It takes something exclusive to stand out at the Nürburgring, even in the formation of traffic entering the parking lot where race fans gather more in numbers to watch 24 hour race. As it motions past the important access, the Aston Martin position GT8 scores as much attention as the Martini-liveried Porsche 918 Spyder that’s two automobiles ahead in the line, indeed, it’s message to only fractionally less looking than the apparently unregistered Bugatti Chiron that, bored with waiting, passes us on the crisis shoulder.
The GT8 isn’t like other, lesser positions. Visually it’s a near double of its GTE racing sister, with a similarly offensive body case and wearing a back wing that is beautiful much circumpolar from out space. But what really turns heads is the offensive sound that it makes, breathing through a gas exhaust that seems practically unmuffled, jumping hard-edged V-8 harmonics from every acoustically thoughtful surface.
This definitely isn’t an Aston for covert spying work. The GT8 follows on the bottoms of last year’s V-12–energy position GT12 and, as its name suggests, is basically a v-8–energy take on the same message, although Aston bays even more battleful bodies environments for the octocylinder edition. Just 150 copies will be made and all have already vended, despite a value in Europe that makes a GT8 (with all of its light options) more than twice as exorbitant as a basal $107,825 V8 position. The evil information, as previously ended, is that none will be approaching to the States. The one situation that double-money doesn’t purchase here is a momentous increase in energy. Aston has given its old 4.7-liter V-8 the mildest of reworkings, so it now bays that the motor delivers 440 horsepower, just 10 stallions more than in the standard automobile. Approval the freer-flowing gas exhaust.
The GT8 can be had with either Aston’s automated single-clutch seven-speed or with the six-speed manual shell. Happily, the latter was met to the automobile we steered. Aston says customers are split about 50-50 between the two transmissions, the manual seems to be jumping back, at least among those with having goal. Despite the need of any momentous earn in product, the energy-to-weight ratio has been pinched substantially through battleful weight reduction of the category normally consigned with a pressure wield to fat stars. The GT8’s bumpers, front barriers, splitter and baffle are all made from carbon material, with the battleful representation chart of the brand-new front wheel opening being effectively the same as that of the GTE racer.
Inside the compartment, lightweight components include carbon-composite-framed fixed-back sports rooms and carbon-material door trim. Aston also exchanges in a light sprinting grade lithium-ion artillery. Together, those maneuvers groom off 176 pounds, but it’s viable to remove another 44 by choosing at additional outgo—light forged-aluminum wheels, a carbon-material roof, a titanium gas exhaust system, and, for the full race-automobile phenomenon, polycarbonate side and back windows. That drops the bayed restrain weight to 3329 pounds. In abbreviated, the GT8 has been given a pass on Aston’s accustomed duty that its commodities should have both performance and indulgence. Within a pair of kilometers on the anchorages governing away from the ’sounding, it’s clear that this is an automobile positioned squarely at those who reckon the Porsche 911 GT3 RS is a bit docile.
The GT8’s were body allows slightly beamy tracks—0.8 inch more at the front and 1.4 inches at the back. Spring rates increase by 25 proportion at the front and 10 proportion at the back when analyzed with the grade position V-8, but the most momentous bodies change is the loss of the electronically adaptable plates.
These have been yielded for what is, effectively, a set of motorsport-grade hands-off plates. Ride height is 0.5 inch debased, insulators have been enhanced to race-spec environments, and the front mixture geometry has been given a benevolent dose of antagonistic camber. The phenomenon is what Aston bays to be the most line-focused, street-legal position bodies ever, including last year’s GT12. We steered only it on the street, the Nürburgring itself was category of busy but with most of the area’s paving being creaseless than many U.S. sprinting circuits, the GT entangled at residence.
The immobile springs and race-spec plates phenomenon in an extremely compact drive at debased accelerates, but increasing rate or side filling puts them to work and makes the GT8 feel much more cropped than the grade position. Grasping stages are high thanks to line-spec Michelin aviator Sport Cup 2 tires, touching on being too high to use responsibly without being on a line. The steering feel is excellent. There’s the aerodynamic downforce from that large back wing and the clear perception of the automobile seizing rigid in faster turns. On the street you can only brush the maximums, on a line it should be supernatural.
What the GT8 is not, ever, is a relaxing friend. The compartment is big enough that speeches have to be managed in elevated sounds, even when cruising. Use the cacophonous V-8 creates a sound that actually seems to move your inner organs and one that makes any other category of in-automobile entertainment entirely worthless. It’s not as swift as the V12 position S that we also steered recently, which is both bargain-priced and ordained for the U.S., but the GT8 delivers far more visceral exhilarations.
Although America misses out this moment, there should be many more possibilities for those with sufficiently heavy pouches to purchase limited edition Astons.