It is called the V12 Vanquish and UK specialist automaker Aston Martin describes it as its most technologically advanced new model ever. That technology extends from the use of advanced materials for its structure to transmission control laws that allow almost instantaneous gear shifts. The Vanquish is the production version of the Project Vantage concept shown at international motor shows in Europe and the U.S. in 1998. It was designed by Ian Callum, who now heads design at Jaguar, which along with Aston Martin is part of Ford's Premier Automotive Group (PAG). The 6.0-L, 306-km/h (190-mph) Vanquish is being subjected to the most rigorous test program devised for any Aston Martin, with components and systems undergoing comprehensive testing at Ford research and development centers in the UK, mainland Europe, and the U.S. Environmental wind-tunnel testing has been comprehensive and prototypes have been tested in climatic extremes across the world.
As a designer and producer of specialist cars, Aston Martin is changing and expanding. In 1992, only 46 Aston Martins were delivered to new owners; this year the figure will be 1000. Design and development work is just starting on another model to be produced in Gaydon, Warwickshire. It is priced below the successful DB7, which is built at the company's Bloxham facility. When that car is in production, Aston Martin is expected to manufacture about 3000 units per annum. The company will also establish a research and engineering center at Gaydon, expected to be in operation by the end of this year.
The Vanquish will be the company's flagship and will be produced at its Newport Pagnell facility in the second quarter of 2001. Dr. Ulrich Bez, who recently took over as Chief Executive Officer of Aston Martin from Bob Dover (who is now running Land Rover, also part of PAG), said the company had spent about $7.5 million on expansion and refurbishment of its facilities at Bloxham and Newport Pagnell. With regard to the third model line to be established at Gaydon, Dr. Bez said the car would be launched in 36 to 48 months.
Ian Minards, Chief Project Engineer for the Vanquish, said the production car will look "very similar" to the concept seen in 1998 and will be built using both traditional and advanced materials, the latter for structural integrity and crashworthiness. Aluminum is used for the car's double wishbone suspension. The powertrain includes Stage Two development of Aston's V12 engine, allied to an advanced control system for the six-speed transmission. Power output will be 336 kW (450 hp) with 556 N¥m (410 lb¥ft) of torque. To attain these figures, the engine has a lightened valvetrain and strengthened crankshaft and a new air induction system. It also uses close-coupled primary and secondary catalysts, "aerospace derived" catalyst heat shield material, and a newly designed exhaust system with back-pressure control.
The transmission control, developed in conjunction with Magneti Marelli and Ford Research, is regarded by Minards as the most significant application of new technology in the car. It uses an electrohydraulic auto shift manual/select shift manual (ASM/SSM) configuration (i.e., a robotized gearbox without torque converter), with a shift speed of less than 300 ms. It operates in conjunction with a drive-by-wire throttle system. Aston Martin describes gear shifts as being "almost imperceptible." Performance figures include a 0-100 km/h (0-62 mph) time of 4.5 s. Interior configuration will be 2+2 seats or two seats and a rear luggage platform. Standard equipment will be very comprehensive and include an onboard tire pressure/temperature monitoring system.
Visteon will supply a vehicle control system that integrates dialogue between power unit, transmission, and braking system; monitors and records mechanical performance of every aspect of the Vanquish; and acts as a high-security anti-theft system.
As well as Ford's research inputs, key suppliers to the Vanquish project include Hydro for the body structure, Superform for body panels, and Magneti Marelli for the transmission control. The main body structure comprises carbon fiber, extruded aluminum, and composite materials bonded together to form a central monocoque safety cell with additional deformable, composite-structure, energy-absorbent zones front and rear. The construction is said by Aston "to provide standards of efficiency, structural integrity, torsional rigidity, and occupant crash protection compatible with those of a modern Formula One car." It exceeds by "a substantial margin" all known or projected safety margins, according to the company. All exterior panels are of aluminum, with each individual panel hand-tailored to the central structure to attain precise panel fit.
Extruded aluminum sections, which make up the main body structure (i.e., floor, and front and rear bulkheads) are bonded and riveted around the carbon-fiber central transmission tunnel. Single-piece composite inner-body side sections with carbon-fiber windshield pillars are also bonded to the central structure to create a high-strength safety cell. Ford Research Laboratories and Nottingham University in the U.K. worked together to create the computer-controlled manufacturing processes necessary for the construction of the composite sections and carbon-fiber windshield pillars.
"Immediately ahead of the driver and passenger compartment a steel, aluminum, and carbon-fiber subframe carries the engine, transmission, and front suspension, and is bolted directly to the front bulkhead," explained Minards. "There is a further deformable structure which employs the mesh air intake grille as a stressed member located ahead of the engine and front suspension to provide additional crash protection and accommodate the engine, transmission, and air conditioning radiators and intercoolers." The underbody is flat and the airflow is channeled into a venturi section.
At the rear, the composite floor, parcel shelf, and side rails of the luggage compartment are designed to provide additional deformable crash protection together with the extruded aluminum side-impact beams located in the doors. All exterior panels, including roof, hood, trunk lid, front and rear fenders, and doors, are produced from super-plastic formed and pressed aluminum.
Stuart Birch
AEI October 2000
