Aston-Passion

perso je l'aime encore bien moi cette version volante

Un seul mot: superbe!
Je la trouve esthétiquement très réussie!

Aston Martin DB11 Clocks 1400 Pre-Orders Even Before Full Details Are Released







The distinctive design of the Aston Martin DB11 may have stirred up a rush of reactions - some positive, some negative -following its Geneva Motor Show debut, but that hasn’t stopped it from creating lengthy waiting lists for buyers.

There are already 1400 pre-orders in place.

That’s despite Aston only offering some, not all, of the new coupe’s key specifications. The important one, maybe, is the 447kW/700Nm output of its new twin-turbo 5.2 litre V12 engine.





While in Melbourne for last week’s Australian Formula 1 Grand Prix, Aston Martin CEO Dr Andy Palmer spoke with TMR about the initial response to the new DB11.

anonymous a écrit :
“It’s been phenomenal,” Dr Palmer said.


“I think we’re at more than 1400 orders now, which is great for a car that we’ve not really released the whole details about, and isn’t available to be purchased until September, so yeah, fantastic.”

There’s been more than just customer interest in the new GT car too. At the time of its announcement the DB11 held Aston Martin’s internal record for social media engagement.

anonymous a écrit :
“DB11 represents the second-biggest blip on our social media ever and only got beaten this week, with the supercar,” Palmer said. The supercar he’s referring to is the joint venture with Red Bull Racing, announced at the F1 Grand Prix.


“We’re getting an awful lot of attention, and generally speaking it seems that people like the DB11. The reaction is almost unanimously popular.”

Palmer also said that the DB11’s role as a GT car plays to Aston’s brand strengths, and would likely attract existing customers within the brand, as well as appealing to new buyers.

anonymous a écrit :
“Because of, perhaps, the way it’s been designed, perhaps because of the use of the Daimler electronic technology, hopefully that will also attract it to a newer audience as well.” Palmer said.

The most obvious piece of Daimler technology is the Mercedes-Benz COMAND clickwheel controller in the centre console, but, beneath the skin, there has been a wider use of Daimler's electronic architecture to save development costs.

anonymous a écrit :
“We don’t have the resources to create our own electrical architecture because that would cost us billions of dollars, and we don’t have billions of dollars.” Palmer said.

http://www.themotorreport.com.au/63244/aston-martin-db11-clocks-1400-pre-orders-even-before-full-details-are-released

What I Learned from Aston Martin’s DB11 Hot-Climate Testing

By Andrew Chen - June 24, 2016





The all-new Aston Martin DB11 is only a few months away from arriving at dealerships, and the British automaker is using this time to make sure they’re delivering the best grand tourer possible with extensive testing and tuning sessions.





Last week, engineers from Aston Martin’s Gaydon headquarters were out in Phoenix, Arizona with a DB11 test vehicle to perform hot climate evaluation — a fitting location as the desert city saw a record-breaking 118 degrees over the weekend. Not ones to keep all the fun for themselves, Aston Martin invited myself and other journalists for a very special behind-the-scenes look at how the latest vehicle in the storied DB bloodline earns its wings.


Since the DB11 is completely new from the ground up, gathering as much data as possible is crucial for building a solid baseline on which future cars can be measured against. This effort has resulted in 150 DB11 test vehicles being built — the most in the company’s history.





So just how much information is being collected under the hot Arizona sun? 250 independent channels of data to be exact. Everything is being simultaneously fed into a trunk-mounted data recorder via a web of wires referred to by the engineers as “green spaghetti.”


During the DB11’s design phase, these extremely hot and cold conditions have all been considered, so the team wasn’t anticipating any major discoveries. But they did find that the steering gears were nearing their maximum operating temperature, so more robust heat shielding for the steering column was flown in from the U.K. and installed on the car.





While in Phoenix, the DB11 is scheduled to drive over 15,500 miles in the span of a few weeks — that’s more than a year’s worth of miles for most daily-drivers! The point is to expose the car to the harshest conditions and really put it through its paces. Once the engine was fired up in the morning, it remained running for the rest of the day, and the team loved finding low-speed inclines to test the DB11’s mechanical cooling systems.





With a vehicle of this caliber, occupant comfort is the number one priority, and validating the air conditioning’s efficiency and rate of cooling was very important on this outing. Some adjustments were made to the balance of airflow between face and feet, and after a few hours in the cabin, I can confidently say that the vented seats and air conditioning work perfectly, even when it’s well over 100 degrees outside.





Aston Martin’s technical partnership with Mercedes-Benz means that electrical components within the DB11 are plentiful and complex, and we all know that excess heat is the number one reason that electronics fail. But just because elements of the car are sans-circuitry doesn’t mean they’re safe either; direct sunlight can cause the luxury interior’s materials to crack, shrink, separate or discolor, especially when multiple types of materials come together like on the center console. We learned that a peculiar swatch taped to the back windshield was actually a selection of interior fabric samples that they were testing for color fade.


Here are some other interesting things that I learned about DB11:

• The exhaust note is awesome! You can barely hear the turbo hiss over the 5.2-liter V12.
• Cylinder deactivation turns the V12 engine into a straight-six, automatically rotating between using the left and right bank to maintain temperature in the catalytic converters.
• Quiet-start mode is available if you hold down the Start Engine button — cold-start revs are kept low for the sake of sensitive neighbors.
• Electric power-steering allows DB11 to park itself.
• The 8-speed automatic ZF transmission downshifts more aggressively with harder braking.
• The vehicle dynamics system can now analyze both body movement and wheel movement to further refine ride comfort for rough roads.

The DB11 truly is a next-generation Aston Martin, and we can’t wait to see more of them on the road later this year.



























Photos by Andrew Chen.



Source: http://www.6speedonline.com/articles/learned-aston-martins-db11-hot-climate-test-session/

Intéressant cet article

J'aimerais bien savoir comment ils font pour passer d'un v12 à un 6 en ligne ?

Seb,,tu dois avoir la connaissance de cette technologie, alors explique nous !

Comment on fait pour lubrifier les pistons que ne reçoivent plus d'essence pendant un cycle??

D'après ce que j'en comprend, le système alterne entre les rampes gauche et droite du moteur V12, afin de maintenir une température cohérentes dans les catas.

Il y avait eu un essai je crois sur une vW de désactiver physiquement des cylindres (ie arrétés) via embrayage à bain d'huile cisaillante, je ne sais pas si ça avait dépassé le stade des essais protos.


Sur les corvettes on avait un bouton qui mettait en service le double allumage, et aussi un principe similaire plus récemment de désactivation d'une partie du moteur



Ici désactiver voudrait dire lubrifier tout de même (carter humide) les 6 cylindres non moteurs mais pas "inactifs" mais ne pas mettre d'essence dedans (les faire tourner à vide donc). De toute façon les 6 autres brûlent de l'essence juste pour tourner. Ce n'est pas parce qu'on leur demande de la puissance mais juste pour être stoechiométrique qu'on leur met de l'essence, on limite au mieux en pinçant l'admission d'air et le turbo ne souffle pas du tout, mais c'est déjà trop. Alors puissance perdue pour perdue, autant jouer à l'air comprimé avec le banc d'à côté.


Jamais vu encore le passage d'un banc à l'autre, très créatif, peut-être que ça demande un équilibrage du villebrequin différent (quel cycle des cylindres et quels manetons ?, je serais surpris qu'on revienne au au V6 PRV et son cycle "bancal")



Très intéressé à faire un essai de cette voiture !!!!

Esthétiquement, j'ai encore beaucoup de mal, sauf avec les sièges que j'adore. Je crois que j'ai besoin de temps et d'une rencontre de visu...

Je n'ai pas trouvé l'ordre d'allumage des V12 Mercos, mais si on suppose qu'ils sortent tous des mêmes écoles je ne dois pas me tromper beaucoup en imaginant que c'est le même cycle que chez BMW...



V12 BMW: 1 - 7 - 5 - 1 - 3 - 9 - 6 - 12 - 2 - 8 - 4 - 10

V6 BMW: 1 - 5 - 3 - 6 - 2 - 4

Si le V12 est utilisé alternativement comme deux 6 cylindres en ligne, la deuxième rangée aura cet ordre: 7 - 1 - 9 - 12 - 8 - 10

Donc basculer d'une séquence V12 à 6 en ligne est tout à fait possible.

Pour moi aucun souci d'équilibrage du vilebrequin, il faut simplement des paliers qui soient dimensionnés, encore que la distance inter-paliers ne doit pas être bien différente entre le palier 1 et 5 d'un V12 et celle du 1 et 5 d'un 6 en ligne
Pour ce qui est de la lubrification du bas moteur aucun changement puisqu'on est en bain d'huile, pour la partie haute les turbos continueront de souffler de l'air dans les chambres et seul l'injection d'essence sera coupée
Pour moi rien de bancal, je trouve même l'idée intéressante

Je ne sais pas si c'est de cela que vous parlez (je n'ai pas pris le temps de traduire le texte) mais ça peut peut-être vous aider : https://www.audifrance.fr/audilab/technologies/audi_cylinder_on_demand.php



Ce système pour couper la moitié des cylindres existe déjà chez Audi, c'est le Cylinder on Demand.