RE: Aston Martin AM-RB 001 tech partners revealed
Discussion
130R said:
I suppose anything is possible but if it was as fast as a LMP1 car then it would be in a completely different league to any other "hypercar". I think even LMGTE cars are miles faster than anything else like this. They can lap Spa in around 2:17 in qualifying.
If something that was actually a road car (rather than a track car with plates) could get anywhere near the performance of a GTE car, I would be blown away.The LMP1 cars make the GTE class look like they are stationary when they pass them on track.
1000kW of Emachine is somewhat challenging from a mass and packaging prospective!
Current, state of the art, but practical PM machines sit at around 16kW/Kg and rev out to 32krpm. Hence, a 1000kW machine is going to have a mass of around 60kg on it's own. Then you need the power electronics, dc and phase wiring, battery systems and cooling systems to support that motor. Current production EVs (i3/leaf/tesla etc) sit at around 1.5kW/Kg when you consider the whole powertrain (but not the battery! With the battery you're down to ~0.5kW/Kg......, hence a 700bhp tesla weighs 2 tonnes!)
Look at the P1, with just 140kW of electrical assistance, it weighs 1,395Kg and if you look round one, you'll not find that much stuff that's is over-heavy or unnecessary for a road car.
Current, state of the art, but practical PM machines sit at around 16kW/Kg and rev out to 32krpm. Hence, a 1000kW machine is going to have a mass of around 60kg on it's own. Then you need the power electronics, dc and phase wiring, battery systems and cooling systems to support that motor. Current production EVs (i3/leaf/tesla etc) sit at around 1.5kW/Kg when you consider the whole powertrain (but not the battery! With the battery you're down to ~0.5kW/Kg......, hence a 700bhp tesla weighs 2 tonnes!)
Look at the P1, with just 140kW of electrical assistance, it weighs 1,395Kg and if you look round one, you'll not find that much stuff that's is over-heavy or unnecessary for a road car.
Road car huh?
To be used doing "normal" everyday things, like what? Going shopping? Dropping off the kids at school? Commuting to work in peak hour traffic? You know, the kind of things ordinary people do in ordinary cars?
So what good will aero do on any of those things, if at all?
And what will it cost to service this road car? Can it even be serviced by an indy?
Maybe its just me, but I'm thinking that the definition of "road car" is pretty loose when it comes to this. I suspect it will be part car, part Concorde, with servicing costs similar.
To be used doing "normal" everyday things, like what? Going shopping? Dropping off the kids at school? Commuting to work in peak hour traffic? You know, the kind of things ordinary people do in ordinary cars?
So what good will aero do on any of those things, if at all?
And what will it cost to service this road car? Can it even be serviced by an indy?
Maybe its just me, but I'm thinking that the definition of "road car" is pretty loose when it comes to this. I suspect it will be part car, part Concorde, with servicing costs similar.
I think the main compromise is going to be space. It's a very cozy cockpit and the foot box is agressively tiny for more space under the nose. It's also unlikely to sport indulgent doodads like a gigantic machined aluminium console and brass switchgear and adjustability of the seats.
My impression of the underbody design suggests that it'll still be pulling helpful DF at much lower speeds than the Caparo, due to its much steeper angles and thickness, (you tend to find thicker curvier wings when they're optimized for lower speeds, and thinner flatter wings on things that operate mostly in high speed environments, compare a Concorde to a CH-107) and cleaner front end. Which oughtta come in handy for the less experienced downforce driver. They were talking about similar max G levels to the Caparo as well iirc.
My impression of the underbody design suggests that it'll still be pulling helpful DF at much lower speeds than the Caparo, due to its much steeper angles and thickness, (you tend to find thicker curvier wings when they're optimized for lower speeds, and thinner flatter wings on things that operate mostly in high speed environments, compare a Concorde to a CH-107) and cleaner front end. Which oughtta come in handy for the less experienced downforce driver. They were talking about similar max G levels to the Caparo as well iirc.
AAGR said:
epom said:
Cosowrth engines, weren't they fabulously reliable even in standard form on Sierras and Escorts ??
Yes, and also in production cars like the first 16-valve Mercedes-Benz 190E 2.3 16s, the Opel Ascona/Manta 400s, the original 5.9 litre V12s fitted to modern Aston Martins, and more and more and more.....I'm convinced that the new RB V12 will be astonishingly powerful and reliable too ....
They were just Cosworth head jobs mainly though over production blocks.
If you want to check the pedigree of Cosworth engines, Google "DFV". I think the most successful F1 engine of all time?
Furyblade_Lee said:
AAGR said:
epom said:
Cosowrth engines, weren't they fabulously reliable even in standard form on Sierras and Escorts ??
Yes, and also in production cars like the first 16-valve Mercedes-Benz 190E 2.3 16s, the Opel Ascona/Manta 400s, the original 5.9 litre V12s fitted to modern Aston Martins, and more and more and more.....I'm convinced that the new RB V12 will be astonishingly powerful and reliable too ....
They were just Cosworth head jobs mainly though over production blocks.
If you want to check the pedigree of Cosworth engines, Google "DFV". I think the most successful F1 engine of all time?
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