Aston Martin Reviews

IT'S the eyes that get you. Pulled back teardrops that look daggers at the road, stare threateningly at other road users. The narrow, swept-back headlights come from big sister, the four-door Rapide. The use of these lenses on this car - the Virage - is more than coincidence or even cost-saving. It's the visible DNA that bonds the two latest Aston Martin models.Virage is the most recent "V" word to wear the Aston badge and though it is undoubtedly a stunning statement in metal, its inclusion in the marque's range initially seems excessive. Aston Martin disagrees. Spokesman for the company in Australia, Marcel Fabris, says the Virage plugs any gaps in Aston Martin buyers' minds."It is less formidable in terms of power, transmission delivery and ride than the DBS but more on edge than the DB9." he says.That's exactly how it feels, too. The problem isn't that there are three similar models in Aston's tight model range, but the fact that the Virage is the best. Of course that's Aston's problem - not mine.VALUEFor the price of an apartment, the Virage is excessive. Compared with other handbuilt exotica on wheels, it's not bad. You be the judge. It costs $371,300 and that's a $17,742 premium on the DB9 and yet a whopping $106,293 cheaper than the DBS. The Virage gets carbon-ceramic rotors the size of dinner plates, a superior Garmin sat-nav system that's both easier to use and clearer than Aston's previous efforts, plus 20-inch wheels and a leather-alcantara cabin.DESIGNBeautiful. Nothing is better than this and even though Jaguar gets close, the Aston DB9 styling will wear the sash and crown at any beauty pageant. Put a bikini on it and you'd marry it.Pragmatists will argue that it's a lot of car with a small cabin. Like I care.Truthfully, there are four seats but unless you are a sadist, the Virage will carry only two people. Though perhaps the two deeply-dished and leather trimmed indents in the back would suit small children, maybe a dog. Did I mention it is beautiful?TECHNOLOGYI used to favour Aston's V8 Vantage over the DB9's V12. Basically, the V8-engined models felt more nimble and needed less correction through corners. That was then. The 5.9-litre V12 has become silkier and more responsive to the right foot. In becoming less lethargic, it has changed the dynamics of the car and in the Virage, accents more than ever how accurate this car can be punched into a corner and how balanced it sits on exit.It packs ZF's six-speed automatic, its response times heightened by touching the "sport" button and over-riding the gearchanges with the steering wheel-mounted paddles. I prefer this box to the automated manual in the Vantage S because it is significantly smoother to drive and easier to live with while trawling the traffic lanes.SAFETYOnly four airbags? For $371,300 (plus onroad costs)? No crash-safety rating? Are you being ripped off, thrust into an unsafe car that can rip black marks down a road at blinding speeds yet may have the impact protection of a Vespa. Manufacturers of exotica tend not to hand over a car to crush. So it's hard to offer a safety benchmark without comparatives. You be the judge.DRIVINGThe car has been around for about six years. If it was any other make, it'll be over the hill by now. But the Virage - nee DB9 and DBS - is still freshly styled and competitive both in performance and price.It's just that I am not excited by looking at the same dashboard, year after year. Perhaps I long for a gearshifter to plunge forward and back in tune with various engine screams, rather than politely press acrylic buttons on the upper dashboard. But I will never, never lose the thrill of that eruption when the V12 fires up in the morning.Get over the scary fact that there's a long bonnet out there and that curious fellow motorists may want to come closer for a better look and you can quickly become used to the way the Virage cossets the driver.The seats wrap and warm the body, the steering wheel falls firmly to hand and the magnesium shifters sprouting from behind the steering wheel click audibly at the touch of your fingers. It's a sensory ride.Sports car suspension - such as the DBS - is usually abrupt and harshly stabs the kidneys. The Virage is softer, with push-button adjustment from firm-ish to really firm, depending on your mood, the road, the weather and your kidney's condition.Everything about the car is pin sharp - it turns instinctively, reacts instantly to your lightest touch and is always pumping out that rich V12 yowl.VERDICTYes, Aston. You make beautiful cars. Now get over it - only a handful of us can afford this. It's a selfish two-seater (plus dog and cat) made for deserted winding roads in cool climates. Aston has a few on the boat and they're all sold - mostly at the expense of the DBS that may be a bit too hardcore for city driving. The Virage is Aston's big-coupe future and more than the other Aston Martin models, follows the owner-friendly line of the Rapide.ASTON MARTIN VIRAGEPrice: $371,300Warranty: 3 years, 100,000km, roadside assistResale: 64%Service interval: 15,000km or 12 monthsEconomy: 15.5 l/100km; 367g/km CO2Safety equipment: four airbags, ESC, ABS, EBD, EBA, TC.Crash rating: N/AEngine: 365kW/570Nm 5.9-litre V12 petrolTransmission: Six-speed sequential automaticBody: 2-door, 2+2 seatsDimensions: 4703 (L); 1904mm (W); 1282mm (H); 2740mm (WB)Weight: 1785kgTyres: size (ft) 245/35R20 (rr) 295/30R20, no spare tyre

YOU can buy a version of the Vantage, Aston Martin's junior sportscar, with a V12 under the bonnet and, while I've sampled it only briefly, I can tell you that 380kW in a car the size of a hatchback can be quite intimidating. It comes with a manual gearbox, which won't suit everyone, and costs more than the Virage.It's also $104,000 more than the V8 version driven here. The Vantage S, like the Virage, sits in the happy spot between this car's two extremes. And, like the Virage, the new car is the pick of the range.TECHNOLOGYCompared with the standard V8, $16,000 cheaper, the S gains a host of performance additions. The engine has been tuned to deliver a bit more power and torque, lifting maximum speed to 305km/h, while the seven-speed transmission is a quicker version of Aston's robot manual self-shifter with revised ratios. It has been reprogrammed to make parking manoeuvres easier, eliminating the previous "crawl'' function.There's also quicker steering, larger brakes with six-piston calipers at the front, a wider rear track, new springs and dampers and a recalibrated electronic stability control.The exterior picks up mesh bonnet vents, a carbon fibre body kit (with front splitter and rear diffuser), side sills and a more pronounced tail lip.The changes were influenced by the GT4 racing version and it adds up to a compact but purposeful package. The car I drove had lightweight seats and, against expectations, they were comfortable all day.DRIVINGBut this car isn't a grand tourer. The neat stitching and other cabin comforts are the veneer on a pocket sportscar that's as raw as anything at this level. The Vantage S never lets you forget you're driving.The chassis is poised and alert while the steering is direct, with lots of feel. The throttle and brakes are pleasingly weighted and the car rewards precise inputs and technique, such as braking in a straight line.As a bonus, the engine thrills the ears regardless of where it is in the rev range and whether accelerating, coasting or on over-run. It's more than a soundtrack, though. This Vantage S piles on speed, especially when rolling. The gear indicator goes red at 7500rpm to let you know to upshift. You need to keep an eye on it.Robot manuals cannot match traditional torque converter automatics for refinement and this one is no exception. There is lumpiness to the changes and clunks from underneath. In automatic mode, you'll nod at every upshift.Rawness is evident in the ride, too, which is just on the liveable side of sportscar brittle. But the worst aspect of the car was excessive tyre noise, which intrudes most of the time. Sound deadening isn't an after-market option, so changing the Bridgestone Potenzas would have to be.And, unlike the Virage, the Vantage S perseveres with Aston's clunky old satnav and a control system that in the test example bordered on the recalcitrant.So pack a street directory and plan a trip to Bob Jane's, because in other respects the Vantage S deserves to be on the shopping list of anyone pondering a Porsche 911.ASTON MARTIN VANTAGE SEngine: 4.7-litre V8 petrolOutputs: 321kW at 7300rpm and 490Nm at 5000rpmTransmission: Seven-speed automated manual, rear-wheel drivePrice: $275,000 plus on-road costsRead more about prestige motoring at The Australian.

THEY say Aston Martins all look the same, and they have a point. When you spy one you immediately know it's an Aston -- they're that distinctive -- but was it DB9 or a DBS? A V8 or a V12? You seldom see two together, so it's hard to tell.However, I'm at Phillip Island race circuit surrounded by more than 40 examples representing every facet of the line-up. It's the first track day organised by the company in Australia and could be the largest gathering of Astons down under.Many owners have driven their cars interstate to be here, and some have flown in from New Zealand. When they're all together like this -- the cars, that is, not the owners -- it's surprising how the differences leap out at you. They're at least as different from each other as, say, Porsches.The Aston range has just been expanded by one and it's the most different of the lot. The Rapide is Aston's first four-door sportscar after it joined the rush to design slinky sedans. This segment, pioneered by the Mercedes-Benz CLS and Maserati Quattroporte, is growing rapidly. The Porsche Panamera is another newcomer while Audi and BMW both intend to make ``four-door coupes''.DESIGNSo far, the Rapide is the one that has made the transition from two doors to four with the fewest compromises on shape. A Panamera is more commodious in the rear but looks ugly from behind and bulky all over. Aston struck a different balance.The Rapide sticks to the concept that surprised the Detroit motor show in 2006, which looked like a stretched DB9. Side by side, it's obvious there was a bit more involved than that.It's bigger in all dimensions to the brand's pin-up 2+2, but most obviously longer, by 30cm. The Rapide retains all the brand signatures, including ``swan'' doors that swing upwards slightly to lift them clear of kerbs. But every panel is different while ingredients such as the headlights and side strakes are longer. It also gets a unique face with a grille on the lower air intake and main-beams garnished with a string of LEDs.Aston says it's the most beautiful four-door sportscar, and it's hard to disagree. Some of the effect relies on visual tricks. The rear doors are much larger than the actual openings; some of what they conceal is structural. It's a squeeze to get in and, once there, it's tight but bearable for full-sizers, better for children. The rear seats fold for carrying long stuff, which is just as well because cargo space is a relatively miserly 317 litres.One question mark concerns the car's assembly, which is being done away from the English Midlands at a special facility in Austria. Transplanting the brand's craft traditions appears to have worked; the car I drove was beautifully hand-finished to a high standard. As usual, what appears to be metal is metal, including the Bang & Olufsen speaker grilles and magnesium gearshift paddles behind the wheel. The Rapide just seems a little more lavish.TECHNOLOGYThere are no dud notes here, although the centre console, which is borrowed from the DB9, has fiddly buttons and the control system is rudimentary compared with the best of the Germans.In technical terms the Rapide follows the DB9, with the same engine and six-speed automatic transmission located at the rear axle. As with the two-door, most of the Rapide is aluminium and Aston claims the bonded chassis has been stretched without compromising rigidity. Weight increases are the penalty, with the Rapide 230kg heavier than a DB9 at a whisker under two tonnes.The Rapide chalks up a few firsts for the brand, including an electronic park brake and dual-cast brake discs in cast iron and aluminium. It also installs adaptive dampers from the DBS to its double wishbone suspension.DRIVINGAs well as being the largest and heaviest Aston, the Rapide is also the slowest. At 5.2 seconds to reach 100km/h, it's 0.4 seconds slower than a DB9. It gives up sooner, too, with a maximum speed of 296km/h, 10km/h less than a DB9. However, among four-doors these figures are no disgrace.With a starting price just $13,000 more than the DB9 Coupe automatic, Aston executive Marcel Fabris expects to sell 30 Rapides by the end of the year. Globally, the company will deliver 2000 a year.My first drive is a delivery run of sorts. The night before the track day, the Rapide needs to be relocated from the brand's Melbourne showroom to Phillip Island so that it can be shown off to owners and a score of invited prospects. I've driven these 140km before and they are not very exciting. It's already dark and raining, so I focus on negotiating Melbourne's home-bound crawl and getting there without drama.It's easy to get comfortable and the steering makes a favourable impression immediately. It's direct, precise and terrifically weighted. It makes shuffling this 5m-long, highly visible piece of exotica through tetchy traffic a breeze.Cabin quietness and ride quality are better than expected, too, and the days when Astons came without cruise control have long gone. All the comforts and conveniences are here, including heated seats. If there's an irritation it's the control system and its small buttons, which make finding a suitable radio station a chore.That's not an issue at the circuit the next day, when the weather has cleared and Aston owners are patiently sitting through driver briefings. More than just a chance to experience their cars at speed, this event is modelled on ones in Britain, Europe and the US in which professional race drivers ride shotgun with owners to coach them on getting the best from their car. Three instructors have come out from Britain, where the brand has been offering performance driving courses for a decade. The rest are locals with years of motorsport experience.Under the expert guidance of Brit Paul Beddow, I take the Rapide out first. I've never driven an Aston on a circuit before and the experience is something of a revelation. The Rapide doesn't feel like a sedan but something smaller and more agile -- you could almost be in one of the coupes. The steering I liked on the road is even better here, while the brakes are excellent and gearshifts quicker than expected. This V12 engine is a lovely unit that doesn't mind working hard. It may not be the quickest Aston, but the Rapide doesn't feel slow.During the course of the day there's a chance to sample the rest of the Aston range, and when you drive them back-to-back, as when you see them side-by-side, it's the differences that stand out. The Rapide is the refined and civilised member of the range, surprisingly relaxing to drive even on the track, yet strong and capable. Grip levels and cornering speeds are high.VERDICTThe Rapide bookends the renewal that began with DB9. That car helped Aston break its habit of borrowing parts from previous owner Ford, and trading on a reputation that was part racing history, part Hollywood action hero.After expanding its line-up with the less expensive Vantage V8, Aston's ownership base has increased enormously. It's now large enough in Australia to make events such as the one at Phillip Island possible. Most of the owners were experiencing their car on a track for the first time. And most I spoke to would do it again in a flash.The Rapide should help expand the reach of Aston even further. The least likely circuit warrior in the line-up will make future track days more likely, not less. And when the owners turn up to put a Rapide through its paces, they will be pleasantly surprised.While for Aston trainspotters, at last there's an easy one to pick.ASTON MARTIN RAPIDE - $366,280 plus on-road costsVEHICLE: Luxury sedanENGINE: 5.9-litre V12OUTPUTS: 350kW at 6000rpm and 600Nm at 5000rpmTRANSMISSION: Six-speed automatic, rear-wheel driveRead more about prestige motoring at The Australian.

YOU may not be familiar with the name Fritz Tscherneg. In fact, unless you live in Graz, Austria, he is to the world an anonymous collection of 14 letters.  But Mr Tscherneg's name is under the bonnet of an Aston Martin Rapide in Perth, carrying on Aston's tradition of identifying the engine builder. So you can ring him up and go off your nut if anything goes wrong, presumably.But the Rapide breaks Aston's tradition in one important way: it's not made in England like its ancestors but in Graz, hence the sudden prominence of Mr Tscherneg.A handful of trainspotters picked up on his name in the tiny Benedictine town of New Norcia, 120km from Perth and 13,246km from Graz, as Australia's first Rapide opened itself up in WA's countryside.Body and appearanceThis is Aston's first four-door for almost four decades – and it is everything you expect from Aston but with a slightly different spin.  For those who go weak at the knees at the sight of an Aston Martin, they will be similarly enamoured by the Rapide. The most striking and unexpected - feature is the integration of four doors within the familiar and beautiful C-pillar, flanks and boot line.  It is a remarkable job and at first glance, could be mistaken for a two-door Vantage or DB9 coupe. The style leads to comparisons with the Porsche Panamera that, side by side, looks bustle-tailed, awkward and heavy from the same rear three-quarter angle.The Aston is all about aesthetics. The Porsche is about purpose.  Porsche applies a clinical technique to its products. There is almost an arrogance in its relationship wit the buyer, captured in the 1970s by serving up its 911s is a rather uncomplimentary colour palette from baby-poo brown to Kermit green and traffic light orange. Later, it unveiled the Cayenne SUV.Aston Martin doesn't share its rival’s philosophy. It is, by comparison, a very small company that is privately held. It is acutely aware that the risks of travelling the less-worn path in car design could wipe it out.So, like Jennifer Hawkins, its look is its fortune. For that reason, the nose cone and the forward section of the turret are DB9. The signature C-pillar and shoulders that brood over the massive 295mm wide Bridgestone Potenza rear tyres are also lured from the pen of the DB9 designer.  The boot lid is long, creating a hatch as in the Panamera, though its yawn isn't as obviously large when snub tailgate is closed.It would be easy to say the Rapide is a DB9 that has been stretched. It isn't. It sits on a new platform incidentally about 250mm longer than the DB9 - that shares its extruded aluminium design and some suspension components.Interior and fit-outBut sit in the driver's seat and what is ahead of you is all Aston DB9.  The push-button selection for six-speed auto gearbox is above the cente of the dashboard. Minor switchgear is similarly familiar, as is the gauges and console.Turn around and there's a repeat of the front cabin. The seats are the same deeply scalloped buckets, though the backrest is split halfway to fold to boost the modest luggage capacity.The centre console extends, rising between the front seats to create individual vents for the rear passengers. Those in the back get separate airconditioning controls and volume for the Bang and Olufsen Beosound 1000-Watt audio, cupholders, a deep centre storage bin and DVD monitors with wireless headsets - set within the head restraints of the front seats.More importantly, they get room. The shape of the Rapide doesn't accurately reflect the available headroom good enough for a 1.8m passenger and though the legroom is at the whim of the front seat occupants, only tall people may feel constrained.  Rear seat comfort, however, is unlikely to be top criteria for owners.Driving This is a car to drive. The doorstop-heavy glass key slides into the gap in the centre console, just below the gear selector buttons. Press hard and there's a pause, like a conductor's hesitation before his baton is struck down and the orchestra erupts in full noise.There's 12 angry pistons sliding in 12 honed cylinders and their concert puts out 350kW and 600Nm of torque and lots of booming, staccato bass background.  You select either the D for drive button or pull on the steering wheel's right-hand paddle shifter.And despite the near two-tonne mass, the Rapide jets to 100km/h in a respectable five seconds in a blur of exhaust roar.  That's not as quick as the DB9's 4.8 seconds and the specs show that while they share power and torque, the Rapide's extra 190kg trims back its acceleration just a touch.p>Not that you'd really notice or care.  It's a beautiful power delivery, full of noise and torque. The speedo and tacho needles swing in opposite directions, so it's not an easy set of gauges to glance at and get a feel of what's happening beneath the bonnet. It's that mix of engine and exhaust noise that'll guide the driver.But it's not just the engine. The gearbox is a simple six-speed automatic unit no clutchless manual here that gets the power down smoothly and relatively quickly.The steering is well weighted, so it transmits the feel and contours and all the irregularities of the road to the driver's fingers, so the driving experience becomes tactile.And the brakes are colossal, firm to press but responding with confidence.  It doesn't take long to dismiss this as a four-door, four-seater express car. It feels like a two-seater coupe.The balance is lovely and the ride is surprisingly compliant and except for tyre roar on coarse-chip road sections very quiet. Communication with the rear passengers is absolutely no effort, even at the legal road speed.Where it shines on the open road there are some dull points in the city. It is a long car and it's low, so parking requires patience and familiarity. The turning circle is large, so it's not a nimble car.Live with it. For a car that bore snickers and sneers when showcased as a concept, the Rapide shows that simple, traditional cars can find a place and that bespoke manufacturers can win the throw of the dice.ASTON MARTIN RAPIDEPrice: $366,280Built: AustriaEngine: 6-litre V12Power: 350kW @ 6000rpmTorque: 600Nm @ 5000rpm0-100km/h: 5.0 secondsTop speed: 296km/hFuel economy (tested): 15.8 l/100kmFuel tank: 90.5 litresTransmission: 6-speed sequential automatic; rear driveSuspension: double wishbone, coilsBrakes: front - 390mm vented discs, 6-piston calipers; rear 360mm vented discs, 4-piston calipersWheels: 20-inch alloyTyres: front - 245/40ZR20; rear 295/35ZR20Length: 5019mmWidth (inc mirrors): 2140mmHeight: 1360mmWheelbase: 2989mmWeight: 1950kgScore: 90/100RivalsMaserati Quattroporte GTS ($328,900) 87/100Porsche Panamera S ($270,200) 91/100Mercedes-Benz CLS 63 AMG ($275,000) 89/100

It is - this handcrafted British road machine - a fabulous collection of mechanicals, style and luxury. It is a most enticing grand tourer, a head-turning coupe of some pace and grace. With a sweet balance to the chassis and brakes thatd stop a bull elephant in its tracks. It will, says the factory, jump from 0 to 100km/h in 4.2 seconds and run out to better than 300km/h. Easy to believe. For this is an explosive package, a big-engined yet lithe two-seater with ability to take on misty morning mountain roads, sweeping stretches of highway or Monday morning traffic.HISTORYBut pause to praise the Lord for the mighty farm tractor. For the history of modern sports machinery, including this Aston, is littered with famous plough-lugging marques. Lamborghini was first a tractor maker. Porsche built tractors from 1934 to the early 1960s to keep sports cars coming. Irishman Harry Ferguson made little grey Fergies before developing a four-wheel-drive system used by the Jensen FF. And tractor maker David Brown (an early partner of Ferguson) went on to buy Aston Martin in 1947; that's where the DB range of Astons comes in.PRICE AND PACKAGEToday the Vantage line of Astons sits below today's DB9, DBS and Rapide in size and sometimes in price. V8 Vantages can be had with six-speed manual or Sportshift, coupe or roadster. The V12 Vantage comes only as a manual coupe, priced at $379,251 which puts it among the DB line-up in price.But this Vantage is a different kettle of fish _ a compact, pretty light, two-door coupe with a six-litre V12 shoehorned into a tight spot and producing many smiles per mile.That means the V8s handsome bonnet here has a bulge plus a clutter of carbonfibre vents for airflow; these, if necessary, look a little vulgar on this hunkered-down, hip-high machine with a sculpted long nose and short tail.While the V12 engine weighs 100kg more than the V8, this Vantage, with a fair chunk of aluminium aboard, is only some 40kg heavier at 1680kg. This is a serious piece of sports machinery, more power to weight than the average Fergie.Carbonfibre is used from front to rear splitter and across the leather-clad cabin. Inside is a place of comfort and purpose with two seats, a large parcel shelf and decent sized boot nestled under that rear hatch.The cabin carries the usual line-up of convenience features from air conditioning to powerful sound system, trip computer and navigation aid.There are carbonfibre, one-piece seats which hold driver and co-driver in fine form. There are exquisitely machined pedals, the tachometer swings counter clockwise and the analogue speedometer (hard to read) is complemented by a digital readout for road speed. Watch that space.DRIVINGThe Vantage V12 is fired up with an Emotional Control Unit, a push-in starter plug which wakes up 12 cylinders with a polite whirring of mechanicals and hint of menace from twin exhausts. These are best appreciated barking from outside. From inside a bloke could swear this was a rear-engined machine for there is a sweet symphony of sounds from behind the driver's head.Snick that polished gearstick into first of six speeds, a little throttle, out with the clutch and.nothing much, just steady progress into the traffic. For the Vantage can be as docile as the family Commodore, as easy to shift through the traffic as a Corolla. Visibility, despite low seat and high window sills, is pretty good.Major and minor controls are intuitive and mechanicals well behaved. No need to slip the clutch, blip throttles or panic for another gear. The ride is firm, not intrusive. This all changes out on open roads where the Aston can be one fast and furious machine.Best on a wet and mucky day to keep full traction control on and leave the Sport (go-faster) button off. The Sport button remaps engine tuning for sharper throttle response; it delivers an extra nudge in the back when engaged at road speed, a wilder take-off and a little too much extra verve on a wet track.The traction control has three stages _ on, half-on and off. The last is really for good and brave drivers. Even half-on was a bit whooaa on a greasy road; full traction control is far more sensible and quite sociable, allowing a little slip and correcting with discretion rather than violence.There is all this power to be had and enjoyed as the Aston sweeps hard toward the next bend. But here, on the approach and through the turn, the Vantage shows off more to appreciate.The steering is well-weighted, and you'll always know where those 19-inch front wheels are pointed. The big disc brakes pull speed down with confidence, whether chasing a little slow down or a major stop.The transmission and gear gate offers positive shifts. And now the Aston's balance comes to the fore as the car moves through the turn. It does this with finesse and confidence, speed and smiles. Wet roads and traffic muted any foolhardy manoeuvres this time around. But this Aston Martin Vantage V12 appears, as expected, a fine piece of powerful machinery.It is expensive, powerful and well-built. It is also a most comfortable and stylish sports tourer which deals with day-to-day motoring while offering dynamic performance when prodded.ASTON MARTIN V12 VANTAGEPrice: $379,251Body: 2-door coupeEngine: 6-litre V12Power: 380kW @ 6500rpmTorque: 570Nm @ 5750rpmTransmission: 6-speed manual, rear driveDimensions (mm): 4380 (l), 1865 (w), 1241 (h)Weight: 1680kg

The ultra-luxury Aston Martin Rapide is about to face the toughest torture test in motoring.  Even though it is pitched as a four-door four-seater, and has a pricetag beyond $350,000, it is a confirmed starter in this year's Nurburgring 24-Hour race in May.The Rapide will be fielded in stock-standard specification, apart from safety equipment, and the man who runs Aston Martin is confident it will achieve a top-30 placing.  "What we will demonstrate, publicly, is that the car is easy to drive and it is reliable. We will run the Rapide with the automatic transmission — no-one races at the Nurburgring with an automatic," says Dr Ulrich Bez.He has raced many times at the track and is a past class champion with V8 Vantage in the 24-hour race.  "First of all, as a team, we want to have fun. Nurburgring is not a racetrack, it is a country road that is closed.  "We want to show that the Rapide is fast, is reliable, and is easy to drive."He will head a team including engineers from Aston Martin, who have just completed the final sign-off for the start of full-scale production of the Rapide.  Aston is pitching the Rapide as a four-door sports car and Bez admits the rear-seat space is not comparable to a Bentley or even a Benz."We don't talk about the rear-seat passengers. If you drive yourself it is rare to have four people in the car to drive for four hours," Bez says.  "We believe other companies over-stress the importance of the passengers."The Rapide joins the Aston Martin lineup with a similar mechanical package to the DB9 two-door, including its 350 kiloWatt V12 engine, but with an extra 309mm in length, back doors, and two individual bucket seats.It still leaps to 100km/h in 5.2 seconds and has a top speed of 296km/h, as well as traditional English craftsmanship — even though the car is built in Graz in Austria — but is intended for people who want more space and the ability to take extra friends on trips.It is a clear rival to the new Porsche Panamera, and a lineup of other fast four-door luxury cars including Benzes and Bentleys, but Bez says the difference is in the original approach.  "It's a four-door sports car. A sports car is not defined by the number of doors," Bez says.The package for the Rapide runs to Aston's familiar extruded aluminium VH body structure, a front-mounted V12 and automatic gearbox, rear-wheel drive and everything from eight airbags to a 1000-watt Bang&Olufsson sound system.  The first Australian cars will be delivered later this year with a starting price of $366,280, although most will have extra-cost equipment and customisation.DrivingIt is raining as we head out on the first drive in the Rapide.  The car instantly feels taut and responsive, just like the two-door Aston models, with a sharp metallic bark from the exhaust and gorgeous leather trimming in the cabin.Then, as we head for the hills and some brilliant driving roads, it begins to snow.  So there is little chance to crack on at any pace, even if the Rapide is able to shrink straights and fire out of tight turns with a surge of V12torque before the engine hits its stride at 4500 revs for a thundering run to the redline.The car is extremely comfortable and quiet — helped by double-glazed side glass — and the interior finish is even better than the brilliance of Audi.  The back seat space is not brilliant, with less room than a Porsche Panamera, but it's not intended for long trips. And the design work ensures it looks very, very special.It is impossible to say much about the ultimate handling, but the car sits flat at all speeds and responds — if anything — a little more enthusiastically to the wheel than the shorter DB9.Aston Martin RapidePrice: from $366,280Features: eight airbags, anti-skid brakes, ESP stability controlEngine: 6-litre V12, 350kW/600NmTransmission: Six-speed Touchtronic automatic, rear-wheel driveEconomy, CO2: 6.0litres/100km, 142g/kmFuel economy: 14.8 litres/100km (Combined)CO2: 355 grams/kilometreRivalsBentley Continental: from $370,516Maserati Quattroporte: from $296,000Porsche Panamera: from $270,200

I have a friend - yes, it's true - who is a keen cyclist and who, among other challenges, has circumnavigated Australia on his treadly.  Despite living some distance from the CBD, he cycles to his city office on occasions when the weather is fair and may take to the road on weekends for a bit of extra legwork.  Cycling doesn't imply that my friend practices financial restraint because when he gets out of the lycra he gets into his Saab convertible."I would never have a car with a roof again," he says. "It's just like being on a bike. You see more, feel more, hear more and I get to wherever I'm going without feeling captured, closed in and stressed. I even drive a bit slower."Which answers questions about the Sunday driving style of many convertible owners and specifically ignores all the potential downsides of sunburn and erratic hair.  Convertibles, above all, are sexy. Yes, sexier than lycra. And this, Aston Martin's latest DBS Volante which is the first to land in Australia, is the sexiest of them all.Sexy is subjective but I've yet to find anyone disagreeable about the looks of an Aston Martin. Then you just take the top off and voila!  But it's more than that. Technically this V12-engined machine is identical to the DBS Coupe and V12 Vantage and one rung up from the DB9 models.It's designed for grand touring with a fang on the side, a car that will cosset you and your lady on your weekender yet at a press of the accelerator, capable of baring its teeth. Its bite really is as formidable as its bark.Pricing and fit-outAt $535,350 (plus on-road costs) this is the Touchmatic version that loses the clutch pedal and gains steering wheel paddle shifters and a civilised approach commuting. The six-speed manual, wonderful though it is, may become hard work in traffic.  It's priced to shout loudly at its arrival on the street and just in case you missed its vision, there's that distinctive "active" exhaust system to rasp its symphony up and down your spine.The Volante is a four-seater according to Aston literature. But the only way a human could occupy the beautifully sculptured leather cocoon behind the driver is to remove superfluous limbs or adjust the seat until the driver's chest is pressing on the steering wheel.  For two occupants. it's a lovely piece of work. The rear seats are good for shopping bags and that leaves plenty of legroom upfront.The cabin is pure Aston and identical to the rest of the range. Only trim and colour defines the models and in the case of the DBS Volante, includes carbon-fibre door pulls and centre console mask and the remains of selected cattle.  The roof is fabric and for the new model - identified predominantly by the clear tail light lenses - is thinner. That means more room for your head but Aston assures does not increase the intrusion of exterior noise. For heaven's sake, isn't there enough noise going on under the bonnet and out the tailpipes?The boot is just a small carpeted box and instead of a spare wheel there's an aerosol kit and the telephone number of a tilt-tray truck.  Volante owners who can be bothered also get an anti-buffeting screen for days and nights when the roof is down. They will appreciate, however, that when the wind is modest the roof can be raised or lowered at vehicle speeds of up to 48km/h.You don't have to make a spectacle of yourself stopped at the traffic lights, even if you wanted to, because the roof action is surprisingly rapid.  Running your fingers through the automatic gearbox is simply a matter of pressing the relevant button atop the centre console, with individual cogs commanded by the paddles sprouting from the steering column.The fun starts with the "Sports" button set low in the console, positioned almost out of temptation and alongside the equally fearful switch that disarms the electronic stability and traction system.  With a hot 380kW V12 under the alloy bonnet, you would think there was no need for a Sports button. In fact, it doesn't produce more power it just sharpens up drivetrain components so it reacts quicker, spins further and sounds even more magnetic.The button defaults to the off position and was so sorely missed that I had to keep turning it back on, even if it was to exaggerate the exhaust howl.DrivingDiscovering the importance of the button meant spending a cool morning on a vacant track, flicking up and down the paddles on the left and right and letting the tachometer needle close in on 8000rpm.  It has brilliant handling, with a bite in the corners and the immense torque on tap for a slingshot exit.Despite its bulk and its price tag, it's a very easy car to punt and even driven hard shows little tendency to lose the plot.  Though the Volante is mechanically identical to its DBS Coupe sister, there are distinct characteristics.  It rides so well you'd never think it had 20-inch wheels. Harsh traffic bumps that upset similar cars are simply glided over in the Volante.As if appreciating that a roof-down car invites more noise, the Volante's exhaust starts with a burble and crackle and then softens to being almost inaudible at 2000rpm before waking the dead when the engine hits 4000rpm.  This interval is where a driver - not necessarily you or me - would coast through narrow suburban streets and motor gently down a busy shopping strip.Here it is seen but not necessarily heard. You and I, of course, would select first cog and get the engine over 4000rpm and do a slow but raucous parade to make ourselves noticed and value-add the price we paid for the car. And for $535,350, we'd be within our rights.ASTON MARTIN DBS VOLANTEPrice: $535,350Engine: 6-litre, V12Power: 380kW @ 6500rpmTorque: 570Nm @ 5750rpmPerfomance: 0-100km/h: 4.3 seconds, top speed: 307km/h Economy (official): 16.4 litres/100km, (tested): 21.5 litres/100kmTransmission: 6-speed automatic, sequential; rear-driveRating: 90/100Rivals: Bentley Continental GTC Speed Conv ($480,997) 88/100 Lamborghini Gallardo LP560-4 Spyder ($502,000) 91/100 Ferrari California ($459,650) 90/100 Mercedes SL65 AMG ($502,000) _ 89/1000

Rapide by name, rapid by nature. That is the essence of Aston Martin's biggest step away from its traditional home ground in the company's almost 100-year history. At least the biggest until the arrival of the Cygnet next year.However, do not expect anyone behind the winged badge to budge an inch to any suggestion that this four-door, four-seater is anything but a traditional Aston Martin ... albeit with extra luggage space. "It is a sports car ... that is exactly what it is," Aston Martin CEO Dr Ulrich Bez says at the company's Gaydon, England, headquarters as Carsguide prepares to be one of the first invited to ride in the radical new Aston. "The seats are real sports seats and when you sit in them you sit like you would in the front seat of the V12. The only thing missing is the steering wheel."There is a degree of licence in those comments — not because the seats are not sporting but rather because you are also missing any real sense of an outside world when tucked in behind the high-backed front seats. There is headroom and shoulder room for an average-sized adult, and leg room for a reasonably tall one ... but somehow it all still feels very tight.To be fair, I lean towards the claustrophobic and am not in the lithe category, but entry and exit to the rear is difficult. "I agree that it is not that easy to go in or go out for some people, but in that I would consider it like a Rolls-Royce where you have to also crawl in and crawl out," Dr Bez says. Any suggestion that Porsche's Panamera, a natural competitor for the Rapide, offers a better rear-seat experience is the equivalent of a flame to touchpaper."That is not a sportscar, it is a sedan ... a sports sedan," Dr Bez counters. "Our car is a sportscar. It looks like a sports car, it drives like a sports car, it is a sportscar ... and it is beautiful."Porsche may well take unbrage at the suggestion that their iteration of a four-door 911 is not a sportscar, however it would be difficult for the German meisters to mount a credible defence to the question of which designer has best represented the core product.AppearanceOur chariot for this first experience of the Rapide is a development prototype — a late one, to be sure but still not the finished item. The glass roof will not make an appearance on production models for some time yet and there are still a few tweaks and refinements being made in a bid to make the rear more comfortable for more people."There is some sculpting of trim around the C-Pillar and slight changes to the seat base to include some extra bolstering on the inboard side," Simon Barnes, Vehicle Engineering Manager and the man responsible for shepherding the Rapide through to the culmination of Dr Bez's vision of a true four-seat sportscar.With only a handful of completed Rapides in existence  a total of 35 development cars have been built but most are no longer with us Aston Martin is not about to trust its cars to anyone outside the company just yet. Still, with Barnes behind the wheel, the demonstration of the Rapide's competence as a performance machine is quite probably well beyond any limits an outsider would be prepared to push through a loop of English country roads."We have really set the car up to be on a performance par with the DBS," Barnes explains as the countryside flashes by at what would be an alarming rate in less practiced hands. "I am not about to give any firm performance figures now but there is enough evidence to suggest it will match the DBS ... at least. "There are some compromises to the more luxurious nature of the car  some softer suspension settings and less engine and exhaust noise intrusion  but in no way is the car compromised."That said, Barnes is already planning to incorporate the Rapide's suspension settings into the DB9 and DBS  — ‘they are actually better for handling’  — along with the car's torsional stiffness, an eye-watering 29,500 Newtons per single degree of twist (2500 more than the DB twins). The Rapide sits on a variant of the company's VH platform  according to Dr Bez, an evolving philosophy as much as a physical engineering structure  with a 250mm longer wheelbase than the DB9 and at just on five metres long it has an extra 450mm in overall length.DrivetrainUnder the bonnet is the bespoke Aston Martin 6-litre V12 punching out 355kW and 645Nm. For all its extra size the Rapide weighs in at less than 200kg more than the DB9 and boasts a 51:49 weight distribution. Oddly, Aston Martin will not offer the performance carbon ceramic brake package available on the light DB cars.The boot has just over 300 litres of space with a full passenger complement but with the rear seats folded flat that balloons to close to 1000 litres of useable luggage space."There is a huge variability in how you can use the car," Dr Bez says. "There is a very generous luggage space with the seats folded and even if you have one person in the back you can have the other side folded down for extra luggage."It is innevitable that the Rapide will take sales from the DB9 and DBS 2+2 cars, but Dr Bez says he is hopeful of as much as 80 per cent of the projected 2000 annual sales will be conquest. "Of course DB9 or DBS customers who need a little more space will go to this car, but they are not my main targets. There are many people who are happy to have a 2+2 and don't need anything more."But there are other people who may want to take family or friends on longer journeys where the back of a DB9 or DBS is just not suitable. However, while they need more flexibility they do not need or want a big car  they don't want an SUV or a limousine." What Aston Martin hopes to do is leverage off the brand's exclusivity and desireability."Our car is representative (of succcess and position) and in the same way delivers real freedom of space and sportscar performance. So, I am looking for people who are looking at or already own Maserati Quattreporte, BMW 7 Series, Mercedes S-Class or CLS and (Porsche) Panamera of course. "Rapide is absolutely a conquest vehicle. I would love to have 50 to 80 per cent of conquest with this car, not just the old Aston Martin guys saying `well, now I have something else'. Rapide should open us to a new group of customers who for whatever reason previously could not consider an Aston Martin."

Aston Martin will forever be linked with movie spy James Bond. Secret Agent 007 drove an Aston Martin DB5 in the 1965 movie ‘Goldfinger’ and the prestigious British luxury sports car became one of the most desired cars of all times as a result.While the prices of the classic DB5 and its DB6 cousin have gone through the roof, and out of the reach of most enthusiasts, it is still possible to enjoy the thrill of classic British motoring at the wheel of a much more affordable Aston Martin. For the price of a BA Falcon GT or a HSV Clubsport you could be driving an AM V8, a classic GT that won’t drop in value every time you fire it up for a Sunday drive.The AM V8 was a development of the DBS, which in turn followed the DB6 in 1967. The DBS was originally designed to accept a new V8 engine that had been developed by Aston Martin, but when that was delayed the familiar Aston Martin double overhead camshaft six cylinder was fitted.The V8 eventually found its way under the bonnet of the DBS in 1969, but by then the company was in financial trouble and David Brown’s ownership was about to come to an end. Control of the ailing company passed to Company Developments, which then took the DBS V8 and updated it to produce the AM V8.When the DB5 and DB6 are such highly sought Aston Martin icons, the AM V8 is often overlooked. Anyone who dares to consider the striking AM V8 would find a luxurious, refined, high performance four-seat GT with a surprisingly affordable price tag.MODEL WATCH The DBS V8 is regarded as the first in the line of Aston Martin V8s. It was launched in 1970 and immediately addressed the perceived lack of performance of the six-cylinder DBS, regarded by many as a poor man’s Aston.The body was largely unchanged from the DBS, the modifications were limited to those needed to accept the 5.3-litre all-alloy 90-degree V8 engine. It was built on a steel platform, with all upper panels made from aluminium. The front end had quad headlights in a full width grille styled in the traditional Aston Martin manner, while a large scoop dominated the long sleek bonnet.With double overhead camshafts and Bosch mechanical fuel-injection the Aston V8 was said to put out around 320 horsepower (239 kW) at 5000 revs. Gearbox choices consisted of a ZF five-speed manual and a Chrysler Torqueflite three-speed auto. It was a package that could power the 1727 kg coupe to 150 mph – 241 km/h – when owners had the chance to stretch its long legs on the freeways that criss-cross Europe.Not only was it capable of such high speeds, it was also able to accelerate ferociously. It took just six seconds to go from rest to 100 km/h, and just over 14 seconds to rush through the standing 400-metre sprint. To put it into context, that puts it slightly ahead of the XY Falcon GT HO Phase 3, which was regarded as the fastest four-door sedan in the world at the time.Under the sleek skin lay a combination of unequal length upper and lower wishbones with coil springs and an anti-roll bar at the front and a de Dion layout at the rear. For the first time in Aston Martin history the wheels were alloy instead of classic wires.The interior was roomy with accommodation for four in sumptuous leather trimmed seats, but oddly there was no sign of wood. The dash was rather lacklustre, there was a full array of Smiths instruments, but it was more plastic than classic. In an era of wood rims and polished stainless steel spokes, the dark three-spoke steering wheel was also uninspiring.The DBS V8 is regarded as the Series 1 in the AM V8 lexicon. Series 2 came after the company was taken over by Company Developments in 1972. Although it looks much the same as the DBS it followed the AM V8 boasted a number of changes that make it stand out. Among them, the single headlight design of the front end recalls earlier classic models more closely than the quad-lamp DBS. It was also longer, the extra length used to enlarge the boot, enabling the spare wheel to be laid flat and better accommodate luggage.Another update, the Series 3, arrived in 1973. Gone was the Bosch fuel-injection, which was replaced by a pair of twin choke downdraught Weber carbs, which were claimed to make the V8 smoother and more flexible.Series 4, known as ‘Oscar India’, was released in 1978. A revised bonnet and a boot lid spoiler were the obvious give-aways on the outside, but it was the more refined interior that made the Series 4 stand out. The dash and centre console were revised, there was wood grain, and the headlining was leather instead of cloth.The last AM V8, the Series 5, was released in 1986 and saw the return of fuel-injection. This time it was a Weber sequential system. Just 2380 DBS V8 and AM V8 cars were built in the 19 years of production. It is thought that between 70 and 80 are in Australia.IN THE SHOP Mechanically the AM V8 is quite robust and will do high mileage without any difficulty. Check the engine’s oil pressure, which should be 80 psi at 3000 revs when warm. The transmissions are also robust, the ZF five-speed a proven unit, and the Chrysler auto tough as nails. Look for rust in the steel sills and the rear suspension mounting points.Parts are generally easy to get, either from dealers here or from sources in the UK. With many generic parts, like power steering pumps, air-con components, they’re easy to find and simple to work on.IN A CRASH Safety was still an issue to be addressed in the future when the AM V8 was launched. It relied on agility, responsive handling, four-wheel disc brakes, and the power to get out of trouble. Inertia real lap sash seat belts were fitted, but these need to be checked for wear and tear after so many years in use. It may be prudent to replace old belts, even if they don’t appear worn.OWNERS’ VIEWS Paul Sabine fell in love with Aston Martins when he saw a DB4 in 1959. He was just 15 years old, but was instantly smitten by the DB4’s sleek shape, which was so exotic compared to the FB Holdens and Ford Customlines of the day.Today his passion burns just as brightly, and he rates the AM V8 a particular favourite. “The V8 handles a lot better than people give it credit for,” he says. “It might seem a bit ponderous around town, but it’s fantastic at high speed.”The engine, he says, is very responsive and reasonably economical for what they are. Although the DBS six-cylinder is dismissed as a poor man’s Aston Martin, the V8 is proving popular with recent Aston converts who’ve discovered the marque after buying the current DB7. “Many of these new owners are now wanting a classic model,” he says, “and the V8 is the one they’re going for.”LOOK FOR • sleek exotic styling• classic British leather trim• four-seat accommodation• power to burn• seek expert advice• rusty underbody and sills• low oil pressureVERDICT A high speed four-seat Grand Touring car packed with classic British charm at an affordable price.RATING 70/100

Every day we expect to hit the freeway and be nudged, have drivers cut in front, confront outside lane hogs, late brakers, tail gaters and the general lost souls who don't know where they are and only belatedly know where they want to go.It's a war zone and for city commuters, it happens twice a day with the same enemy in the same armory on the same roads.In this turmoil, behind the wheel of a 2009-spec Aston Martin V8 Vantage, you'd at least expect a bit of respect.In fact, things get worse as the enemy takes on new tactics of eyeballing to the point of distraction and — even worse — failing to note the low-slung car and without indication, deciding to do an impromptu lane change.Basically, an Aston on the freeway sends the already pack of errant drivers into a series of uncontrollable muscle spasms resembling what a waft of Mortein does to a kitchen-cruising blowfly.Agog with desire, a few drifted into the lane the Aston and I occupied. One tried to ram the car he was following. A few more spotted the black Vantage in freeway traffic and committed a few regulatory insults by cutting and shoving to reach it.But an Aston Martin driver should be beyond this.Not for them the cut and thrust of city traffic but more the open pastures of the less frequented country roads.You will now expect me to gush obscenely about living with a V8 Vantage for three nights. A sleepover that, normally, you'd be very happy to tell your mates about.It is not just a beautiful car. It is a stunning car. If it was a woman you would retreat and cringe unworthily into a darkened corner. Well, I would.It is so drop-dead gorgeous that from a styling perspective it is impossible to update. And if Aston did, in the future, redesign its coupe, the great unwashed would forever mutter: "Yes, but what about the 2008 model?"Well, Aston has done it. It has changed the V8 Vantage.All new for 2009 is the coupe you see here. Note the detail of the change and then write 2000 words about it.Good luck. For though the V8 goes to 4.7 litres from 4.3 litres, the alloy wheel design is altered to become more spidery and the centre console gets a lidded storage bin and a very welcome relocation of switchgear, nothing has changed.This is still the prettiest thing on four wheels.Driving it is also pretty much the same, with just a hint of disappointment.Though up 30kW in power to 313kW and an extra 60Nm to 470Nm in torque, there's no impressive impact in performance.Sure, the extra torque is noticeable off the mark where — if your clutch work is neat and the gears slot in correctly — it will press you deeper into the thick leather seat.It'll run the 100km/h sprint a mere 0.1 seconds faster compared with its smaller-engined predecessor.That's a surprise because despite an extra 15kg of weight on the old model, the new engine runs harder and longer with a brutal attack on the occupants' senses at 4000rpm.Measured in increments at higher speeds — specifically in the 100-150km/h range which is the "pounce" speeds for overtaking on European roads — there would be a greater difference.The 4000rpm reference point is where the exhaust system's baffles are bypassed and, basically, all hell breaks loose.Putting that in perspective, if the shape of the Vantage makes you dribble, the sound of the V8 charging towards its 7500rpm redline with the exhaust baffles open makes your hair curl. And if it's already curled, it'll curl it tighter.It's quick but could be quicker. I don't dispute the 4.9-second sprint time but it doesn't do it easily. The clutch pedal is firm and the plate has a fine line between free and engaged.The gearshift, in sympathy with the clutch, is also heavy and notchy and won't forgive a delicate hand. I'll add that the test car had only 3300km on the clock so things could improve.On its third-to-fourth plane the action is neat and fast. Here, on a winding country road, it's where the Vantage feels far more comfortable than the plodding stop-start of the city.Rural air unmasks a different, more vibrant Aston Martin. You'd have to question why a city-based commuter would want a manual transmission Aston.The steering, now lightened at speed with air beneath its grille, is direct and conveys all the coarseness of country bitumen roads.The brakes reveal their need to be hot and punished before exercising all their power.And the handling becomes firmer and sharper and every corners begs a quicker entrance and faster exit.In honing the V8 Vantage, the now privatised Aston Martin company has made a few updates to the cabin.There is now a centre console with a lid and cables for an iPod and a USB stick.There is a tiered arrangment on the vertical console section that neatly and ergonomically divides functions into audio, ventilation and a central monitor with a simple yet effective menu selector.Some switches have remotes on the steering wheel. Symbols of previous Aston Martin owner, Ford, remain.The master switch for the cruise control, for example, is hidden behind a steering wheel spoke in a fashion recreated in the latest Falcon.The V8 Vantage gets no rear seats — go to the DB9 for that pleasure — and while its shorter wheelbase gives more acute handling dynamics, there's not a lot of cargo room.There is no spare wheel — and one wouldn't fit anyway — so instead there's an aerosol kit.Look closely and it's clear that this Aston would change a cynics mind about British-built cars.The boot lid, for example, rise on satin-finished gas struts with ornate steel hinges finished in black crinkle paint.The rain gully around the boot opening is both curved and sharply angled yet the metalwork is seamless and without the blemishes of spot welds, rivets or bolt heads.Just by touch you can gauge the weight of the leather used for the upholstery. Just by vision you can see perfect cut lines that separate each body panel. And just by listening you accept a body that is taut and free of creaks and rattles.Someone has taken great care in assembling this car.In profile the car is beautifully proportioned but its purity makes rear three-quarter vision suffer.Visibility to the front and rear when parking could be simple guess work — like, guess who's paying for the damage — but for 2009 park sensors are standard front and rear.But it all comes back to what it looks like. Simply, this is a car you could buy without test driving. ASTON MARTIN V8 VANTAGE COUPEPrice: from $258,737Engine: 4.7-litre, V8, quad-cam, 32-valvesPower: 313kW @ 7300rpmTorque: 470Nm @ 5000rpmTransmission: 6-speed manual, rear-mounted, carbon-fibre prop shaft; rear-drive, LSD0-100km/h: 4.9 secondsTop speed: 290km/hEconomy (official): 13.9 litres/100kmEconomy (tested): 16.3 litres/100km