2015 Aston Martin Vantage Roadster GT

2015 Aston Martin Vantage Roadster GT

Episode 3502 , Episode 3514
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

You know the type: no matter how special a car some folks have, they’re always on the lookout for something…special-er. If that’s you, our next car is one you may not have thought of: the Aston Martin V8 Vantage Roadster GT. Sure you could buy one just for the beauty, or even its rarity. But it’s a whole lot more special than that!

One look at the 2015 Aston Martin V8 Vantage Roadster GT, and there’s no mistaking that it belongs in the legendary Aston Martin family.

But while traditional styling cues are obvious, and the overall look is far from fresh, there’s no denying this car is truly stunning; and proof that there is still plenty of shelf life left for a design that works this well. 

Sure it’s a beautiful, exotic sports car, but there’s a subtle gentlemanly manner about it that enables it to be appreciated by any age group and members of all income brackets.   

Of course it all flows from the iconic grillwork, here nicely trimmed in white and made of real aluminum, not chromed plastic. This Skyfall Silver livery features additional white accents throughout; and is 1 of 5 special paint schemes you can choose from. 

Things are clean and uncluttered in the rear, with Aston feeling the design speaks for itself, so no need for excessive badging. Though the added GT graphics package on our tester suggests otherwise. 

19-inch graphite forged alloy wheels wear 245-series rubber in front, 285 in the back. The fabric top is power operated and stores itself under a hard tonneau cover and also hides pop-up roll-over protection bars. 

Inside, it’s certainly GT car spacious, not the more cramped feeling of say a Corvette. The gauges resemble fine watch faces, and all interior switch gear have a solid, high quality feel. The leather is deep, lush, and even smells terrific. 

It’s not all great, though, as with hardly any miles on our test car, some interior surfaces are already showing significant wear. The screen for navigation rises from the top of the dash; while a central controller is mounted lower on the center stack. 

And as for options, how about a 1,000-watt Bang & Olufsen BeoSound audio system for $8,330? 

But, trunk space for picking up whatever luxury items the typical Aston Martin customer picks up is fairly limited to just 5.0 cubic-ft. 

We were very pleased to see that our tester also sported a manual shifter! It engages swiftly and is accompanied by excellent clutch feel. The 6-speed can be replaced with a 7-speed automatic should you decide to wimp out. 

Classic British touches abound, like the outboard parking brake handle. But perhaps our favorite feature is sliding the crystal key into the ignition; as it reminds us of Superman accessing the Fortress of Solitude, and the results that it triggers are no less stunning. 

Power erupts from a 4.7-liter V8, and while it doesn’t have the bite of a supercharged Jaguar F-type, its bark is much nastier with a more realistic and primal sound. Make sure you engage Sport mode for full effect. Horsepower is 430; torque comes in at 361 lb-ft.

Our drive time was limited to a few days in the Garden State, so we weren’t able to hit the track, but Aston claims a 0-60 of 4.6-seconds and that seems spot on. 

The suspension is very tight for a GT, with ride quality easily on the firm side, falling just within daily driver parameters. It handles well enough to surprise, so you’ll need much more than sweeping back roads to find this car’s limits.

Horsepower numbers are certainly far from class leading, but as with most classic roadsters, power numbers are not the be-all-end-all. 

As at no matter which speed you’re travelling, this car feels like a true driver’s car; the proverbial extension of your driving soul, if you will. And can both help you remember the joy of driving and forget about whatever was bothering you before you got behind the wheel. 

Government Fuel Economy Ratings are about what you’d expect; gas guzzler tax worthy at 13-City, 19-Highway, 15-Combined. The Energy Impact Score is thus dismal at 22.0-barrels of annual oil consumption with CO2 emissions of 9.6-tons. 

Now for the good news, the V8 Vantage GT in Coupe form is actually the cheapest Aston Martin you can buy, starting at $104,425. Roadster guise of course, costs a bit more at $117,225.

Time may be winding down for this platform, but the 2015 Aston Martin V8 Vantage Roadster GT still exudes appeal and sexiness that few manufactures can channel. And while you may choose to buy it based on looks alone; after spending only a little time driving it, you’ll quickly realize that motoring is this car’s greatest asset.

Specifications

  • Engine: 4.7 liter
  • Horsepower: 430
  • Torque: 361 lb-ft.
  • 0-60 mph: 4.6 seconds
  • EPA: 13 mpg city/ 19 mpg highway,
  • Energy Impact: 22.0 barrels of oil/yr
  • CO2 Emissions: 9.6 tons/yr
2024 Subaru Solterra 3/4 Front

2024 Subaru Solterra

The Solterra Gets Subaru Into The EV Game

Episode 4339
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

You could say that Subaru is one of the more conservative brands out there. So, it’s no surprise it took them a little longer than most to venture into pure EV territory. But now that they’ve staked a claim with this Solterra, it’s time for us to see if Subaru buyers should plug in.

The Subaru Solterra is indeed the brand’s first full battery-electric vehicle; and while it took partnering with Toyota to make it happen, as we’ve seen with the BRZ and GR86 sport coupes, that partnership can lead to some great things.

So, we’ll start there; the Solterra’s counterpart is the Toyota bZ4X, and they do share most powertrain elements, specs, and features; but Subaru has done a few things to establish some unique vibes for their brand. That starts with the drivetrain, as all-wheel drive is standard here as in most Subarus, and in similar tradition, power won’t overwhelm you, it’s more safe and familiar feeling than overpowering as some EVs can be. Called StarDrive, this Subaru’s dual-motor setup rates 215 horsepower and 249 lb-ft of torque. Subaru loves to tout that their drivers are second only to Jeep owners when it comes to venturing off pavement, so capability is a must.

2024 Subaru Solterra Dead Front
2024 Subaru Solterra 3/4 Front
2024 Subaru Solterra Headlight
2024 Subaru Solterra Front Emblem
2024 Subaru Solterra Wheel
2024 Subaru Solterra Profile
2024 Subaru Solterra Dead Rear
2024 Subaru Solterra 3/4 Rear
2024 Subaru Solterra Rear Detail
2024 Subaru Solterra Badge
2024 Subaru Solterra Charge Port
2024 Subaru Solterra Dead Front2024 Subaru Solterra 3/4 Front2024 Subaru Solterra Headlight2024 Subaru Solterra Front Emblem2024 Subaru Solterra Wheel2024 Subaru Solterra Profile2024 Subaru Solterra Dead Rear2024 Subaru Solterra 3/4 Rear2024 Subaru Solterra Rear Detail2024 Subaru Solterra Badge2024 Subaru Solterra Charge Port

We did find Solterra as competent as every other Subaru. Their X-Mode has been programmed to work seamlessly with the electric motors, and its 8.3 inches of ground clearance is higher than the bZ4X; plus, you can use Grip Control to moderate speeds and maximize traction.

While most new EVs seem to be hovering around 300 miles of range, max here in the Solterra from its 72.8-kWh battery pack is 227 miles, 222 here in Touring trim. Our results were much less than that, on pace for just 172 miles in our driving loop. But that may be a fluke since we managed 210+ in our bZ4X test.

Only 100-kW max for DC fast charging. But even though it has only been on the market for a year, they’ve already cut down charging times for ‘24 models. An upgraded battery conditioning system, needs 35 minutes for an 80% charge. Subaru always seems to come out on the right side of being cool while remaining authentic, and the Solterra’s styling works, as does its beefier roof rack for ’24 which now holds up to 700 lbs. for tents and the like. Touring trim comes with some great looking 20-inch alloy wheels and there’s lots of body protection, but they did go a little overboard with all of the EV badges everywhere.

We found ride quality to be quite good, and handling spunkier than expected.

In addition to being a good-looking small SUV, it’s a highly functional one too with plenty of room for 5, durable materials, and a bridge-type center console with lots of storage space underneath, though there is no traditional glove box. Subaru also claims it was designed to be dog-friendly, so that’s a plus too. It does have the roomy feel of an Outback, and rear cargo capacity is pretty close, too, at 29.0 cubic-feet.

We found ride quality to be quite good, and handling spunkier than expected. It really shined in the handling course at our Mason-Dixon test track; the EV low center of gravity giving it a very planted feel through the cones. There was minimal body roll and great all-wheel-drive grip; though when it came to us getting a grip on the steering wheel. Well, it’s an oddly shaped steering wheel that took some getting used to. It’s another thing that separates it from the bZ4X, though it seems a little bit like just being different for the sake of being different.

2024 Subaru Solterra Dashboard
2024 Subaru Solterra Instrument Cluster
2024 Subaru Solterra Central Display
2024 Subaru Solterra Shifter
2024 Subaru Solterra Front Seat
2024 Subaru Solterra Rear Seat
2024 Subaru Solterra Trunk
2024 Subaru Solterra Dashboard2024 Subaru Solterra Instrument Cluster2024 Subaru Solterra Central Display2024 Subaru Solterra Shifter2024 Subaru Solterra Front Seat2024 Subaru Solterra Rear Seat2024 Subaru Solterra Trunk

On the other hand, while not insanely fast like some EVs, there was good punch off the line; enough to get us to 60 in 6.2 seconds. And rather than rolling back the power, the Solterra kept it consistent the whole way down the track. We finished the quarter-mile in 14.8 seconds at 93 mph. There wasn’t much feel coming through the brake pedal, but panic braking stops were fade-free with an average amount of nose dive; our stops from 60 averaged 120 feet.

Using 33-kWh of electricity per 100-miles, the Solterra earns a good efficiency rating. Pricing starts at $46,340 for the base Premium, and tops out with Touring at $53,340, with Limited in between.

Being the rugged and lovable outdoor types, Subaru owners have proven to be willing to sacrifice certain things for the good of the environment they spend so much time enjoying. Whether that will translate to them going all-in on the 2024 Solterra remains to be seen. It’s no surprise Subaru has finally gone all-electric, and it shouldn’t come as a surprise they’ve entered the EV game conservatively. Something tells us Subaru owners wouldn’t have it any other way.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Battery Size: 72.8-kWh
  • Horsepower: 215
  • Torque: 249 lb-ft
  • EPA Range: 222 miles
  • 0-60 mph: 6.2 seconds
  • 1/4 Mile: 14.8 seconds at 93 mph
  • 60-0 Braking: 120 feet (avg)
  • MW Test Loop: 172 miles