More to Aston-Martin Rapide - and very distant connection to Audi!!!

[A RO 95]

Here are some more excerpts from the article in this weeks Auto, Motor und Sport.







The idea for the Rapid was originally concieved by Hendrik Fisker when he still worked for Aston-Martin, the realisation of the idea was then taken on by Marek Reichmann.

The Rapide should not only be a further development of the Vanquish, DB9, V8 but also ste its own accents as a model with a modified traditional AM grille, the LED headlamps with curve lights, the unique door mirrors and the LED side repeaters integrated in the chrome stripe in the side vent which extends into the leading edge of the front doors.

The Rapide is slightly taller than the DB9 not only for rear headroom but also to maintain the proportions. The wheelbase is 290 mm longer, although all of this increase benefits the rear passengers, access to the rear remains "sporty"!!

The individual bucket seats for the rear passengers, surprisingly, provide adequete space for two adults. The backrests can be laid flat to provide a maximum of 615 litres of luggage space. The large panorama glass roof can be darkened electrically with the push of a button. Many of the interior features such as the high quality steering column levers will appear in series models in the near future. The Rapide is based on the flexible VH platform which is designed to be varied in width and length.

In the last 5 years Aston-Martin has, under the leadership of Ulrich Bez, launched or displayed no fewer than 14 new models and/or concepts and now offers an attractive range of models. The 36 months required to productionise the Rapide should allow time to rectify the one feature of the concept which may disturb American customers. The vehicle has only one cup holder and that is in the rear!!!

Although in the article they give the Lagonda Rapide from 1961 as the inspiration for the 2006 show car



I think the Aston-Martin Lagonda V8 Mk. 1 is the true direct predecessor.



This was of course a 4 door version of the Aston-Martin DBS designed by William Town.



Which later became the Aston-Martin V8 after Sir David Brown sold the company.



The famous (infamous?) Aston-Martin Lagonda Mk. 2, Mk 3 and Mk 4 followed but these were more limousine than Coupe!



Before Sir David Brown bought Aston-Martin and then Lagonda, Lagonda was an independent company. The Lagonda Company of Staines, Middlesex, also built cars with the Rapide badge.
Here a Lagonda 45 Rapide.



My grandfarther served his apprenticeship with Lagonda, here is one of the models from the time when he worked for the company taken at a meeting of Lagonda cars in Staines in 1995.



And now to the Audi connection! After Rolls Royce took over the Bentley Car Company, W.O. Bentley went to work for Lagonda. Of course the Bentley brand now belongs to VAG, as does the Audi brand. The other brands are also no longer in British ownership, the Rolls-Royce brand belongs to BMW and the Lagonda brand to Ford.

And finally here are some more pictures of the 2006 Aston-Martin Rapide Show Car.

[edwardschmedward]

impressive display, thank you.

[sfumato]

[A RO 95]

though!

Due to variation in the platform compared to the other A-M models and the new XK and increased height over the current A-M range then I do not believe that "all" the hardpoints are shared with any of the other models. I am sure that the hardpoints for the suspension and certain drivetrain components are common but those for bulkheads and packaging are unlikely to be common across the range. The VH platform is an extremly flexible platform that uses aluminium profiles and sections with certain fixed hardpoints to allow a wide range products to be developed and built at reduced costs and with greatly reduced lead times compared to in the past.

The use of common platforms and the sharing of major components under the skin together with the different skinning whilst maintain the important hardpoints has been the successful formula for cutting costs yet maintaining an interesting and varied range of vehicles for most of the automotive groups around today. VAG was one of the first to propagate and follow this philosophy.

VAG has sucessfully implemented the philosophy but must refine it further as they still have far too high a cost base and complex product mix.

If corporations such as Ford and GM are to survive and prosper in to the next decade and beyond it is essential that they drastically cut costs and at the same time offer a varied and attractive range of vehicles. Don't forget although we all appreciate VAG products here it is, as in all areas of life, the variety and choice that keeps our interest and the market alive. In addition the uncertain future of Ford and GM affects a far wider number of people than just the direct employees, myself for instance!