2016 Aston Martin DB11 Prototype
Aston designers are hacking about in various comparative models, yet this is the progression auto. Refinements from different models will give the last bits of pixie tidy to powertrain and security control alignments and so forth, which will all merge in with the general mish-mash before creation.
We accepted the open door to drive the auto at Bridgestone's Proving Ground close Rome, in front of first conveyances booked for the last quarter of 2016. The DB11 wears uniquely created 20-crawl Bridgestone Potenza S007 tires, 255/40 in advance, 295/35 at its wide-hipped, wide followed raise – thus the testing area and conspicuous marking.
As it replaces the DB9, the DB11 is massively essential for Aston Martin. We wer welcomed along to get a first taste of this vital new auto, and to give Aston's designers some new information. One cases it ceased 'us vanishing up our own posteriors', clearly a word related peril when you put in weeks strapped in an auto doing unlimited circles.
Is it an advancement of the DB9?
No, the DB11 is a perfect sheet plan. Despite everything it utilizes a reinforced aluminum frame yet it's around 40kg lighter and 20% stiffer than some time recently, however general vehicle weight is comparative at 1770kg dry; the DB11 is a greater auto at 4739mm long, 1940mm wide and 1279mm tall, contrasted and the DB9's 4689/1912/1282mm. The wheelbase develops by 65mm, the tracks 75mm/43mm more extensive front and back.
There's another bi-turbo V12, new electric power guiding framework and, obviously, a flawless new Marek Reichman outline as well, which mixes exemplary Aston signs with some now optimal design. The side strakes and unpretentious vents etched into the C-columns (and the air leaving through a gap in the bootlid) increment downforce without the requirement for revolting wings. It's the sort of streamlined chiseling we've seen on the Ferrari F12 and 488 GTB.
Another key new part is boss designer Matt Becker, who employed his undercarriage wizardry at Lotus for a long time before being allured away by the draw of dealing with an all-new stage. He'd sat tight years for one at Lotus, and after that five went along without a moment's delay (just to vanish before creation). With Becker's notoriety, we're expecting extraordinary things from the electric guiding and twofold wishbone front/multi-connect raise suspension, the last being new to Aston.
Enlighten me concerning that new twin-turbo V12…
The DB11's V12 may be new, however it's still an Aston Martin-outlined unit worked at Ford's Cologne motor plant. It uproots 5204cc contrasted with the DB9's 5935cc, however the twin turbochargers support control from 540bhp to 600bhp – and torque from 457lb ft to 516lb ft.
It's not a monstrous jump (particularly when the Vanquish crushed 568bhp and 465lb ft from the old V12) yet it feels it from in the driver's seat since pinnacle torque now kicks in from 1500rpm and hangs about until 5000rpm, where the old auto required 5500rpm to give you less. You can well envision that there's a lot of overhead in the new engine, as well, with more power for more sweltering adaptations just a couple of more pounds of support away.
The new V12 makes the DB11 feel a great deal more dire than its ancestor and gives it an unflustered, practically lofty turn of speed that still consolidates a decent dosage of energy. Even better, there are no downsides. The way this motor holds the Aston V12 character is really great. It is instantly receptive to throttle sources of info, and sounds as rich and fruity as a V12 ought to. Unusually, the old actually suctioned V12 felt laggier than this since it took a while to make a sound as if to speak and get on with it.
The turbo engine conveys crest control at 6500rpm, which isn't colossal, yet I never cut the limiter and – other than – the old auto made all its push scarcely any higher at 6750rpm. Is it in the same class as a Ferrari V12? Obviously not, but rather it's great. Barrel deactivation and stop/begin tech guarantee facilitate proficiency picks up, however those figures haven't yet been checked.
The V12 is hitched to an eight-speed transaxle, which is two accelerates on the DB9 yet a match for the later development of the Vanquish. It's sufficiently fast on upshifts – particularly in Sport Plus mode – and smooth as well, yet it can be somewhat hesitant to downshift on track. Obviously, a Ferrari double clutcher is much more sharp, yet Jag's eight-speed torque converter feels altogether punchier as well.
You can abandon it in auto, or control it by means of slim long oar shifters that are settled to the guiding section. Select Sport or Sport Plus and all you require do is tap a shifter for it to bolt into manual mode.
What about the suspension?
The DB11 utilizes twofold wishbone front suspension, with a multi-interface raise, the last supplanting the already supported twofold wishbones. Three damper modes are accessible: GT, Sport and Sport Plus.
We began in Sport mode. The body controls its mass exceptionally well through course changes, and it's anything but difficult to bring the backside into play, either through harder quickening or simply being more forceful with the controlling; it's an extremely customizable, perky thing for all its weight and size – and footing is great. Yet, through speedier corners it slips into understeer excessively promptly for my enjoying. Aston is dealing with torque vectoring, and this ought to push within front wheel into the summit.
Furthermore, it must be recollected that we were for the most part driving on a quick, genuinely specialized circuit with some quick section speeds. When we quickly changed to a much smaller edge street the DB11 made its mark, jinking left and right with outstanding deftness, control and consistence, and really feeling little and wieldy. This is the point at which you truly see the progression on from the DB9, which had a stunning drowsy adjust, however not this level of exactness and control. This ought to be the way the DB11 feels out and about. You simply don't have the space to consistently stretch the front tires in that sort of circumstance.
Change to Sport Plus and you see the body control take care of, the propensity of the front end to roll a little in corners – justifiable with all that V12 up there – curbed, however despite everything it feels consistent and exact, not restless like some energetic modes can in opponents.
Does electric directing ruin things?
The DB11's framework can't recreate the practically stunning physicality of the V12 Vantage S, yet it's, great. The 13:1 controlling proportion is quick, and it fabricates normally in its generally light weight as you wind the edge helter-skelter. Approach the points of confinement of hold and you're plainly told what's happening through the rudder by means of protests from the tires and a drop off in guiding weight; it's stunningly feelsome.
Brembo six-cylinder brakes with notched circles are standard (there is no carbon-artistic choice), and hold up well to hard utilize. I'd favor a more prompt nibble from the highest point of the pedal, yet we're told another brake supporter is being included, which ought to determine that minor fuss.
Shouldn't something be said about the driving environment?
Aston has endeavored to make more inside space in the DB11, and there is a lot of legroom and shoulder room in advance. You sit low on agreeable and strong seats, and the controlling wheel is easily etched and generally little, positively.
While the inside in this model wasn't the completed article, there were a few components of note. The descending compass of the middle comfort makes you feel covered in the auto, increasing its donning feel. The TFT advanced dash with its unmistakable focal rev counter – no more in reverse rev counters! – is both striking and simple to peruse.
Aston's directing wheel mounted switches for damper and powertrain modes are somewhat cumbersome, however, deficient with regards to the instinct of Ferrari's splendid manettino. It's likewise hard not to see the Mercedes switchgear and the vestige piano-dark catches for the transmission.
Clearly there's 87mm more legroom in the back, however the DB11 is especially a 2+2 with crisis settlement, and not a place to stow companions on a long weekend break.
Decision
Aston could have strapped us in the traveler seat and let boss architect Matt Becker smoke us around the test track, so it's overcome of the group to give us a chance to have a go in an auto that is just 85% prepared, best case scenario. Saying that, the DB11 as of now feels staggeringly very much determined. It has a supple, biddable body, material, exact, open controlling, and an inconceivably noteworthy new turbo V12. It likewise guarantees to offer phenomenal solace and refinement, however we truly require a drive on open streets to check that.
The stuff we'd take a shot at? More keen gearshifts (especially downshifts), a more feelsome brake pedal at the highest point of its travel, not so much understeer but rather more unobtrusive security control mediation. Simple for us to say, fairly harder for Becker and his group to coordinate into the completed item. Be that as it may, you can make sure they're taking a shot at it, and when they're done I'd be extremely amazed if the Aston Martin DB11 wasn't an extraordinarily fulfilling GT. We'll discover soon.
==>2016 Aston Martin DB11 Prototype<==
0 komentar:
Posting Komentar