All Entries Tagged With: "ASTON MARTIN"
Ricky You Ain’t Never Gettin That Car! Aston Martin Music
by Gunnar Heinrich ::: YouTube ::: Aston Martin Music
SIXTEEN million and counting viewers have watched Rick Ross’ Aston Martin Music video. As you might expect, there’s a lot of Gaydon on film. Set in Miami, tops down, rhyming about the struggle and Aston Martins from a flawless 80s V8 Vantage to gloriously fresh Rapide. Why should Bentley and Lamborghini be the pin-up cars for a generation of would-be, could-be hip-hop artists? All this production is a few choice words (the 10 year-old @ 0:21), nice shots, fine rides, and beautiful girls with our friend Rick Ross as our story telling guide. It’s escape. It’s simplicity. And for Aston Martin, it’s marketing gold.
That Oh So Familiar Face: Aston Martin Virage
by Gunnar Heinrich ::: img Aston Martin ::: Aston Martin Virage Coupé
IT’S beautiful. Achingly so. Aston Martin is proudly trumpeting its new Virage as, among other things, a “contemporary design icon.” Trouble is, it’s quite difficult to tell the subtle differences of Aston’s beautiful new GT from that fabulous original, the DB9. So, what’s the point?
Taking The Bride For A Ride In Dad’s Aston
by Gunnar Heinrich ::: img BBC ::: HRHs William & Kate in The Prince of Wales’ Aston Martin
IN so much that today’s royal wedding festivities in London were a global media sensation and great advertising for the British car industry – and – given that there isn’t a great deal that’s truly “normal” about the royals’ lifestyle, it was a sweet and common touch that Prince William chose to take his fair bride Catherine for a short victory lap ’round Queen Victoria’s memorial in his father’s Aston Martin DB6 Volante.
This is the same formerly gas guzzling classic Aston that Prince Charles contemplated selling so as to appear more “green”. I bet he’s glad he didn’t. The car now runs on bioethanol.
All the best to the newlyweds.
Aston’s Modern Homage To Mies Van Der Rohe
by Gunnar Heinrich ::: img Aston Martin ::: Mies Van der Rohe
MIES Van der Rohe was right, less is so often more.
When we think of the great designs in art, architecture, furniture and, yes, automobile design , so often we find that the best concepts share a leanness of execution following thorough deliberation.
No car manufacturer today exemplifies this rationale, in an automotive context, better than Aston Martin. For Aston, it extends past the tight GT and into the space in which a Vantage or DBS is sold.
Aston Martin’s Heritage Service Is The Dog’s Bollocks
by Gunnar Heinrich ::: img Aston Martin ::: Aston Martin Works Service
ASTON MARTIN Works Service is the factory’s maintenance and restoration program. Incorporated therein is what Aston Martin calls their “Heritage Service.” It’s a crafty means to catering to classic models and a way of keeping past clients current. It principle, it makes brilliant business sense.
To boot, Aston backs their service up with a compelling proprietary argument:
All our restorations take cars back to shot-blasted bare metal, e-coating is applied to the chassis to protect against corrosion. Body panels are still hand beaten the traditional way and we still use the tools, which originally built the car, ensuring the utmost authenticity [...] Every detail of the restoration will be documented. Not only does this add to your cars history but it gives you the confidence that the restoration is the last word in quality workmanship and authenticity.
In other words, if you want to have the factory install a USB connection to hook your iPod up to a modified (B&O?) sound system in your ’65 DB5, not only will they oblige but they’ll add it to your car’s record as a factory installed option.
There are similar programs at Bentley, Mercedes-Benz, and Ferrari, to name a few. That said, due to Aston’s size and bespoke nature, they’ve been at this game longer than most. And it shows.
Test Drive @ Miller Motorcars: Aston Martin Rapide
by Gunnar Heinrich ::: Miller Motorcars Greenwich ::: 2010 Aston Martin Rapide
OUR salesman has been at this all day.
“We’ve had two people get tickets already,” he notes, keeping the Aston well within the speed limit.
It’s Saturday afternoon and Miller Motorcars has sent out a mass invite to sample the 2010 Aston Martin Rapide. Appointment blocks are 30 minutes and ours is at 1PM. Thanks to traffic, we show at 1:14.
Patiently, Miller’s rep. greets us. His speech pattern registers low and level and his manner’s neutral in a way that’s surprising for a man in his forward-leaning profession.
He drives us off the lot and into Greenwich, Connecticut – a tightly packed suburban community sandwiched between two highways (I-95 and the Merritt Parkway) a secondary road (Rte 1) and Amtrak/MetroNorth rail lines that all run parallel to Long Island Sound towards New York.
The town’s crowded interplay between commercial and residential zoning means that even narrow, twisting back roads that cut through forest see constant traffic.
Cutting north into the hills, we approach a slight right-hand bend that leads into a Y-intersection – all clear.
He gives notice that he’s going to take the turn abruptly so that we can get a sense of the Rapide’s “balance.”
In goes throttle, velvet V12 music plays through twin exhausts, here comes the turn, metallic door handle is clasped, he spins the wheel right, and – we’re through to the adjoining road.
He’s smiling. And so are we.
These are the perks of being an Aston Martin “sales specialist”.
It’s a vocation more than a job, and as an automotive enthusiast it seldom gets old. The salesman’s worked for Miller for four years and, yes, he gets a company car.
The salesman pulls over so that Schnookums can get wheel time. She takes us through hill and dale; enjoying the sensation of piloting a four door coupe that’s longer than an M6 but surprisingly lower, tighter, and much more in-sync with the road.
Conversation is limited and stays centered on the Rapide. We’re here to experience the machine and the sales rep’s job is to let the Aston do the talking.
My turn.
Ingress & egress are a little tricky in this coupé
I’m gentle at first – registering the feel of the small leather bound helm. I’m peering out from a cabin where a low suede headliner meets an even lower windshield that overlooks (again) a low, long bonnet.
We’re entirely encapsulated in exotic richness – it’s our own cavern of firm hides and the right amount woods and visual technologies (the pop-up GPS stays stashed under Tamo Ash panel). In essence, it’s more Maserati than Bentley.
I ask if anyone else has made any association between the Rapide and the Lagonda. Miller’s rep. chuckles, “No.” He remembers how much trouble Aston’s first four-door gave customers. That said, he marveled at the uniqueness of the old concept.
We’re taking turns a bit faster now and helm feedback registers more Porsche 911 (danke, herr doktor) than big British GT. The go pedal feels very odd under foot and even odder when, after planting it – for one MISSISSIPPI – nothing at all happens.
The 470hp V12 builds speed briskly and the auto shifts smartly but with a starting weight of 4,300 lbs plus three adult occupants, you can’t help but feel as though the engine’s a little taxed.
The Aston’s V12 produced not the violent, raucous V8 or V10 surge of an AMG Benz or M Bimmer, but rather the smooth application of silken power.
I comment on how all cars seem to be heavy nowadays and Miller’s man agrees. I flash on the surprising litheness of the e32 and e38 7-series.
Our test drive ends just as quickly as it began.
“We’ll be getting our own demo soon,” the salesman says. “If you come back, we’ll spend a longer time with the car.”
Judging by the commendable sales experience – gladly.
Fun Fact of the Day: Did You Know That Aston Martin’s Engines Are Made in Germany?
By Gunnar Heinrich
ASTON MARTIN has been practicing a bit of trans-Euro production since 2004, apparently.
Aston follows in the tradition of other British marques; Bentley, for instance, had some of its cars made in Italy by Pininfarina. So, Aston friends, if you thought your V8 or V12 came from Newport Pagnell, you’re a bit off the mark.
From the DBS through the V12 Vantage, all Aston Martin powerplants come from a (not so) little assembly shop in Cologne where workers are free to gnaw on brätwurst and be merry on Schnäpse while tuning Aston engines to outrageous heights of creamy torque.
Not quite, but sort of:
Located in a separate building at Ford’s Niehl Engine Plant, the Aston Martin Engine Plant is equipped to work solely on Aston Martin engines and the building carries the Corporate Identity of the marque.
The layout of AMEP consists of a 12,500 square metre production hall, which has sufficient capacity to support Aston Martin’s requirements today and in the future. The facility broadly comprises four distinct areas; one to machine engine cylinder blocks, one to machine cylinder heads, one to assemble all engine components and an area for goods received and engine shipment. All engine testing is completed within the assembly process and unlike normal engine production, both cold tests and hot tests are completed concurrently on all engines.
The facility is capable of machining and assembling V8 and V12 engines simultaneously. Each technician will build a complete engine from start to finish – at full production more than 30 technicians will be building engines.
Built in compliance with ISO 14001 environmental regulations, the facility also benefits from state-of-the-art features including an adaptive lighting system that automatically adjusts according to the level of available daylight. Additionally, all of the equipment used within the facility has been specifically chosen not to exceed a noise level of 77 db(A), aiding a pleasant working environment.
Did I mention that Aston also has a dedicated test center at the Nürburgring?
ADLX 00′s Reflections & 10′s Predictions
By Gunnar Heinrich | IMG Daimler, AG
RING out the old! Ring in the new!
As New Year’s approaches those of us on the East Coast, let’s reflect for a moment on the past ten and consider the next ten.
Geopolitically, it’s been a tumultous decade and indeed the same proved true for the auto industry.
For the luxury marques, apart from 2008-2009, it’s been mostly a boon – with the Germans going from strength to strength financially (despite loss in build quality for Mercedes and styling for BMW); the restoration of forgotten marques Bugatti and Maybach; the rebirth of the deluxe hatch in MINI; new heights in Italian performance with Ferrari and Lamborghini; and the rebirth of Maserati and Rolls-Royce.
Cadillac has restored some of its soul. And the 00′s will also likely be considered Aston Martin’s golden decade thanks to Dr. Bez’s leadership.
Looking forward: by 2020, automobiles will likely become roboticized – at least for highway travel in certain metro areas.
(In)famous Westcoast style car chases, for instance, will become more of a thing of the past as law enforcement will seek legislation empowering them to deactivate runaway vehicles remotely.
And, sadly, some of the great marques will fall to the wayside while upstart Korean companies like Hyundai grow stronger; forging entry into the luxury market just like Toyota, Honda, and Nissan managed 20 years ago.
Exciting times ahead, friends!
Aston Martin Cygnet: When Sports Car Makers Aim For The Guardrail
- Behold! Aston’s $43,000 Aztec.
- Aston Martin Cygnet based on Toyota iQ; featuring Toyota engine
- Recalls botched joint efforts of yore
By Gunnar Heinrich | IMG Aston Martin
TEAM Ferrari has to be howling at this one.
The Aston Cygnet – a joint, face plant project where an Aston Martin’s likeness (read: iconic fascia) is artistically transplanted onto a little Toyota iQ economy hatch- is a sad insight into the economic realities facing a small, independent sports car manufacturer.
The little “Aston” will be brought to markets next year.
Plainly the Cygnet was born of a need to increase revenue whilst simultaneously jumping through the completely-pointless environmental, one-size-fits-all fleet emissions standards set forth by, what Mrs. Thatcher would’ve called, “the bureacracy in Brussels.”
While Lamborghini, Ferrari, Bugatti, and the like are more sheltered from fleet average regulations thanks to their sheltered status as subsidiaries of larger automotive conglomerates, Aston, it would seem, does not have this luxury.
Though, if push came to shove on placing unfair restrictions of fuel economy, Aston’s mangement could highlight that Ford is still a major shareholder in the company.
Still, this decision was part of extending brand awareness while being paid for it.
According to Car & Driver, the Cygnet’s largest engine option, rippling with all the power of an orange salamander – a 1.3 liter Toyota four cylinder motor – will produce a 0-60 time in a blistering 12 seconds and likely set the not-so-hot hatch’s price as high as €30,000 ($43,000).
By the way, speaking of bogus brand extensions – does anyone remember the Chrysler TC by Maserati?
Aston’s next GT, had better come with the looks of an Alfa 8C and the performance on an Enzo to make up for this bull $#!t.
