Aston Martin Vanquish V12 (2001–2007) Price Guide

The Aston Martin V12 Vanquish was the car that announced a new Aston Martin. Ian Callum’s first clean-sheet Aston design, a carbon-fibre backbone structure, a Cosworth-developed 5.9-litre V12, and paddle-shift gearbox paddles on a production British car for the very first time. When it was shown as the Project Vantage concept at Detroit in 1998 it stopped the motor show in its tracks. When it arrived in production form in 2001, the waiting list ran to three years.

The Car

Unveiled at Geneva in March 2001 after delays caused by Ulrich Bez demanding a higher-quality interior, the V12 Vanquish used a carbon-fibre monocoque with bonded and riveted aluminium, machined aluminium suspension wishbones, and a 5,935cc V12 developed with Cosworth. The DB7 Vantage’s V12 was re-engineered with new inlet manifolds, camshafts, valve gear, crankshaft, and exhaust to produce 460bhp at 6,800rpm. Autocar called it “probably the best GT in the world.” The six-speed Tremec transaxle gearbox used electro-hydraulic clutch actuation and Magnetti Marelli electronics for paddle-shifted changes in 250 milliseconds. The two modes (Select Shift Manual and Auto Shift Manual) could each be set to Sport for faster changes and later upshifts. There was no clutch pedal.

The Vanquish S

Launched in 2004, the S brought new injectors, revised ECU and cylinder heads, forged conrods, firmer suspension 5mm lower, improved gearbox with magnetic rather than analogue gear position sensors, lower gearing, and more powerful front brakes. Power rose to 520bhp. The S is the definitive version: faster, sharper, and with a gearbox that is considerably more acceptable than the original’s. Around 1,495 standard Vanquishes and 1,013 S models were built across the full run, plus Volante convertibles.

What Goes Wrong

The ASM gearbox was the car’s defining frustration from launch and remains so. Early cars shift slowly and jerkily; the S is better through hardware and software updates, but many have since been converted to full manual by specialists including Aston Workshop. This is a conversion that the V12 Vanquish community broadly regards as the car being completed rather than modified. The V12 itself is strong, but coil packs suffer from heat damage and water ingress causing misfires. Oil consumption through stuck reed valves in the breather system is potentially serious; oil vapour is ingested back into the engine and a low oil level can starve the rear big end bearings. Check inside the air filter for an oily residue. Oil leaks onto sensors, squeaky auxiliary idlers, and coolant leaks from the front water manifold and thermostat housing are the recurring smaller issues. The gearbox and power steering both benefit from fluid changes that are not on the standard service schedule.

Buying

A Vanquish S with manual conversion, comprehensive service history, and documented coil pack and breather valve attention is the specification to pursue. Avoid cheap cars that have been neglected as the cost of restoration is substantial. Specialist David Such has developed cost-effective solutions to most known problems and is the essential resource before purchase. Values have been rising steadily as the car’s significance as the last handbuilt Newport Pagnell V8 era’s successor becomes better understood.