Why Aston Martin Replaced a DB11 V12 With a Hotter AMR After Twenty Months

Entering prolongation in Sep 2016, the DB11 V12 was Aston’s initial mint indication in years, built on a uninformed height and powered by a self-developed twin-turbo engine no one saw coming. Yet usually 20 months and roughly 4200 cars later, a strange DB11 is no longer available—it’s been transposed by the hotter DB11 AMR. Aston Martin CEO Andy Palmer now calls those 4200 V12s “future collectibles”, yet all this bitch is not about a AMR’s 30 additional horsepower.

Last time we saw Aston Martin Chief Vehicle Attribute Engineer (and former Lotus framework guru) Matt Becker, we talked about how he tweaked the DB11’s handling for the V8 model after fasten a association 3 and a half years ago. He was usually a hold too late to work on a V12, though.

Once a V8 strike a market, Becker sat down with Palmer, and a span shortly came to an agreement about how a cheaper DB11 shouldn’t outpace a flagship. Luckily, when it comes to tuning, Matt Becker enjoys roughly comprehensive leisure to do his thing.

But what is his thing, exactly? He explained to me in an interview:

“If we consider about a DB11 V8, things we altered on that automobile were a behind subframe bushings that are around 10 percent stiffer. So those have been propitious to a AMR, since a training was that it usually creates some-more probity during a behind of a car. So, when we drive a car, it reduces some of a parallel movement. While we were during it, we altered a front and behind check characteristics, putting some-more force into a check during a speeds where it supports a automobile rather than make it firm. The intrepidity of a automobile is some-more unchanging now, it doesn’t representation around a behind as most as it did.

Spring rates are accurately a same for DB11 V12 and DB11 AMR, since we wanted to say a GT float comfort.”

“Fundamentally, since we done a behind of a automobile stronger, some-more powerful, we afterwards motionless to go adult on front anti-roll bar stiffness, usually by half a millimeter. Just to give a front finish a bit some-more of an attack, since otherwise, you’d finish adult with a automobile in that your executive position would be in a wrong place, and it’d feel too long. Making a front a bit some-more absolute creates it feel shorter as well. It was hard, since everybody went “really, half a millimeter? Is that change unequivocally necessary?” Yes, it is. We demeanour for each singular fact we can.

The wheels are forged, 7.7 lbs lighter per corner. The tires—dedicated Bridgestones—are a same as before. The check program has been altered to accommodate a hardware changes we made. We also mutated a engine ascent system. The ascent positions are a same, yet a tangible rigidity of a mounts is different. Mainly in a snubbing direction, so when a automobile moves laterally. Image, we have a lot of mass from a engine, a torque tube and a transmission. It’s to try to delayed down that parallel transformation of a engine, to make a automobile feel some-more linear.”

“The other thing we did as good was to balance a ESP, urge a traction control system. Because a prior V12, when intuiting slip, used to do utterly a large torque reduction. Too big. And afterwards a torque liberation was too slow. Now, this is most smoother in terms of a torque interactions. You don’t get such a outrageous reduction. For that reason, we can control a behind of a automobile most some-more accurately, as it doesn’t pierce around that much. That means a force on a tire hit patch is most some-more consistent.

It’s a opposite car.”

How most different, we will news behind on really soon.

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