The Vanquish at 25

The platform was designed by TWR engineer Dan Parry Williams, who subsequently went on to do fine work for McLaren. Dan’s chassis was impressive, with horizontal springs mounted against the bulkhead to save space. It had an aluminium tub with carbon woven through the structure. Working alongside the chassis guys was a blessing as we could collectively build a car rather than a series of ideas and parts. A cohesive entity.

The model was produced in clay relatively quickly, to a set of lines and intersections. No sculptured surfaces, but just blocked in masses to assess the big picture. I would stand over it with a modelling knife giving the team clear direction. There was no time to fuss around and so we reached a squared off form based on my favourite drawing. This is draughtsmanship.

One morning I came in with fresh eyes and with my modelling knife I cut a determined vertical line into and down the door. Slash! Done. The modelling team looked at me surprised, as I said ‘that’s the intersection. Keep it and keep it pure’. It never changed. Once the draughtsmanship was right, only then did we sculpt the forms through the car, creating the final shape, as it satisfyingly came to life.

This is how I normally work and although it requires much discipline, it is always the best way. The frustration is the process of design reviews as observers, usually the bosses, seldom understand a ‘blocked in’ form. Fortunately for me we only had one design review on the car when Nasser flew in with Bob to see progress. Fortunately, the car was in a near complete state and half an hour later the design was approved. A situation unheard of before or since. I can assure you that with more design reviews and more people involved, the Vanquish would not have looked the way it does. This was trust.

The concept was completed as a fully working machine the day before it was due to fly out to Detroit. We met Nasser at Millbrook Proving Ground for him to see it and maybe drive it cautiously, before its departure the next day. We explained it was a concept and so ‘please treat it with sympathy. Nothing above 30mph’. He duly shot off and we timed him doing over 80 on the banking!

The car came back in one piece, but I noticed the front suspension was slowly sinking. The swing arms were incorrectly made of aluminium and bent all the way to the bump stops. Look at the PR pictures of the car and you will notice the collapsed front end. Whisking the car back to the tech centre at Leafield, we worked all night to rebuild the front suspension just in time to see the sunrise and the transport truck pull up outside. Now with steel components, off it went to Detroit.

Detroit during the first week in January is not the most hospitable place. It always baffled me why the Detroit Auto Show was held during the coldest and often snowiest week of the year. However, I am delighted to say that Project Vantage, as it was now named, was warmly received. Jac presented to the audience of a couple of hundred journalists and the breakfast reception in the Cobo Hall where the reaction was hugely positive. So much so, Jac whispered to Bob ‘we need to build this now’. And so, it was.

Although the original Project Vantage was fully created by TWR, including the engineering of the chassis, it was decided to award the engineering of the production car to Lotus. I know there was some fascination for the newly developed extruded aluminium structure seen in the Elise. Ian Minards of Aston Martin was placed in charge of the development of the vehicle, while I was still responsible for the exterior design. Much to my disappointment, Lotus Design was also tasked with redefining the interior. The original interior was amazing with quilted suede leather and lots of carbon and machined aluminium. I wanted to replicate that. However, I was only given the opportunity to make judgement on the Lotus work.

In the meantime, I started on the exterior clay, and so surfaces were moved into feasible forms. The expectation was that little would change, but in the end every surface of the car was modified, although we worked hard to maintain the spirit of the original. The biggest challenge was packaging the key barrel into the door section. I had created much taper in plan view to give the car more muscle, but the whole-body section was then pulled out 25mm to accommodate the key barrel. Yes, a Ford key barrel! This clearly had a knock-on effect to the whole car, pulling out subsequent surfaces. We were constantly changing surfaces into viable states while protecting the feel of the original. When asked by how much, I insisted only the odd millimetre here and there. Thankfully nobody measured it and I like to think we at least captured the spirit of Project Vantage. Automotive feasibility is a constant challenge where costs, legals and package form the subject of discussion, negotiation and, eventually, mutual understanding. My philosophy has always been to protect the spontaneity of the original and to end with a car that not only works but is still loved. That protection is so important.

During this process of turning the car from concept to reality, there were no design reviews as such. Again we were left alone, with trust, to just get on with it. The interior was picked up by Lotus Design and although the initial concept sketches were a little too generic, we managed to turn the principle of the interior closer to the original, although certainly not as pure. The greatest challenge and obstacle was the HVAC (heater box and all its auxiliaries). This was taken from the Jaguar XK8, as were many other parts, to save investment costs. The unit was huge and intruded into the interior. Regarding ‘carry over‘ parts, I realise this is not popular with brand aficionados, but it’s an absolute must, as investment for such components is simply out of reach. The finished interior never had the level of fit and detail I would have wanted and it’s one of the reasons we created our own version many years later, the VC25. But more of that in a minute.

Regarding carry over parts, the taillamps were hugely challenging. While the concept was blessed with bespoke units, when it came to production the direction was to find something from the Ford family parts bin. The DB7 for instance had Mazda 323F lamps disguised with a surrounding bezel.

Searching through said bin, I found that the lamps from the Ford Cougar had the same plan view. We tried hard to make them work aesthetically and presented the penultimate model with Cougar lamps, with a rather clumsy bezel to hide their identity. The net result wasn’t good enough, which in some ways made a point. This review included Dr Ulrich Bez, Aston’s then new MD and Dr Wolfgang Reitzle, who was now part of Ford’s hierarchy. My sponsors, Bob and Jac, had moved on or out and so now the car was subject to a whole new round of opinions. Fortunately, and so I had hoped, Wolfgang demanded we change to unique lamps, and he’d find the money to pay for them. This was good. Dr Bez on the other hand was a little more critical and suggested a few changes with which I did not wholly agree. They never happened.

Unfortunately, once the new taillamp was complete, it was discovered that the reflector area was not legally big enough for a couple of markets, Japan among them, so a round reflector was fitted to the rear bumper. It was a kneejerk reaction and a terrible one at that.  We could and should have done better. I take some blame for that one!

The car was finally launched at Geneva in 2001. The Aston Martin Vanquish, as it was now named, was well received and the fact that every surface had changed since the original Project Vantage, nobody seemed to mind, or indeed notice. The aluminium and carbon chassis construction became a huge talking point as Aston moved its technical prowess into the 21^st century. For me it established my place within the AML company, despite working for Jaguar by this point. Also, the DB9 was well on its way, being modelled in one of the Jaguar studios under my supervision. My relationship with Aston closed about a year later as it was felt I could not focus on both brands. I disagreed!

So, jump forward 20 years. I had bought a Vanquish S back in 2016 and looking at it on my driveway and reflecting on what went right and what did not, I thought I could make it better. I liked to think my ability had moved on, as do fashions and technology, and so started on some ideas for improvement. I found it hugely therapeutic to be working on something of my own during the busy days of directing in the Jaguar studio. I often had other projects on the go, for reasons of sanity and self-satisfaction. Sketches were made.

I finally left Jaguar in 2019 and along with two colleagues started our business CALLUM. A business that would focus on bespoke products, including cars of course, and my idea for the refreshed Vanquish was turned into a business case. We decided to build a run of CALLUM Vanquishes and so VC25 was born. I am pleased the idea was endorsed by the guys at AML, so I wasn’t going to run into issues with their legal department.

The front and rear bumpers were modernised to a bolder aesthetic along with many details and finishes. The car received purer lines with stronger intent. We got rid of the oval auxiliary lamps, something I never wanted, while the main headlamps were modified to better technology and a cool aesthetic. Other areas that needed sorting were the side window trims, or the DLO (Daylight Opening) as we call it in the studio. The original was a mess. The car would receive a bespoke carbon trim that fitted as one entity rather than the piecemeal composition of Jaguar parts. New door mirrors replaced the XK ‘boxing gloves’. We applied a new graphic to the bonnet and side vents, and the apertures were crafted to be larger. No finish or feature was left untouched. The detail of the exhaust box being shaped into the venturi underneath was particularly satisfying.

Larger diameter and wider wheels were essential, but in a style still based on the original Vanquish design. The stance has been improved significantly as the car sits lower and wider.

And then there is the interior. For me this was always the weakest part of the car: I saw it as clumsy and lacking finesse. Every panel has been redesigned and every piece of trim is new in concept and crafted, including the seats. The interior is now built to exacting standards of materials, fit and finish. Hardware, such as the XK8 door handles, have given way to beautifully designed alloy sculptures, tonally matched to the new metalwork.

Every item was addressed with passion and with a sense of ‘this is a new car’. After all, each one is stripped back to the bare shell and rebuilt to exacting standards with over 200 parts modified or replaced. The whole process has been a joy.

This was not just going to be a visual exercise, and to be honest, it’s something we have not made clear enough through our messaging. The car has been significantly improved dynamically too. The chassis was developed by our business partner and chassis man Adam Donfranceso to make a more precise driving experience. Hundreds of hours were spent testing at the Michelin test circuit to specify the correct choice of Bilstein equipment and Michelin tyres. Much improvement has been made to the suspension, handling and brakes.

Engine upgrades include equal length manifolds which sadly can’t be seen once installed. They are a work of art. Head, camshaft and calibration modifications bring an increase of 80bhp. Gearbox options include fully manual, fully automatic, or the quirky robotised manual fitted to all cars when new.

Altogether we have created a compelling package that brings our Vanquish into the modern age. To my mind it is now the car it always deserved to be.  A few examples have now been completed and gone out to various parts of the world – the next will be going to New Zealand.

So, 25 years of Vanquish and I still find myself involved. Possibly because it was one of the most satisfying projects I have enjoyed, and certainly one for which I still have enormous passion.