Diablo Blanco / White Devil
Discussion
Hello to PistonHead UK,
I am from France and write to tell you of my Vantage upgrade to full ‘Jessica’ spec with Bamford Rose. Bamford Rose featured my car on their own thread here ;
http://www.pistonheads.com/gassing/topic.asp?h=0&a... my Vantage is the one pictured next to the ice cream van
Mike treated me to a 99 saying it was covered within the budget…..
My Vantage started off as a standard 380 BHP 4.3L. I had the Bamford Rose Exhaust manifold and catalyst upgrade taking power output to 420BHP. I was then inspired by Pommehogster project ‘Jessica’ and knew I just had to have the same……! Bamford Rose had the Vantage in England to complete the project – conversion of 4.3L engine to a full racing specification GT4, lightweight flywheel, twinplate clutch, big brake kit, electronic suspension, N420 carbon read diffuser. Here is my feedback after having the car back for a few weeks...
"The engine”:
As any ‘Jessica’ follower will know, the main engine modification is a shift from 4.3 to 4.7 liters, forged pistons, a lightened flywheel, GT4 racing cylinder head porting and all internal parts balanced to F1 standards (see the list a few pages back for more details). I already have the Bamford Rose exhaust manifold and catalyst upgrade.
How does the engine perform?? The car is transformed. The problem of under power below 4,000 rpm. the original has no longer exists. The engine is smooth and has very linear torque output pulling VERY strong from low rpm to the redline. A mechanic at Aston dealership took the car for a test without being aware of the change. Afterwards he came to me asking me what I had done to the engine because it is so responsive yet sweet at the same time. There is now a sort of kick in the butt to 4,000 rpm, and that sense of urgency is kept all the way to the redline which is reached so quickly, I cant believe how fast the engine revs through the gears…
For information, the rate of change of engine speed acceleration is now 20% faster than standard. The torque is 400Nm at 2,500 and reaches a maximum of 540 Nm at 5,500 rpm. For the record, this original Vantage had a torque of 320 Nm at 2,500 r / min to a peak of 380 Nm at 4,450 r / min (far from the figures announced by Aston, other models are probably also over- stated by the factory). The Vantage S to 490 Nm of torque at 5,000 r / min. The V12 Vantage, a torque of 570 Nm at 5,750 r / min.
The maximum power of Diablo Blanco is now more than 480 hp at 7,000 r / min. Originally, it had 345 hp at 7,300 r / min. The Vantage S has power of 436 hp at 7,300 r / min and the Vantage V12, 517 hp at 6,500 r / min. Under acceleration, this new torque and power output level triggers the traction control on both runs, in the first three gears.
I made several test recovery of 80 to 120 km / h, but to be comparable with my old Vantage with 4.55:1 Race Spec Crown Wheel & Pinion Kit, I'll have to put the 19 inches to keep the same variables. But if the Vantage with its 355 hp with 4.55:1 Race Spec Crown Wheel & Pinion Kit, I did it in 3.2 seconds, I do not imagine the time with the white and 4.55:1 Race Spec Crown Wheel & Pinion Kit (repeat of V12 Vantage real 80 - 120 km / h, 2.9 sec).
I tried to do a 0-100km / h, but I confess I am not comfortable with this procedure. It's really hard to let go of the clutch at the right time, without wheel spin. In short, I am not able to drop below 4.8 sec. Mike made it down to around 4.1 seconds but he has performance pull away in Aston down to a fine art….
Last but not least, the exhaust (collector, catalysts and manual valves), very important to me is the sound quality with the valves open and it is really tip top, as it should be. The valves closed, the engine is quieter than the original, the best of both worlds.
For information, since the change of collectors, several months ago by Mike on my Aston, a new, more efficient exhaust manifold and catalyst design has been developed and manufactured by Rose Bamford. Mike has graciously installed me one of those new systems as I had one from the original batch – to look at them in raw form they are just simply a work of art – a true piece of craftsmanship.
Pics soon!
The Dyno: 475 BHP --> 481 HP and 540 Nm
Suspensions:To be continued
The brakes:To be continued"
I am from France and write to tell you of my Vantage upgrade to full ‘Jessica’ spec with Bamford Rose. Bamford Rose featured my car on their own thread here ;
http://www.pistonheads.com/gassing/topic.asp?h=0&a... my Vantage is the one pictured next to the ice cream van
Mike treated me to a 99 saying it was covered within the budget…..My Vantage started off as a standard 380 BHP 4.3L. I had the Bamford Rose Exhaust manifold and catalyst upgrade taking power output to 420BHP. I was then inspired by Pommehogster project ‘Jessica’ and knew I just had to have the same……! Bamford Rose had the Vantage in England to complete the project – conversion of 4.3L engine to a full racing specification GT4, lightweight flywheel, twinplate clutch, big brake kit, electronic suspension, N420 carbon read diffuser. Here is my feedback after having the car back for a few weeks...
"The engine”:
As any ‘Jessica’ follower will know, the main engine modification is a shift from 4.3 to 4.7 liters, forged pistons, a lightened flywheel, GT4 racing cylinder head porting and all internal parts balanced to F1 standards (see the list a few pages back for more details). I already have the Bamford Rose exhaust manifold and catalyst upgrade.
How does the engine perform?? The car is transformed. The problem of under power below 4,000 rpm. the original has no longer exists. The engine is smooth and has very linear torque output pulling VERY strong from low rpm to the redline. A mechanic at Aston dealership took the car for a test without being aware of the change. Afterwards he came to me asking me what I had done to the engine because it is so responsive yet sweet at the same time. There is now a sort of kick in the butt to 4,000 rpm, and that sense of urgency is kept all the way to the redline which is reached so quickly, I cant believe how fast the engine revs through the gears…
For information, the rate of change of engine speed acceleration is now 20% faster than standard. The torque is 400Nm at 2,500 and reaches a maximum of 540 Nm at 5,500 rpm. For the record, this original Vantage had a torque of 320 Nm at 2,500 r / min to a peak of 380 Nm at 4,450 r / min (far from the figures announced by Aston, other models are probably also over- stated by the factory). The Vantage S to 490 Nm of torque at 5,000 r / min. The V12 Vantage, a torque of 570 Nm at 5,750 r / min.
The maximum power of Diablo Blanco is now more than 480 hp at 7,000 r / min. Originally, it had 345 hp at 7,300 r / min. The Vantage S has power of 436 hp at 7,300 r / min and the Vantage V12, 517 hp at 6,500 r / min. Under acceleration, this new torque and power output level triggers the traction control on both runs, in the first three gears.
I made several test recovery of 80 to 120 km / h, but to be comparable with my old Vantage with 4.55:1 Race Spec Crown Wheel & Pinion Kit, I'll have to put the 19 inches to keep the same variables. But if the Vantage with its 355 hp with 4.55:1 Race Spec Crown Wheel & Pinion Kit, I did it in 3.2 seconds, I do not imagine the time with the white and 4.55:1 Race Spec Crown Wheel & Pinion Kit (repeat of V12 Vantage real 80 - 120 km / h, 2.9 sec).
I tried to do a 0-100km / h, but I confess I am not comfortable with this procedure. It's really hard to let go of the clutch at the right time, without wheel spin. In short, I am not able to drop below 4.8 sec. Mike made it down to around 4.1 seconds but he has performance pull away in Aston down to a fine art….
Last but not least, the exhaust (collector, catalysts and manual valves), very important to me is the sound quality with the valves open and it is really tip top, as it should be. The valves closed, the engine is quieter than the original, the best of both worlds.
For information, since the change of collectors, several months ago by Mike on my Aston, a new, more efficient exhaust manifold and catalyst design has been developed and manufactured by Rose Bamford. Mike has graciously installed me one of those new systems as I had one from the original batch – to look at them in raw form they are just simply a work of art – a true piece of craftsmanship.
Pics soon!
The Dyno: 475 BHP --> 481 HP and 540 Nm
Suspensions:To be continued
The brakes:To be continued"
Edited by vince1972 on Thursday 21st June 15:44
Edited by vince1972 on Thursday 21st June 22:28
Edited by vince1972 on Thursday 21st June 22:29
theno23 said:
After speaking to Mike at Hever Caste yesterday, and having a go revving Jessica, I'm definitely getting my clutch and flywheel done when the factory clutch needs replacement.
The exhaust and cats is tempting too, but my car spending for this year is already getting a bit silly
- Steve
Good Choice. Pehaps the start of a bigger project The exhaust and cats is tempting too, but my car spending for this year is already getting a bit silly
- Steve
As you know, I make several tests to measure my car to know its performance perfectly. I am announcing the numbers are still tests that I myself and not numbers announced by the manufacturer or Mike.
For a scale reference, I took the number 52 of Evo, which compares several cars having made themselves the tests (0-100km / h, ...). I know that some figures are not the same in other magazines, but it has the advantage of having the lowest figures, so the best performance -> always motivating for my preparation.
Vehicles competing are:
The Mercedes SLS AMG, Porsche 997 Turbo S, Audi R8 V10, V12 and Vantage the Ferrari 599 Fiorano HGTE.
The goal is to see where my car and I had a lot of surprises. I would supplement the figures As my ......... measures precisely. The primary goal is to be as much, if not more powerful than the V12.
In green, the best result and in red the worse.
We note that my V8V BR is better than the V12 V 0-100 km / h, but less good when t / min. are low. Mike result is even better, as it got a 4.1, is very close to the R8 V10. But the o-100 km/h is very difficult for me, i have only a 4.4 sec. with the traction control.
By cons, what surprised me most is the force times t / min. high in the 120-140 km / h, whatever the gear engaged (3rd and 4th), the acceleration is even (much) better than a 997 Turbo S. When I saw the figure, I thought I was wrong speed, but after redo actions, these figures are confirmed.
So we can say that this preparation is made for t / min. high. I am studying (and MIke also) a change that would save low-end torque to fill this "hole" visible on the power curve of Mike.
Edit:
The Evo book:
The tests:
For a scale reference, I took the number 52 of Evo, which compares several cars having made themselves the tests (0-100km / h, ...). I know that some figures are not the same in other magazines, but it has the advantage of having the lowest figures, so the best performance -> always motivating for my preparation.
Vehicles competing are:
The Mercedes SLS AMG, Porsche 997 Turbo S, Audi R8 V10, V12 and Vantage the Ferrari 599 Fiorano HGTE.
The goal is to see where my car and I had a lot of surprises. I would supplement the figures As my ......... measures precisely. The primary goal is to be as much, if not more powerful than the V12.
In green, the best result and in red the worse.
We note that my V8V BR is better than the V12 V 0-100 km / h, but less good when t / min. are low. Mike result is even better, as it got a 4.1, is very close to the R8 V10. But the o-100 km/h is very difficult for me, i have only a 4.4 sec. with the traction control.
By cons, what surprised me most is the force times t / min. high in the 120-140 km / h, whatever the gear engaged (3rd and 4th), the acceleration is even (much) better than a 997 Turbo S. When I saw the figure, I thought I was wrong speed, but after redo actions, these figures are confirmed.
So we can say that this preparation is made for t / min. high. I am studying (and MIke also) a change that would save low-end torque to fill this "hole" visible on the power curve of Mike.
Edit:
The Evo book:
The tests:
Edited by vince1972 on Monday 20th August 15:36
I have updated with scans of EVO Magazine. This is the French version of EVO, with the speed in km / h
But ok, i tried 60-100mph soon!
But ok, i tried 60-100mph soon!
GT2CS said:
Hi Vince,
I've got that issue of Evo and its No. 146 from Aug 2010. The 911 Turbo S does 60-80mph in 3rd in 1.8s and 70-90mph in 1.9s versus V12V on 2.4s and 2.4s. Not sure where you get your km/h data from as all data is in mph. How about testing 60-100mph in 3rd gear which should give you a good spread of the rev band. My old 911 GT2 used to do it in 4s as a reference point. The V12V in the test did it in 4.3secs and the Turbo S in 3.9s.
I've got that issue of Evo and its No. 146 from Aug 2010. The 911 Turbo S does 60-80mph in 3rd in 1.8s and 70-90mph in 1.9s versus V12V on 2.4s and 2.4s. Not sure where you get your km/h data from as all data is in mph. How about testing 60-100mph in 3rd gear which should give you a good spread of the rev band. My old 911 GT2 used to do it in 4s as a reference point. The V12V in the test did it in 4.3secs and the Turbo S in 3.9s.
Edited by vince1972 on Monday 20th August 15:41
yes, it is true, I should have clarified. V8 V is 4.3.
Bravo for the transformation in BR. You see, Mike and Adrian are great guys!
Have fun!
Bravo for the transformation in BR. You see, Mike and Adrian are great guys!
Have fun!
MichaelV8V said:
Vince, which V8V have you used in the comparison? 4.3 or 4.7?
There several ways to look at these numbers, one is to recognise how the V12V has become slow against these newer rivals, another is to recognise that you have a very, very fast car there. But the view I take is that BR has made a massive difference to your original and it must be fabulous to drive now. Mine goes in next week, getting very excited now
There several ways to look at these numbers, one is to recognise how the V12V has become slow against these newer rivals, another is to recognise that you have a very, very fast car there. But the view I take is that BR has made a massive difference to your original and it must be fabulous to drive now. Mine goes in next week, getting very excited now
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