Aston Martin V8 Vantage X-Pack and Ford Capri 3.0S X-Pack: David vs Goliath

By Paul Hardiman

| 19 Feb 2026

Classic & Sports Car – Aston Martin V8 Vantage X-Pack and Ford Capri 3.0S X-Pack: David vs Goliath

There’s a myth about the magic number ‘432’.

Among Aston Martin fans it’s associated with the beefiest normally aspirated factory V8 built in its 1986-’89 swansong.

But not all X-Packs – denoted by ‘580X’ in their engine number – are equal.

In most cases a smidge over 400bhp is your lot, unless it benefitted from the extra carburettor work that in reality few received.

Around 100 Ford Capri 3.0S X-Packs were built

In practice, does it really matter? Among the screaming but torque-light 600bhp V12s of the modern era, can you feel the difference of 20 or 30 real, old-style British horsepower in a near-4000lb, 200bhp-per-tonne car, when it’s torque that gets you down the road? I can’t.

In the real world, it’s not so much what it does, but the way it does it, and it’s here that around 400lb ft marks its territory.

Aim it down a dual carriageway, crank open the octet of Weber butterflies and the whole plot trembles and quivers momentarily before hunkering down, then lifting its nose and launching into a relentless run.

And all without changing out of top.

This Ford Capri 3.0S X-Pack’s Janspeed exhaust gives the V6 an enhanced timbre

The acceleration builds more strongly as you pass 3500rpm and, rather like the fable of the Vincent Black Shadow, it feels as if it would keep accelerating until the road ran out or it reached the moon, whichever came sooner.

That demonstration of sheer might is still exhilarating 40 years later, its indifference to gradient or wind rather putting your insignificance into place.

For the record, Motor got 168mph from a ‘standard’ Vantage (about 380bhp and 370lb ft) in 1981, and 5.2 secs to 60mph, and this feels as if it would shade it.

Fewer than 140 Aston Martin V8 Vantage X-Packs were built between 1986 and 1989

So it has a magnificent motor, handbuilt in Newport Pagnell like all the four-cam, Tadek Marek-designed V8s that starred as the lead act in every Aston from the DBS V8 of 1969 until bowing out at a supercharged 600bhp in the V8 Vantage in 2000.

But what else? The Vantage is visually distinguished from regular V8s by the blanked-out grille, ducktail spoiler, enlarged arches and, from 1986, 16in Ronal wheels in place of 15in BBSs, with 255-section tyres.

Hot cams and more compression lifted power from the stock V8’s 300bhp to 380bhp.

The Aston Martin V8 Vantage X-Pack is easy to place thanks to creases on the front wings, which give a useful sight line. Go easy on the throttle, though

When fuel injection was introduced in the standard V8 from 1986 (reducing the bonnet bulge), the Vantage X-Pack remained on Weber 48IDFs.

That resulted in 400bhp-plus via more cylinder-head work, revised cam profiles with different ignition timing and the adoption of lightweight Cosworth pistons.

More fettling from Works Service, including opening out the carbs along with larger-diameter manifolding and a freer-breathing exhaust, could up that to 432bhp, mostly fitted to V8 Zagatos.

From 1989, Works Service could build you a 450bhp, 6.3-litre version, and independents have found that the motor will go out to 7 litres.

With more power and swollen bodywork, these ‘X-Pack’ coupés from Ford (closest) and Aston Martin reflect the brash machismo of their era

Of the 304 ‘Series 2’ Vantage coupés built, 131 were X-Packs, with a list price of £89k by the end of production in 1989.

You could also have the X-Pack engine in the soft-top Volante; many of those were afflicted by the oh-so-’80s big wheelarches and side skirts that managed to look naffer than a Tickford Capri (there’s a theme emerging here…), but the coupés mostly dodged that bullet and retained their taut elegance.

That was still not subtle enough for the then Prince Charles, who ordered his Vantage in stock ‘Oscar India’ appearance, minting another phrase in Newport Pagnell lexicon: ‘Prince of Wales’ specification.

The Ford Capri 3.0S X-Pack’s RS-spec 13in wheels have been swapped for wider items

In the collector-car world, the Vantage 580X sucks out all the light, its numbers far out of proportion from the strength of its gravitational pull.

But there was another ‘X-Pack’, and it came before the Aston, was better documented and even had actual brochures printed, although fewer were built. And it was a Ford.

‘Series X’ was a ‘performance enhancement’ programme available from 1977-’80 through the network of 80 Ford Rallye Sport dealers.

Theoretically it was applicable to all cars in the range, but it was mostly applied to big Capris and RS 2000 Escorts.

This Ford Capri’s 3.4-litre motor was built by engine expert Ric Wood

It consisted of a list of options that the dealer could add to a new or used Ford, from more power and better brakes to wider wheels under flared arches, plus interior enhancements.

As with a Coombs Jaguar, not all owners ticked all the boxes, but a few became fully loaded with all the goodies.

John Fowle’s car is one of these, converted from new in 1980 by its Ford-dealer first owner with all the options except for the auxiliary lights – aka Cibié Oscars, as beloved by rally fans.

As well as the extra power from triple Webers and larger valves fitted to the 3.1-litre V6 with which it was specified from new, it has the limited-slip differential, Bilstein struts and dampers, and single-leaf rear springs, along with vented front discs – “basically Granada brakes,” says John – big wheelarches, a front airdam and rear spoilers, plus the RS steering wheel.

The Ford Capri 3.0S X-Pack looks almost svelte in the Aston Martin’s shadow

Recaro seats were standard in the 3.0S by 1980, and it had the RS 7.5x13in wheels, but even those looked a little lost under the puffed-out wheelarches so they’ve been replaced by something a little larger in the same style.

Doing so happily widens the tyre choice, although remaining with 225- and 205-section rubber.

According to LJK Setright in a 1980 CAR road test, Ford originally planned on using 225/60x13s but lost its nerve, and most X-Packs in period were supplied on 205-section P6s or P7s, the same size as later used on 2.8is (John is pleased that Blockley is now making a 235/60x13).

The Aston Martin V8 Vantage X-Pack’s 5.3-litre engine comes alive above 3500rpm

If you ticked all the boxes you added £4500 to the £5250 base price of a 3.0S, and there was even a range of ‘sports clothing’.

With the engine mods a ‘Series X’ Capri could hit 60mph in 7.4 secs and top 130mph, which puts it about on par with the factory-available RS 3100.

On par but rarer, with only about 100 reckoned to have been completed against 200 3100s.

It was a short-lived offering, superseded and rendered irrelevant by the factory 2.8i appearing in 1981, which incorporated first the suspension and brake mods, and later the limited-slip differential, plus a bit more power via the injected Cologne V6 – and all for £7995.

‘The Capri 3.0S X-Pack (closest) gives away 200bhp to the Aston Martin but is lighter, so the performance differential isn’t as wide as expected’

For all the hype that precedes them, neither X-Pack is intimidating to operate – unless you are nervous about the handmade aluminium Aston Martin costing as much as your house.

Its controls are all weighty, for sure, and the sense is heightened by the five-speed ZF ’box having long throws.

It doesn’t feel massive from the inside, though, and is easy to place from a fairly high seating position thanks to the wing-top creases visible at all corners.

It’s a dog-leg first gear, and the long travel slows the action compared with the Capri’s exemplary shift, helping the synchromesh to work well.

RS steering wheel? Check. Early 1980s colour palette? Check. Period seat trim? Er, check. The Ford Capri 3.0S X-Pack’s cabin ticks all the boxes

Various anachronisms remain, such as the fly-off handbrake next to the transmission tunnel and the hard-to-find window switches (they’re on the centre of the dashboard, each side of the centrally mounted clock; winding your own in the Capri comes as light relief).

In both cars, the slabby dashboards reflect their original 1968 architecture.

The Aston Martin is surprisingly wieldy for what looks like a big, heavy car.

The 255-section Michelin Pilots hang on well, but press on and the body leans more than you would expect – but that’s probably a good thing to help curb the enthusiasm.

The Ford Capri 3.0S X-Pack has mesh headrests on its smart Recaro seats

You’re not aware of the back wheels being connected, except perhaps in the manifestation of excellent traction, but the de Dion arrangement improves the ride over a live axle because the weight of the differential is borne by the chassis instead of describing weighty kinematics not far from your backside.

It’s generally very mechanical, with plenty of gear, bearing and diff noises going on underneath, but it’s well subdued thanks to lots of cabin insulation and thick carpeting to complement the leather and wood.

Even the headlining is hand-trimmed, and the bonnet is well insulated, too; it’s surprising how tappety the handbuilt V8 sounds when you lift the lid to gaze upon its magnificence.

The Ford Capri 3.0S X-Pack offers great steering and good body control, but the brakes could do with more bite

The elephant in the room is that alleged enormous 580X prod, lurking behind a longish throttle travel, which is probably intentional just to keep the thing in check.

It woofles away happily in the lower registers, louder from the outside than in, but above 3500rpm it has much more to give if you ask it.

From there things start to get rapid and just a little unnerving in the sheer relentlessness.

Luckily, the fairly heavy brake pedal provides serious retardation for the near two-tonne plot (once it’s full of fuel and passengers), even though you have to press it a bit harder to get more serious bite.

The Aston Martin V8 Vantage X-Pack is trimmed in rich wood and leather – note the Nardi steering wheel and dog-leg first for the five-speed gearbox

After that, the Capri can only feel a little less stellar, if more accessible: the cabin is narrower (yet overall the car isn’t significantly, because of those wide arches), but you flop deep into the Recaros so judging where the front finishes is harder.

The RS leather-trimmed wheel is nicer to hold than the hard, wood-rimmed Nardi in the Aston, and we can forgive the chocolate-brown vinyl interior trim edging the very ’80s orange-check cloth seat inserts because, John says, it was the only colour available in 1980.

Outside, the large, flat-sided extra wheelarch panels are so straight and ripple-free that you wouldn’t believe they are glassfibre, and they are not just slip-over parts.

No doubt with heart in mouth, your friendly RS dealer would cut most of the bottoms out of the wings before grafting on the new panels, though John’s car benefits from having them properly bonded and matted on before painting, rather than riveted, by glassfibre/paint specialist Option 1.

The Aston Martin V8 Vantage X-Pack’s flared arches

As with the Aston, the complex carburetion doesn’t hamper starting, cold or hot (Ferrari owners take note), and there’s an instant Essex rumble, enhanced by a Janspeed exhaust.

Well, it would have been rude not to… John’s car now has a 3.4-litre Ric Wood engine, but it’s been detuned from 205bhp closer to the 175bhp of an original X-Pack.

It’s smooth, unlike an Essex in its raw state, and spins quite happily, needing 3000rpm for 70mph – although, being a ‘six’, it sounds busier than it is and is past its best by 5500rpm.

John has resisted the usual ‘upgrade’ to the much heavier Type 9 five-speed ’box as used in the later 2.8i (and lots of other Fords, from Sierra to Transit), and the change is both light and accurate in the close, four-speed gate.

The Aston Martin’s ducktail spoiler indicates this is something special

The steering, powered as standard on the 3.0S, is lighter and sharper, and the car turns in more eagerly, with less roll than the Aston.

Control inputs can be not quite so deliberate; it’s a car you can drive with less muscle, yielding more immediate changes of direction.

It gives away 200bhp to the Vantage but is more than half a tonne lighter, so the performance differential is not as wide as you might expect.

The ride can never be as relaxed, but from point to point on twisty roads the Aston would struggle to get away from it – for as long as it stayed in brakes.

Capris up to the 2.8i famously used the same solid discs on all models from 1600 to 3-litre; the vented items here are an improvement but remain only adequate, with a reassuringly firm pedal but no extra bite like the Aston when you push harder.

The Aston Martin V8 Vantage X-Pack’s body roll acts like a safety net to discourage over-enthusiastic driving

John’s car exhibits the usual Capri slight brake vibration even on light applications, and AP four-pots clasping bigger discs may be next on the menu.

So here’s the big question: which would you take home? The Capri does almost everything the Aston can at something like a sixth of the price.

It’s rarer yet easier to live with, especially in terms of maintenance costs.

As investments, fast Fords have been increasingly popular in the past couple of years, while Astons have struggled at auction, like almost everything else – but there has been some recent recovery.

The Aston Martin V8 Vantage X-Pack (closest) has the more attention-seeking styling

A straight fight between these two pinnacles of 1980s British rear-drive desirability is meaningless – any more than comparing Huntsman and Primark, only to establish that both make perfectly serviceable clothes.

The Aston goes about its business under a carefully distilled but constant air of old-world quality, while the Capri just does it like it says on the tin – with an added glint of menace.

It’s ironic that Ford would one day own Aston Martin, but these very individual fast coupés come from places of glorious divergence.

Images: Jayson Fong

Thanks to: Dylan Miles; Pearce’s Farmshop & Café

Factfiles

Aston Martin V8 Vantage X-Pack

Sold/number built 1986-’89/137
Construction steel chassis, aluminium outer panels over steel body frame
Engine all-alloy, dohc-per-bank 5340cc V8, four Weber 48IDF carburettors
Max power 400-432bhp @ 6200-6250rpm
Max torque 390-395lb ft @ 5000-5100rpm
Transmission five-speed manual, RWD via LSD
Suspension: front independent, by double wishbones, anti-roll bar rear de Dion axle, four links, Watt linkage; coil springs, telescopic dampers f/r
Steering power-assisted rack and pinion
Brakes vented discs, inboard at rear, with twin servos
Length 15ft 3¾in (4667mm)
Width 6ft 2½in (1890mm)
Height 4ft 4¼in (1327mm)
Wheelbase 8ft 6¾in (2610mm)
Weight 4012lb (1820kg)
0-60mph 5.2 secs
Top speed 172mph
Mpg 13.4
Price new £87,000 (Vantage, 1988)
Price now £250-350,000*

Ford Capri 3.0S X-Pack

Sold/number built 1977-’80/c100
Construction steel monocoque
Engine all-iron, ohv 2994-3094cc V6, triple dual-choke 42DCNF Weber carburettors
Max power 175bhp @ 5000rpm
Max torque 194lb ft @ 4000rpm
Transmission four-speed manual, RWD via LSD
Suspension: front independent, by MacPherson struts, anti-roll bar rear live axle, single-leaf springs, staggered telescopic dampers
Steering power-assisted rack and pinion
Brakes ventilated discs front, drums rear, with servo
Length 14ft 6¾in (4439mm)
Width 6ft 1in (1854mm)
Height 4ft 4in (1323mm)
Wheelbase 8ft 5in (2565mm)
Weight 2650lb (1202kg)
0-60mph 7.4 secs
Top speed 132mph
Mpg 22
Price new £4594 (3.0S, 1978)
Price now £35-60,000*