add even more downforce, helping the Vantage GTE snake its way around endurance circuits across the world.

Aston Martin released a video shortly after the announcement of the GTE. Detailing some of the hardware beneath the skin of the racecar, including Ohlins suspension components and Alcon brakes designed specifically for the Vantage GTE, the video allows a behind the scenes look into the development abd testing of the road-going Vantage’s body building cousin.

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Aston Martin V8 Vantage Galleries & Videos >
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Aston Martin V12 Vantage V600 sends old model out with 600-horsepower bang

Time is nearly up for the outgoing Aston Martin Vantage coupe and convertible now that the new model has been released, but thanks to one fan of the car, it’s going out in style. The company has created a special version of the Aston Martin V12 Vantage called the V600 at the request of a customer, and it will build just 14 of them, seven in each body style.

It’s apparently a tribute to the 1998 V8 Vantage V600, which had a supercharged V8 making 600 horsepower. Under the hood of this new iteration is a 600 horsepower naturally aspirated V12, which is even more potent than the V12 Vantage AMR. It’s also exclusively paired to a seven-speed manual transmission.

But the powertrain isn’t the only unique aspect of the car. The hood is given a menacing bulge, and the louvered vents of the regular V12 Vantage have been replaced by more subtle circular holes arranged in a shape similar to the standard vents. The vents in the fenders have been changed as well, this time to something similar to those of the new Vantage. Up front, a grille shaped like that of the Rapide AMR replaces the normal one, and it has a unique mesh insert. In the back, the V600 gets a custom diffuser and quad exhaust tips. The interior features loads of carbon fiber, dark anodized aluminum trim and leather.

Aston Martin didn’t announce pricing for the V600, so it’s fair to assume it’s a lot. These special-edition cars are still available to purchase, though, unlike many special supercars that sell out before they’re revealed. The company expects to deliver the cars in the third quarter of this year.

Related Video:

Sunday Drive: Still thankful for supercars

The Thanksgiving holiday meant that last week was pretty short on stories, but apparently our readers are still thankful for supercars. The biggest news of the week was the new Aston Martin Vantage, which is clothed in a new look that Autoblog readers are still very much unsure of. It’s a radical departure from past Aston Martin models, and while everyone seems to agree that the profile is lovely, the squinty headlamps are a particular source of contention. Its 503 horsepower and 512 pound-feet of torque cannot be argued with … oh, and a V12 may be coming soon.

Moving along is a nearly new 2006 Ford GT for sale that’s expected to fetch around $300,000 at auction. It’s so unused that it still has plastic wrap covering the leather interior. The Ango-American theme continues with the McLaren 720S, though not in road-going form. Still, renderings of the upcoming 720S GT3 racer round out this supercar-rich recap.

As always, stay tuned to Autoblog for all the latest automotive news that’s fit to print.

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Aston Martin Vantage AMR is road-going follow-up to AMR Pro

Two months ago, Aston Martin launched its new AMR line of vehicles with a pair of limited-edition cars. One was a slightly warmed-up Rapide sedan called the Rapide AMR, and the other was a track-only Vantage with a race-car-derived V8 called the Vantage AMR Pro. Now the company has released a third, or third and fourth depending on how you’re counting, model that splits the difference. The new Vantage AMR, sans the Pro part, is available with either a V8 or a V12, and can be had as either a coupe or convertible.

What make the Vantage AMR special are limited production and aesthetic upgrades. Only 300 examples will be made, 200 of which will have the V8, while the other 100 have the V12. The V8 doesn’t make any more power than the standard model, but the V12 produces an extra 30 horsepower over the standard model for a total of 595. Aston Martin also offers an optional titanium exhaust to improve the sound of these engines and reduce weight, but it doesn’t change output.

Observers of these Astons will be able to spot them by their special paint schemes with a center stripe down the middle. The cars can be had in white with an orange stripe, black with a blue stripe, blue with a red stripe, or silver with a gray stripe. There’s also a “Halo Pack” that includes a green paint scheme similar to Aston Martin’s GT racing cars, complete with a lime green stripe. There’s also a no-cost option to add an Aston Martin badge painted in the colors of the Union Jack. Every color combination comes with a color-coordinated interior, too.

2018 Aston Martin V12 Vantage AMR with aero kit

Just because this is a very rare Aston Martin doesn’t mean there aren’t any options. On the contrary, there are quite a few, mostly concerning appearances. On the outside, carbon fiber side skirts, headlight housings, and grille are all available. An aerodynamics kit is also available that adds a big rear wing, front splitter, and front canards for additional downforce. Lightweight forged wheels are also available. Inside, the carbon fiber decoration continues with available seats, instrument surround, window sills, and grab handles.

Depending on whether you’re converting Euros or British pounds, an Aston Martin Vantage AMR will start between about $125,000 or $143,000. That doesn’t really matter, though, since the Vantage AMR won’t be offered in the US. It will only be available in the UK, Europe, China, and the Asia Pacific region. Middle Eastern buyers can also pick one up, but only the V12 variant.

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Aston Martin launches AMR line with ultra-exclusive Vantage and Rapide

Aston Martin has taken to Geneva to launch a new line it calls AMR. According to the British automaker, this brand is designed to connect the company’s racecars and road cars. In this quest, the models will feature performance and design upgrades to provide some of the look and feel of those racecars. Every model in the Aston family will get an AMR iteration, but the company will start with the Rapide AMR and the Vantage AMR Pro.

The milder of the two, unsurprisingly, is the Rapide AMR. As with all future AMRs, the car was developed by the main branch of Aston, while the AMR Pro cars will be developed by the Aston Martin Advanced Operations department. Among the Rapide’s updates is a massaged 6.0-liter V12 with a new exhaust that produces 592 horsepower. That engine will propel the car to a top speed of 210 mph.

The car also features a new front bumper with a very tall grille. This look is shared with the Vantage AMR Pro, and it makes both cars look as though they’ve been told something astonishing, but it works. And, to be fair, the standard Rapide already had a tall grille. The nose is accompanied by 21-inch wheels, a new front splitter, side skirts, rear spoiler, and rear diffuser. Inside there is plenty of dark gray Alcantara with gray and lime green highlights throughout. These match the Stirling Green and lime green paint scheme on the outside of both cars. The cabin also has carbon fiber seats, center stack, and center console.

The Vantage AMR Pro kicks everything up a few notches. It’s a track-only car, powered by a version of the V8 found in the Aston Martin Vantage GT4 race car. In the AMR Pro, it produces 500 horsepower. The engine sits beneath a hood that is the same as what Aston uses on the World Endurance Championship cars. The rear wing is also taken from those racers. Other body modifications include a new splitter, fenders, side skirts, and rear diffuser. The car has additional performance upgrades in the form of an adjustable suspension, and center-lock wheels with Michelin Pilot Cup 2 tires. Inside, the car has most of the same upgrades as the Rapide, but it also gets a roll cage.

Aston didn’t release pricing, but it did say how many of each car will be built. Not surprisingly, there won’t be many of each. The company will build 210 Rapide AMRs, but just 7 Vantage AMR Pros. So if you want one, you’d better act fast. Otherwise you’ll have to wait for AMR versions of other Astons.

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