You might find unregistered examples of the Vanquish S at dealers, but production of that has finished. These are the last VH cars. Production and some deliveries have already started, but you can still order and specify one, and you don’t have to have the racing-inspired day-glo highlights of the one photographed here.
You will get carbon-ceramic brakes behind 21in wheels and AMR-specific tuning, turning what was Aston’s most laid-back GT car/four-door coupé/fastback saloon/family hatch/call it what you will into something more raucous.
You’ll also get, if you’re prepared to overlook the Valkyrie (which, for these purposes, I am) the last of the naturally aspirated V12s, the 6.0-litre-badged (actually 5935cc) stalwart which has provided sterling work, in various iterations, since its introduction in the DB7 Vantage of 1999. That was the first production Aston with a V12. Now you can’t imagine the Aston range without one.
What's it like?
As ever, the V12 drives the rear wheels, these days through an eight-speed automatic gearbox mounted at the rear, and a limited-slip differential.
Those traits and a lengthy 2989mm wheelbase are what have lent the Rapide one of the nicest inherent chassis balances among super-saloons, or even some big GT cars, over which the Rapide was – and remains – more agile and deftly balanced.
The Rapide’s kerb weight is 1995kg, which seems like a lot until you realise a Bentley Continental GT, despite having two fewer doors, weighs another quarter of a tonne.
And even now, nine years after the Rapide’s first introduction, I don’t think there are many more cars of this weight and size that are more engaging or more agile to drive, or that hide their mass so well.
The AMR alterations to the chassis are pretty subtle. They add a firmness to the ride and a bit of extra body control. I might have preferred it as it was – this is a big saloon, after all – but it has been a while since I drove a standard one. The ride quality is still actually pretty good – a touch fidgety over small ripples, but never close to frighteningly harsh.
And what’s still very much evident is that lovely balance. The steering’s smooth, pleasingly weighted and gains weight and road feel as you turn. At three turns between locks, it has anything from half to a full turn over some big cars, as they try fitting sharper steering to make them feel more agile. Not here. No hyperactivity, no active roll bars, air springs, rear steer. It just is what it is – straightforward, honest, with the smoothest of V12s and a clean gearshift – and frankly all the better for it.