What is Aston Martin up to?

[chernaudi]

Unless it's an entirely proprietary design from scratch, they've done the same as Ford did to create the V12, but in reverse and in a longitudinal split instead of a transverse split.

However, if it's a derivitive of the V12, the block has had to be strengthened to be mounted in the sub-frame, as the engine would've lost a bit of rigidity by being split in half longitudinally.

[CTD]

Originally Posted by chernaudi

Unless it's an entirely proprietary design from scratch, they've done the same as Ford did to create the V12, but in reverse and in a longitudinal split instead of a transverse split.

However, if it's a derivitive of the V12, the block has had to be strengthened to be mounted in the sub-frame, as the engine would've lost a bit of rigidity by being split in half longitudinally.

Hmm, i still believe it's build from scratch, and not derived from the "old" V12.

[chernaudi]

Only reason I think that they may've turned to the V12 is production expediency and the old V12 was a proven engine.

However, at only two liters and with a lot of the stuff on the engine, I'm leaning towards it being a properitary engine with a eye towards a future production engine being influenced by it.

Not to say that the V12 didn't influence this engine, but if it's a derivitive of the V12, it's probably been heavily redesigned for it's purpose to the point where it's lost most semblence to the V12.

Either way, the inline 6 is it's own beast in it's own right.

[knighty]

Originally Posted by RJC_pt

Maybe its just a bit nuts, but could it be that the inline 6 uses one v12 head?

Upon looking at the engine image I too suspected the same, but upon closer inspection it does appear to be a completley new head design, the main give away which may not be obvious to some is the head bolt bosses located in the cylinder block are very slightly angled outwards at the bottom creating a tent like shape, which is a race engine cylinder head design trick that allows a very narrow angle between the intake and exhaust valves, circa 15 to 20 degrees, the net result being a neat and compact combustion chamber and a low/minimal intruder on the piston crown, this allows good combustion, higher cylinder pressures & more torque & power, this was a trick pioneered by cosworth in the 80's on the V6 1.5 turbo engine, then on the HB V8 in the early 90's.

a very wide valve angle was one of the main design flaws of the production derived V12 engine used previously in LMP1 and GT1, the angle between the intake and exhaust valves was about 55 degrees, which was done for ease of cylinder head machining in a high volume production environment, the Volvo 5 cylinder engine was also just the same, plus the V6 ford engine that this V12 spawned from.

Prodrives new LMP1 engine is probably also running finger follower valve actuation which removes alot of weight from the head (circa 15Kg) and allows very aggressive cam profiles, which are essential on a restricted engine.

the head bolts also look like they fully sandwich the head, block and bed plate, this will make the engine very stiff indeed.

[Victor_RO]

knighty, a question just out of curiosity: is there a significant amount of re-engineering on a head if it's adapted from a NA engine to a turbocharged one?

[Victor_RO]

Damn, the submit button is buggy nowadays. (double post)

[knighty]

yes I have seen it done on several race engines, as they are re-build very often the long term effects are generally not seen if you are lucky, but that does not mean its the right thing to do, as the long term effects often have a nasty habit of turning up real early!!! hence this needs to be approached with caution.......

a significant issue is valve head temperatures, the valve seat and guide material becomes critical for successfully heat-sinking the heat from the valve, hence exotic materials like copper beryllium are used......or if your feeling really posh, sodium cooled valves.......if you get this wrong expect the valve heads to start breaking off at high speed, the results are always a fantastic sight to behold!

also the cylinder pressures and temperatures will be greatly increased, so an overall review of the head gasket capability and the coolant flow is reccomended.

some NA heads have very big ports, which is not ideal for a turbo engine, the exhaust and intake port volumes are kept neat, low and slender for quick turbo response and high velocity, bigger is not necessarily better.

then there is the camshafts, generally a non-restricted normally aspirated race engine runs alot of overlap, the net result being the intake charge gos straight out the exhaust, this is bad news for a turbo engine so re-timing is essential for minimal overlap

anyway, back on subject before the mods start smacking wrists ;-)

[gwyllion]

http://www.dailysportscar.com/viewAr...BD6E624F5F2CF1 reports the AMR One development: shakedown at Fen End and Snetterton, first test at Dijon-Prenois and now first real world test at Paul Ricard. This weekend will be treated more as a test, rather than as a real race.

[gwyllion]

George Howard-Chappell just commented on Radio Le Mans that he is still not happy with the balance between diesel and petrol. The engine rules for this year have given back some power to petrols, but not enough to compensate for the fact that diesels will also run with 900 kg (-30 kg compared to last year).

[gwyllion]

http://www.mulsannescorner.com/newsmarch11.html has a picture of AMR-One without bodywork. The suspension is with springs and not with torsion bars.

[BRG]

Originally Posted by gwyllion

http://www.mulsannescorner.com/newsmarch11.html has a picture of AMR-One without bodywork. The suspension is with springs and not with torsion bars.

Where??

[BRG]

Originally Posted by gwyllion

http://www.mulsannescorner.com/newsmarch11.html has a picture of AMR-One without bodywork. The suspension is with springs and not with torsion bars.

Where??

[Tim the Grey]

Click the link, scroll down? How hard do you want it to be?

[Tom908V12]

This is NOT the best way to work, to be absent of today two practices at Paul Ricard

[BRG]

Originally Posted by Tim the Grey

Click the link, scroll down? How hard do you want it to be?

Cheeky Bugger
My machine must have been in some sort of timewarp

[gwyllion]

They managed to do one installation lap.

[Tom908V12]

Originally Posted by gwyllion

George Howard-Chappell just commented on Radio Le Mans that he is still not happy with the balance between diesel and petrol. The engine rules for this year have given back some power to petrols, but not enough to compensate for the fact that diesels will also run with 900 kg (-30 kg compared to last year).

I think G H-C should first work hard on the engine of the AMR One before moaning against the ACO rules, because according to well informed sources on Endurance-Info(strong rumours during the Sebring 12 hours race)the proto would have serious problem of reliability with it(the V8 wouldn't last the distance)

If you want to win, FIRST, you have to FINISH...

[Tom908V12]

Engine fire would be the explanation of why only one lap for the AMR ONE

[JayBMS]

Originally Posted by Tom908V12

Engine fire would be the explanation of why only one lap for the AMR ONE

Really!? where did you hear that?

I have to say this isn't what I expected from their first race.

[Tom908V12]

Endurance-Info forum...any more news

[JAG]

Originally Posted by Tom908V12

I think G H-C should first work hard on the engine of the AMR One before moaning against the ACO rules, because according to well informed sources on Endurance-Info(strong rumours during the Sebring 12 hours race)the proto would have serious problem of reliability with it(the V8 wouldn't last the distance)

If you want to win, FIRST, you have to FINISH...

I think they should do both, some of the biggest battles are won off the track, Audi and Peugeot could tell you about that.

[gwyllion]

Originally Posted by Tom908V12

Endurance-Info forum...any more news

SPEED is reporting a misfire. That is something completely different

[gwyllion]

http://www.lemans.org/fr/courses/24h...ulte_3276.html is indeed reporting a small fire, which was caused by loose fuel line.

[MulsanneMike]

Appears the AMR-One has revised front wheel well airflow management just aft the front wheel.

[CTD]

Is AMR trying to do the same channeling as Audi did with the R15 (the first one)!?