Aston Martin Valiant Takes The Valour’s Delightful V12 Manual Combo To The Track
Only 38 cars will be made, and each will set buyers back a cool $2.5 million.
If you remember the limited-run Aston Martin Valour, then this menacing face, with its wide grille and imposing circular headlights inspired by the V8-powered DBS of the 1970s, will look quite familiar. That’s because this new Valiant, which has been revealed ahead of its public debut at the Goodwood Festival of Speed, has been designed to package the delightful V12 manual combo introduced by the Valour into a beast that’s ready for the track. If you want one of these wild supercars, you’ll need at least $2.5 million on hand. But even if you do have all that extra cash in your pocket, there’s no need to shell it out now, as all 38 units are already spoken for.
Interestingly, a track-focused followup to the Valour like this wasn’t initially in the cards. This matte-gold monster wouldn’t have been born if it weren’t for Aston Martin Formula 1 driver Fernando Alonso, who took a look at the Valour and suggested that they “take out mass and make it more playful, more motorsport,” according to Aston’s head of vehicle dynamics, Simon Newton. The result is an even crazier version of the limited-run Valour, indirectly inspired by the widebody, slant-nosed “Muncher,” which itself was a wild track-focused version of the DBS V8 from the 1970s.
Like we said before, the Valiant shares some of its most drool-worthy aspects with the Valour––most notably its twin-turbo 5.3 liter V12 engine, which is mated to a six-speed manual transmission and sends 734 hp en route to the wheels in this application. That’s 29-pony advantage over the Valour, making it the highest-output vehicle to come out of Aston’s limited-run, V12-manual series.
The Valiant also shares its lightweight carbon fiber body with the Valour, but it goes a step further by taking that car’s crisp, handsome silhouette and adding some wild aggression to its retro-inspired styling. That includes the huge rear deck spoiler, which is smoothly integrated into the sharp-edged rear fenders, along with “fences” on the lower front splitter and in front of the rear wheels to guide air flow. The wheels are also clad with eye-catching graphic covers, and the solid rear window louver carries over its brutalist “armadillo” look from the Valour. All in all, these raw, iron-carved details make for an adventurous package that goes beyond the usual crop of graceful grand tourers that typically come out of Aston’s design center.
It should be noted that this isn’t the first time Aston has strayed away from its traditional figures, as the Valour and Valiant are both inspired by the “obtuse” design phase that took place from the 1970s to the 1980s. Most of the automaker’s wealthiest clientele were raised when those sharp-angled vehicles broke cover, so it comes as no surprise that they are looking for some of that nostalgia to capture in their vast car collections.
While the design of the Valiant is quite a separation from traditional Astons, its performance is not. The supercar comes Multimatic adaptive spool-valve dampers to keep its tires in contact with the road, while also keeping the ride comfortable.
But to keep track performance in check––that is the point of this Valiant, after all––Aston Martin also had to consider some weight-saving measures. That includes a titanium exhaust system, a magnesium torque tube and wheels, a 3D-printed rear subframe, and a lithium-ion motorsport battery. Sound deadening for the cabin has also been reduced, though unfortunately Aston Martin also had to stick with its ancient Mercedes-based infotainment rather than its significantly-improved, in-house system. All of these things have allowed the Valiant to weight in at around 250 pounds lighter than the Valour.
The Valiant will get a public debut at the Goodwood Festival of Speed later this month, where the event’s famous hillclimb will be navigated by Alonso himself. He will also be among the first to receive his Valiant when deliveries begin at the end of this year.
Image Credits: Aston Martin
2025 BMW M5 Gets More Power, But Hybrid Tech Adds Some Extra Heft
The new M5 is also slower from 0-60 mph than the car it replaces.
The BMW M5 has entered another generation, and it’s adopting electrification for the first time. In the process, it also throws away its traditional rear-wheel drive layout in favor of all-wheel drive. While all of this means the new sports sedan has considerably more power than before, it’s also heavier––much, much heavier.
The concept of a hybrid M5 is very controversial, especially since the sports sedan has typically been known for being lightweight. On the bright side, BMW has decided to keep a mighty V8 under the hood, and while the 577 hp produced solely by this 4.4 liter turbocharged S68 engine falls slightly below last year’s S63-derived 600-hp rating, the addition of a single electric motor has raised the number to a remarkable 717 hp and 738 lb-ft of torque. It’s worth noting that torque between the two engines by themselves goes unchanged at 553 lb-ft.
Now to the really divisive part. While the hybrid system brings plenty more power for the new M5, it also piles on an additional 882 pounds, bringing the sedan’s total curb weight to a porky 5,390 pounds. The model it replaces was a whopping 1,045 pounds lighter, weighing just 4,345 pounds. While the German sports sedan has become progressively heavier over time, this surge in heft completely dissolves the lightweight demeanor it once had. Thanks to the hybrid system, the M5 is now heavier than a Mercedes Sprinter van, a Tesla Model X, or an entry-level Ford F-150 truck.
With all those extra pounds now onboard, it comes as no surprise that the new M5 is a tad slower from 0-60 mph than its predecessor, even despite the added power. The latest model accelerates to 60 mph in 3.4 seconds, while the F90-generation M5 got there in 3.2 seconds. Luckily, top speed doesn’t take a hit, though it doesn’t see any improvements either. The 155-mph estimate is unchanged compared to last year, though you can reach 190 mph with the M Driver’s package.
While the new M5 is significantly heavier and a tad slower as a result, BMW does boast that the performance sedan can now travel for up to 25 miles in an electric-only mode. But that doesn’t sound like it would get you anywhere save for the local shopping center, so you might as well turn that engine back on.
Luckily, there is still some hope left for the new M5, can that stands in its handling and the way it performs on twistier roads. All of BMW’s M-branded performance vehicles have garnered a reputation for their willingness to carve the backroads with poise, and this latest M5 looks to live up to that mantra with high-revving mannerisms for its V8, along with consistent power provided by the hybrid system in all areas of the rev range. The eight-speed automatic transmission also has a pre-gearing stage between the electric motor’s rotor and the input shaft for the gearbox, which raises the motor’s standalone torque from 207 lb-ft to 332 lb-ft.
Speaking of the transmission, it has the ability to send power to all four wheels for the first time. Though all-wheel drive is the standard setting for this new M5, the driver can also opt for a rear-biased mode, or they can completely cut off power to the front wheels with a full-fledged RWD mode. When all-wheel drive is fully enabled, the system takes advantage of a new Active M Differential that works to distribute power to the left and right wheels. This system also has the ability to send power to a single wheel to minimize understeer.
Another interesting feature is BMW’s new “Boost Control” system, which sets the vehicle to its most hardcore settings with the simple gesture of pulling back the paddle shifters and holding them in place. This gets rid of the need to dive into rows of complicated menus to bring out all of the sedan’s performance potential.
In comparison to the conventional 5-Series, the new M5 features different engine and transmission mounts, along with an overhauled suspension setup that uses lightweight parts, new track and camber control arms, and new guide arms for the rear half of the suspension.
There are also some distinct features on the outside, including a new gloss black finish for the kidney grilles, which are now available with illuminated frames. More interestingly, the grille adopts an enclosed design for this generation, as the area now houses sensors for the sedan’s array of driver-assist features. There are still some small intakes hidden somewhere within the grille, but the overall look will likely have bystanders mistaking this for an EV.
Elsewhere, you’ll find functional vents behind the front wheel arches, an M rear spoiler, M twin black chrome tailpipes, BMW M’s signature aerodynamic side mirrors, and an M5 badge on the D-pillar. There are also wider fender flares surrounding the wheels, which have staggered widths and diameters––the 20-inch front wheels are 3 inches wider than the ones on the normal 5-Series, while the 21-inch rears are 1.9 inches wider. BMW is offering a selection of three unique wheel designs, and they are all wrapped in 285/40 ZR20 front and 295/35 ZR21 rear performance tires.
Behind those wheels you’ll find huge brake discs––the front discs with six-piston calipers measure 16 inches, while the rear ones with single-piston floating calipers come in at 15.7 inches. BMW also offers M Carbon ceramic brakes, which drop 55 pounds from the M5’s curb weight and are more resistant to fade. With this car’s curb weight, you’ll need all the weight-saving measures you can get, though these optional brakes will only shave 1% of the M5’s total heft.
Inside, the M5 forgoes carbon seating and goes with M Multifuction seats as the sole option instead. According to BMW, they offer support for hardcore track driving while simultaneously delivering on long-distance comfort. There is also a redesigned steering wheel with standard heating, a head-up display, a standard Bowers & Wilkins sound system, exclusive interior lighting, and a newly-available BMW Individual Full Merino Metallic package for the leather upholstery. Weight-conscious buyers can also get rid of the M5’s standard Sky Lounge Panoramic Roof and opt for a lightweight carbon roof instead. However, this saves a mere 66 pounds.
The M5 also comes with iDrive 8.5 baked into the curved display, which incorporates a 12.3-inch gauge cluster and 14.9-inch central touchscreen display. Unfortunately, this software throws away most of the sedan’s physical controls.
Production for the 2025 BMW M5 is starting up as we speak, with pricing set at an eye-watering $119,500 to start––and that’s excluding the $1,175 fee for destination and handling. A full public debut will take place at the Goodwood Festival of Speed later this month.
