Externally, the coupé received aerodynamic tweaks that made their way onto the Volante, too, although presumably they’ll have less effect here because the shape is less slippery overall. Where coupé and Volante differ most, though, is in their suspension. Both received tweaks, and coupé and convertible retain the same geometry, springs and anti-roll bars, but because of the Volante’s weight penalty, its adaptive dampers get their own rates to cope with the extra weight and its location.
From that perspective, the Volante is a pretty old-school convertible. In the mid-engined market, we’ve become accustomed to roof mechanisms adding no more than 50kg and feeling no discernible loss of structural rigidity as a result. That’s not really the Volante’s way. This is a front-engined, aluminium-structured car with +2 rear seats, which means you’re chopping a large area of structural stiffness-enhancing material when you lop off the back of it.
Then, in replacing it with a heavy electric opening/closing mechanism and thoroughly well-insulated fabric hood, you add 100kg or so, just where you don’t want it from a dynamic perspective – high.
Inevitably, then, the Volante is less of a sports car than its coupé sibling. But, I suppose, that’s not going to be the choice – coupé or Volante – is it?
It’ll be Volante or Ferrari California T, Rolls-Royce Dawn, or Bentley Continental GT Convertible. And against rivals from other makers, the Vanquish S is arguably even more competitive than its hard-topped sibling, because there’s no soft-top version of the Ferrari 812 Superfast to give it a hard time.
Besides which, the Vanquish S’s character makes it through the roof cut largely unscathed. The ride remains good and, although you’re aware there’s more girth being carried around, body control is tight, too.
There is flop, mind. Of course there is. Look in the rear-view mirror, which gets a little shimmy on over poor surfaces, and you’ll see the rear seat tops getting their own little shimmy going, too. The steering has more kickback and wobble than a stiffer car’s. But, heck, if you wanted the full super-GT experience, you wouldn’t be looking at a convertible. So sit back, enjoy the fact that the chassis balance inherent in every Aston Martin is very much present, that the steering is still linear, the throttle response crisp, the eight-speed automatic gearbox firmly locked with precious little ‘slush’, and the sound far easier to hear.