Infos BamfordRose suite passage au banc
V12V ou DBS = 495bhp (annoncé 510)
V12VS ou Vanquish 2 = 545bhp (annoncé 565)
GT12 ou V12VS avec Kit Performance = 560bhp (annoncé 595)
snif... pas de 100cv / litre de cylindrée pour le dernier dinosaure "naturally aspired"
Allez un kit BR (primary decat à minima)...
extraits :
We’ve dyno tested a number of cars now, the 565 motor always dyno’s at 545, never seen one higher or lower really, they repetitively bang out 545. Secondary cat delete is, say, + 10/15BHP, so now up to 560 or so. Then add the inlet manifold and ECU tune, but we chased our tail on this one for a bit trying to measure the tangible improvement of just the inlet manifold. The data we recorded showed no airflow change, no vehicle road speed vs time change / improvement just for the inlet manifold......
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OUPS pour ce qui suit !!!
On V12 variants, getting rid of the primary cats is an insurance policy against a costly engine rebuild in the case of misfire and (on account of the whopping 35deg valve overlap on fixed cam V12 variants creating significant internal EGR), subsequent catalyst ingestion. Approx. 40BHP increase for a fraction of the price compared to the franchise power pack option which retains the primary cats and
the risk of engine failure, primary decat has a glorious exhaust note too.
But, some folk will like the franchise power pack kit option, because its franchise and the perceived values that brings, horses for courses but the best course is arguably the biggest bang for the least buck.
For the full monty option it’s aftermarket exhaust manifolds and high flow secondary cats, which anyone who’s listened to a V12VS at that spec on a track day will know, just how uniquely epic that sounds together with performance the franchise option cannot get close to because that option is restrained by legislation to keep the primary cat present which is a huge restrictive cork and why it’s tough to get the variable cam timing motor past 560BHP no matter what parts are bolted on in a ‘kit’. The 565 motor being a real world 545, we’ve driven and data logged a full spec GT12 and a raft of V12VS Kit Performance which all had airflow consumption equating to no more than 560....
The 19 year old primary pipe design, the ambient air temp conditions in real world both explains why driving any model (GT12 included) the engine is running out of breath above 6000 rpm to 7000 rpm instead of the engine punching to the redline because power is still rising with engine speed, but it’s laboured above 6000rpm to 7000 rpm. Whilst that might not matter to some, those owners after the most amount of performance and drive the cars hard, it does matter to them and the engine wheezing off is disappointing and that characteristic is not improved with the power kit, despite the power figure claimed, mainly because the engine still has that 19 year old cork stuck up its ass.
