Buyer’s guide: Aston Martin V12 Vanquish

By Malcolm McKay

| 15 Apr 2025

Classic & Sports Car – Buyer’s guide: Aston Martin V12 Vanquish

Why you’d want an Aston Martin V12 Vanquish

After Walter Hayesʼ DB7 saved Aston Martin, it was vital that the next model, under the leadership of Ulrich Bez, showcased cutting-edge technology beyond the DB7ʼs XJS-derived chassis.

The V12 Vanquish did exactly that, with a carbonfibre backbone and A-pillars supporting a bonded and riveted aluminium structure and body.

Suspension wishbones in machined aluminium, an uprated Vantage V12 engine, an automated-manual Tremec gearbox and a limited-slip differential completed the spec.

ʻProbably the best GT in the world [and] the best-handling Aston ever,ʼ Autocar enthused. It had an impressive ride, too. Weight helped: a couple of passengers would tip it over two tons.

The Jaguar XJ-derived centre console was criticised, as were rear seats judged not fit for human occupation: keeping them unticked from the options list saved £6000.

Fuel economy when driven enthusiastically also limited what was otherwise a great long-distance cruiser.

The Aston Martin V12 Vanquish S was launched in 2004, to further acclaim.

The most important change was a more bespoke interior, along with a power boost from new injectors, a revised ECU and cylinder heads, plus forged conrods.

Firmer suspension with a 5mm lower ride height, an improved gearbox, lower gearing and more powerful front brakes were also introduced.

Itʼs easy to be put off a Vanquish by the huge bills owners have faced for subframes, ʼboxes and other issues.

Today, though, the Vanquish is blessed with a dedicated specialist, David Such at v12vanquish.com, who is developing cost-effective remedies to all of its problems.

The paddle-shift gearbox was widely enjoyed at the time, but now itʼs the least-favoured feature and many have been converted to full manual transmissions, led by Aston Martin Works.

Itʼs not a particularly cheap conversion, and rebuilding the semi-auto is less expensive, using upgraded pneumatic actuators.

Despite its mostly aluminium construction, steel and electrolytic corrosion are becoming common.

The steel front subframes rust (and sometimes the rear), but so do their mounting points as well as parts such as the undertray and wheelarch-liner mounts, where the two metals meet.

Specialists can replace these with stainless-steel fixings and bond in new aluminium sections if needed.

Images: James Mann

Aston Martin V12 Vanquish: what to look for

Trouble spots

Please see above for what to check for when looking at Aston Martin V12 Vanquish classic cars for sale.

Engine

The Aston Martin V12 Vanquish’s engine boasts a fabulous soundtrack and easily tops 150,000 miles, given proper maintenance.

Use an OBDII reader to identify codes if the ‘check engine’ light is on: misfire errors often result from oil leaks caused by failed PCV valves in the vacuum system or leaking seals around the spark plugs, but rarely from failed coils or plugs.

Corrosion

The front subframe rots out, especially the rear legs hidden by the undertray: remove it for inspection.

Check for corroded subframe mounts in the body.

Transmission

Aston Martin published a guide to driving with the paddle-shift; check the ’box works correctly and doesn’t drop into neutral when driving. The system can be rebuilt.

Brakes, wheels etc

The brakes lead a hard life, so inspect for distortion.

Check wheelarch-liner mounts haven’t corroded through the bodyshell – holes are not unknown.

Interior

Check the interior of any prospective Aston Martin V12 Vanquish has been well looked after and all the electrical equipment works as it should.

The car pictured is fitted with the optional Zagato trim package.

Aston Martin V12 Vanquish: before you buy

Complex modern classic cars need to be used, otherwise electronic contacts will deteriorate even if the car is stored correctly.

ECUs get fried by jump-starting and must be rebuilt: they are no longer available new.

Donʼt be afraid of higher-mileage examples with full service histories.

A well-maintained V12 should give long service; issues are generally minor if swiftly addressed.

Problem areas include oil leaks on to sensors, squeaks from worn auxiliary idlers, and coolant leaks from the front water manifold and thermostat-housing pipes.

The gearbox (and power steering) benefit from fluid changes, despite not being on the service schedule.

Expect to pay £5000-plus for an Aston Martin V12 Vanquish gearbox rebuild and £2000-plus for front subframe replacement – both can easily run up if other work is considered necessary at the same time.

Front subframe corrosion has been an issue for years; rear subframes and anti-roll bars are also now suffering from rust, as are their mounting points in the aluminium shell.

The brakes are adequate for normal use, but suffer on track days or Alpine passes. Check for juddering from distorted or delaminating discs.

Vanquish S front brakes are better, but still suffer with harder use. AP Racing upgrades can be used on both models.

Rattles and clonks from the suspension of the Aston Martin V12 Vanquish, along with a loss of poise, are a sure sign that rubber bushes, mountings and gaiters have deteriorated; they lead a hard life, so budget for their replacement if needed.

Aston Martin V12 Vanquish price guide

Restoration/average/show

Vanquish: £25,000/35,000/60,000
Vanquish S: £30,000/45,000/90,000
Ultimate Edition: £60,000/90,000/140,000

^{Prices correct at date of original publication}

Aston Martin V12 Vanquish history

1998 Project Vantage concept unveiled

2001 Vanquish launch at Geneva Salon

2002 The model stars in Die Another Day

2003 Sports Dynamic Package option

2004 Vanquish S added: new interior, front splitter, 520bhp, lower and stiffer. Zagato Roadster and Bertone Jet2 displayed at Geneva, one of each built

2005 S model only in production

2007 Final 50 built as Ultimate Editions in Ultimate Black, with upgraded interior (20 right-hand drive, three in white for the Gulf states)

The owner’s view

“In 2009 I went to see a DB7,” recalls Steve Berry. “I didn’t like the details, but I saw this Vanquish and loved it.

“It’s chassis 61 and was specified by former Aston chairman David Richards, including the part-suede Zagato interior.

“It’s not my favourite Aston – that’s my V8 Oscar India – but it was my daily driver and is now approaching 50,000 miles.

“It is very usable – in a sense the first ‘proper’ car Aston Martin ever made – and it looks great. Ian Callum only really had one sports-car shape, but this is the ultimate expression of that.

“It’s had to have a new subframe – Bamford Rose charged me £5000 for that – and it’s also received a new exhaust.

“I was advised to get a new clutch at the same time, because if not it would all have to be removed again if it ever needed doing. Unfortunately, the new exhaust is an inch longer and I burned my leg on it badly.

“I’ve probably spent £30,000 on it in 10 years.”

Also consider

Ferrari 575M (left) and Lamborghini Murciélago are alternative buys

FERRARI 575M

The Ferrari 550 Maranello was the ultimate GT supercar until the Vanquish eased ahead. Ferrari fought back with the 575, which had more power and manual or automated-manual transmissions.

Sold 2002-’06 • No. built 2056 • Price now £75-140,000*

LAMBORGHINI MURCIÉLAGO

All-wheel drive and mid-engined, the scissor-doored Lamborghini gave more drama and slightly more performance, but was less usable than the Aston Martin Vanquish.

Sold 2001-’10 • No. built 4099 • Price now £100-250,000*

^{*Prices correct at date of original publication}

**Aston Martin V12 Vanquish: the Classic & Sports Car verdict**

The Aston Martin V12 Vanquish is spectacular to look at and to drive, plus it now represents exceptional value for money compared with its Italian contemporaries: this British star is sure to increase in value as it passes into classic status.

Choose a well-maintained example that has been driven regularly and then keep on top of the common issues with the help of dedicated specialists.

The Vanquish today still looks like a surprisingly affordable and perfectly usable modern-classic supercar.

FOR

With so many components coming from the Ford parts bin and with cheaper modern solutions to electronic issues, the Vanquish is not as terrifyingly expensive to own as it was

AGAINST

The huge complexity of a 20-25-year-old supercar means there is a lot to go wrong, with Aston Martin diagnostics equipment needed to reprogramme components

Aston Martin V12 Vanquish specifications

Sold/number built 2001-’07/1492 Vanquish, 1086 S
Construction aluminium composite chassis, carbonfibre backbone and A-posts, aluminium body
Engine all-alloy, dohc-per-bank, 48v 5935cc V12, sequential fuel injection
Max power 460bhp @ 6500rpm to 520bhp @ 7000rpm
Max torque 400lb ft @ 5000rpm to 425lb ft @ 5800rpm
Transmission six-speed automated manual, RWD via LSD
Suspension double wishbones, coil springs, telescopic dampers, anti-roll bar f/r
Steering power-assisted rack and pinion
Brakes 14in (356mm) front, 13in (330mm) rear vented and drilled discs, with servo and ABS; 15in (380mm) front discs on S
Length 15ft 3½in (4665mm)
Width 6ft 6½in (1998mm)
Height 4ft 4in (1318mm)
Wheelbase 8ft 10in (2690mm)
Weight 4037lb (1835kg) [S 4132lb (1878kg)]
0-60mph 4.2 secs
Top speed 196mph (200mph-plus, S)
Mpg 10-20
Price new £163,600-174,000 (2005)