Aston Martin advice from Bamford Rose independent specialist
Discussion
MollyGTi said:
MollyGTi said:
MollyGTi said:
BUMP
THE INAUGURAL MEETING OF THE BAMFORD ROSE APPRECIATION SOCIETY WILL BE HELD IN MORETON-IN-MARSH ON 29TH DECEMBER 2013
For ticket details please email MollyGTi
Any one else? You don't need to be a current customer of BR to join us and trust me - I think we are going to have fun THE INAUGURAL MEETING OF THE BAMFORD ROSE APPRECIATION SOCIETY WILL BE HELD IN MORETON-IN-MARSH ON 29TH DECEMBER 2013
For ticket details please email MollyGTi
Things a bit quiet on here from me at least because those of you who know our home situation, we went from 2 steps forward to one step back - hopefully we have gone as far forward as we can now to be normal....
see you all on the 29th!
BamfordMike said:
Big thanks for arranging this 'do' Molly, really looking forward to it.
Things a bit quiet on here from me at least because those of you who know our home situation, we went from 2 steps forward to one step back - hopefully we have gone as far forward as we can now to be normal....
see you all on the 29th!
Things a bit quiet on here from me at least because those of you who know our home situation, we went from 2 steps forward to one step back - hopefully we have gone as far forward as we can now to be normal....
see you all on the 29th!
We released our first second generation damper control system recently on Pearl.
The new system has a much more sophisticated control box which can be set and calibrated to control soft and stiff modes to the drivers liking / personal preference. The glass or plastic damper control button is now properly back-lit and after a 2 second hold of the button the system switches modes and illuminates the red LED light when dampers are in stiff setting.
The old level electronic system went from maximum fully soft to maximum fully stiff of the damper range, this second generation control box now ticks all the boxes in terms of us being super critical about how the suspension feels and electronic functionality of the package.
Being super critical about suspension feel and feedback from customers, when the occupants want soft mode, they should have it without knowing the suspension is actually in soft mode, all they know is that if the suspension was to be in a stiffer setting they would feel discomfort / harsh ride. What i mean to say here is that soft and comfort can be achieved without bobbing up and down in too softer mode which is what we delivered when maximum current was supplied to the dampers on the old level system. Some owners might feel that ultimate soft mode is fine, but some might find it a bit too bouncy especially if speed were to creep up on an A road whilst in soft mode.
At the opposite end of the scale, with no current supplied sending the dampers fully stiff, perhaps this mode for some was too stiff, and with some current supplied to reduce from maximum stiff setting, still good handing is achieved with no body roll or adverse handling effects, the bonus here is the ride of this stiff mode is without the feeling of race car hard like suspension, which especially for DB9 is not perfect.
So, with our new sophisticated control system we achieve soft mode without the driver knowing its in soft, yet is still supremely comfortable. And stiff / supreme handing mode when pressing on without body roll but without feeling the adverse effects of race car hard suspension, both modes can be made bespoke with us sat next to upgrade client at handover where we set both modes, if our default setting doesn't hit the spot.
GlynV8V, Jessica, Rosie, Woolders, Stonic, MarkV8V, Lewis, Vincent when you have 5L and anybody else i might have missed - we need you in to update you......
The new system has a much more sophisticated control box which can be set and calibrated to control soft and stiff modes to the drivers liking / personal preference. The glass or plastic damper control button is now properly back-lit and after a 2 second hold of the button the system switches modes and illuminates the red LED light when dampers are in stiff setting.
The old level electronic system went from maximum fully soft to maximum fully stiff of the damper range, this second generation control box now ticks all the boxes in terms of us being super critical about how the suspension feels and electronic functionality of the package.
Being super critical about suspension feel and feedback from customers, when the occupants want soft mode, they should have it without knowing the suspension is actually in soft mode, all they know is that if the suspension was to be in a stiffer setting they would feel discomfort / harsh ride. What i mean to say here is that soft and comfort can be achieved without bobbing up and down in too softer mode which is what we delivered when maximum current was supplied to the dampers on the old level system. Some owners might feel that ultimate soft mode is fine, but some might find it a bit too bouncy especially if speed were to creep up on an A road whilst in soft mode.
At the opposite end of the scale, with no current supplied sending the dampers fully stiff, perhaps this mode for some was too stiff, and with some current supplied to reduce from maximum stiff setting, still good handing is achieved with no body roll or adverse handling effects, the bonus here is the ride of this stiff mode is without the feeling of race car hard like suspension, which especially for DB9 is not perfect.
So, with our new sophisticated control system we achieve soft mode without the driver knowing its in soft, yet is still supremely comfortable. And stiff / supreme handing mode when pressing on without body roll but without feeling the adverse effects of race car hard suspension, both modes can be made bespoke with us sat next to upgrade client at handover where we set both modes, if our default setting doesn't hit the spot.
GlynV8V, Jessica, Rosie, Woolders, Stonic, MarkV8V, Lewis, Vincent when you have 5L
and anybody else i might have missed - we need you in to update you......Well done Mike. It works for us with Pearl - I think you've got her sorted now.
Didn't Jethro Bovingdon observe the problem when he reviewed Purdey for Vantage magazine and suggested that maybe the soft setting should be a little less soft and the hard setting a little less hard ... and Jethro knows his stuff
Look forward to seeing you and the BRAS fans on 29th
In the meantime - Happy Christmas x
Didn't Jethro Bovingdon observe the problem when he reviewed Purdey for Vantage magazine and suggested that maybe the soft setting should be a little less soft and the hard setting a little less hard ... and Jethro knows his stuff
Look forward to seeing you and the BRAS fans on 29th
In the meantime - Happy Christmas x
Very excited to see the results of Jonny 550 (570? more ?)
On the V12 front, can you give us an update Mike of what is now available. I know there are several options of V8 manifolds e.g pinnacle, ceramic, etc but I'm not sure on V12 what's been happening
So in terms of manifolds, is there more than one option now since the Lance/Oscar/etc spec systems that you have fitted several of ? Not that I'm suggesting there needs to be !! But wondered if you have started developing cheaper and/or more expensive versions in the way that you seem to have been doing on the V8s
And what else have you been fitting to V12 engine cars on the power front - rear sports cats & I think high lift cams are pretty much standard BR fodder whenever the manifolds are fitted ? Obviously there is the choice of the inlet being more torque or more power oriented (effectively DB9 or DBS inlet IIRC). Is that it before you start getting into more esoteric stuff that gets 'deeper' into improving the heart of the engine itself (and therefore into the area of diminishing returns) ?
On the V12 front, can you give us an update Mike of what is now available. I know there are several options of V8 manifolds e.g pinnacle, ceramic, etc but I'm not sure on V12 what's been happening
So in terms of manifolds, is there more than one option now since the Lance/Oscar/etc spec systems that you have fitted several of ? Not that I'm suggesting there needs to be !! But wondered if you have started developing cheaper and/or more expensive versions in the way that you seem to have been doing on the V8s
And what else have you been fitting to V12 engine cars on the power front - rear sports cats & I think high lift cams are pretty much standard BR fodder whenever the manifolds are fitted ? Obviously there is the choice of the inlet being more torque or more power oriented (effectively DB9 or DBS inlet IIRC). Is that it before you start getting into more esoteric stuff that gets 'deeper' into improving the heart of the engine itself (and therefore into the area of diminishing returns) ?
unfortunately, reluctant to leave us is project Blofeld at the moment - sorry Dave....
This is due to final tweaks to the production version of new damper electronic control boxes, Blofeld is nearly ready to depart us......
Dangerous though when any car stays in the BR boutique for too long, extra booty finds its way onto the car.
We were going to brand Blofeld with BR signature, and originally we discussed badges for the outside, but this just didn't look, well, aston.....
So, we have gone for the signature on the inside.
Bins and Nick have already seen inside, so your comments guys from seeing in the flesh the stiching please, we all think it looks fab......
More on Blofeld when he is ready for flight, but for now here is summary;
Power goes from 450 - 510BHP from inlet system, cams, exhaust system and short tract inlet manifolds for peak power @ 7000 rpm instead of the 450 BHP peak @ 5750 rpm. Normal mechanical upgrades include lightweight flywheel, twinplate clutch, electronic suspension system and big brakes. Subtle bodywork mods include 2013 DB9 side sills and grille in carbon black, carbon engine inlet manifold cover, carbon interior side sills, carbon gear surround, DBS gear lever, better front bumper mesh grille, Ceramic coated exhaust tips.
With Blofeld's already stealth black sportspack rims, this DB9 is going to look as evil as he drives....
Here is a sneak preview of the BR signature;
This is due to final tweaks to the production version of new damper electronic control boxes, Blofeld is nearly ready to depart us......
Dangerous though when any car stays in the BR boutique for too long, extra booty finds its way onto the car.
We were going to brand Blofeld with BR signature, and originally we discussed badges for the outside, but this just didn't look, well, aston.....
So, we have gone for the signature on the inside.
Bins and Nick have already seen inside, so your comments guys from seeing in the flesh the stiching please, we all think it looks fab......
More on Blofeld when he is ready for flight, but for now here is summary;
Power goes from 450 - 510BHP from inlet system, cams, exhaust system and short tract inlet manifolds for peak power @ 7000 rpm instead of the 450 BHP peak @ 5750 rpm. Normal mechanical upgrades include lightweight flywheel, twinplate clutch, electronic suspension system and big brakes. Subtle bodywork mods include 2013 DB9 side sills and grille in carbon black, carbon engine inlet manifold cover, carbon interior side sills, carbon gear surround, DBS gear lever, better front bumper mesh grille, Ceramic coated exhaust tips.
With Blofeld's already stealth black sportspack rims, this DB9 is going to look as evil as he drives....
Here is a sneak preview of the BR signature;
jonby said:
Very excited to see the results of Jonny 550 (570? more ?)
I will answer the V12 question jonby - for now, here comes Johnny........We are excited too, the Vantage feels a true supercar and is so fun to drive.
Johnny 550 5.0L engine was installed and fired up recently, from first fire the engine both purred like a kitten under the bonnet, and roared with a devilish burble out the tailpipe.
After a run in cycle he went straight to dyno, whilst we didn't need a roller to confirm what seat of the pants suggested was a complete animal, the numbers are entertaining and a real success to all the BR team that built him and got the project to this stage.
Who would of thought such an innocent looking car was such a savage supercar.
here is the raw data from the dyno.
The dyno result here is power at wheels which is not corrected.
Ambient pressure, relative humidity and air temperature were all measured by our own more accurate kit for us to more accurately than dyno provider calculate a correction factor.
Because Johnny 550 is only displacement upgrade currently, and exhaust system booty is to follow next, and because the delta uplift from the exhaust system is fairly well defined already, a prediction of what Johnny 550 will unleash full fat minus twin throttle inlet manifold can be calculated too.
Because we fitted the old 4.3L / non Vantage S exhaust system for this comparison, we removed the primary bricks meaning that this specification is directly comparable to GT4 racing. We wanted this because quite a number of race teams are looking to run this engine in competition as well as road cars. This means the delta from the BR exhaust system is a little less than normal here because we have to take into account that a brick is already missing.
I can then take all these figures and plot like this compared to standard 4.7L.....
The uplift in power and torque from standard 4.7L (redline), to johnny 550 as he is now (blue line) feels mega to drive and is far more uplift in relative terms from factory 4.3L to Factory 4.7L, this is because of the CNC combustion chamber and increased diameter inlet and exhaust valves.
Looking at this graph explains why Johnny feels so insane on the road, so insane that he almost feels like a standard V12V, so i thought i would plot this.....
Already just with displacement change Johnny is equal to V12V up to 5000 rpm. i thought that due to lower weight of Johnny Vs V12V he might pip V12V at power to weight ratio. The standard power to weight ratio of Vantage S is 263.8 BHP per ton, V12V is 290. Johnny at this first performance step change is 303.6 BHP per ton and with exhaust booty will rise to approx 325BHP per ton. When he has the exhaust booty the torque curve from 1000 rpm to redline will exceed V12V up to approx 6000 rpm, and because Johnny will both redline higher than V12V and produce more power, is the reason johnny will take the power to weight ratio, torque and absolute power output crown.
Next update is on Monday when MikeyK will drive him, after that test it is confirmation that the BR exhaust system delivers the numbers predicted here.
Some more sticky tyres might not go a miss too....
Edited by BamfordMike on Friday 20th December 14:15
BamfordMike said:
So, with our new sophisticated control system we achieve soft mode without the driver knowing its in soft, yet is still supremely comfortable. And stiff / supreme handing mode when pressing on without body roll but without feeling the adverse effects of race car hard suspension, both modes can be made bespoke with us sat next to upgrade client at handover where we set both modes, if our default setting doesn't hit the spot.
GlynV8V, Jessica, Rosie, Woolders, Stonic, MarkV8V, Lewis, Vincent when you have 5L and anybody else i might have missed - we need you in to update you......
I'm ready when you are GlynV8V, Jessica, Rosie, Woolders, Stonic, MarkV8V, Lewis, Vincent when you have 5L
and anybody else i might have missed - we need you in to update you......
Mike,
Quick question. I was just filling up the DBS ready to drive back up to Scotland for Xmas tomorrow and noticed the seal around the fuel filler neck has slipped off the surrounding bodywork. I dont know how long it has been like this but is it something I should worry about? I.e. should I get it sorted ASAP as there is now a leak path for rain/fuel down into where the tank sits. The car wont be garaged for the next two weeks, and there is no way I can do anything with the original seal, gaffer tape perhaps?! (I had my car in with you Sept-ish getting steering wheel vibration sorted and mentioned the car has had a new tank in its previous history, may be linked to that?)
Anyway, any help greatly appreciated!
Quick question. I was just filling up the DBS ready to drive back up to Scotland for Xmas tomorrow and noticed the seal around the fuel filler neck has slipped off the surrounding bodywork. I dont know how long it has been like this but is it something I should worry about? I.e. should I get it sorted ASAP as there is now a leak path for rain/fuel down into where the tank sits. The car wont be garaged for the next two weeks, and there is no way I can do anything with the original seal, gaffer tape perhaps?! (I had my car in with you Sept-ish getting steering wheel vibration sorted and mentioned the car has had a new tank in its previous history, may be linked to that?)
Anyway, any help greatly appreciated!
Trek930 said:
Mike,
Quick question. I was just filling up the DBS ready to drive back up to Scotland for Xmas tomorrow and noticed the seal around the fuel filler neck has slipped off the surrounding bodywork. I dont know how long it has been like this but is it something I should worry about? I.e. should I get it sorted ASAP as there is now a leak path for rain/fuel down into where the tank sits. The car wont be garaged for the next two weeks, and there is no way I can do anything with the original seal, gaffer tape perhaps?! (I had my car in with you Sept-ish getting steering wheel vibration sorted and mentioned the car has had a new tank in its previous history, may be linked to that?)
Anyway, any help greatly appreciated!
Hi.Quick question. I was just filling up the DBS ready to drive back up to Scotland for Xmas tomorrow and noticed the seal around the fuel filler neck has slipped off the surrounding bodywork. I dont know how long it has been like this but is it something I should worry about? I.e. should I get it sorted ASAP as there is now a leak path for rain/fuel down into where the tank sits. The car wont be garaged for the next two weeks, and there is no way I can do anything with the original seal, gaffer tape perhaps?! (I had my car in with you Sept-ish getting steering wheel vibration sorted and mentioned the car has had a new tank in its previous history, may be linked to that?)
Anyway, any help greatly appreciated!
I don't think there is a direct leak path there so i wouldn't worry about it
Enjoy the trip.
To all BRA's 2013
Thanks to all for coming to the event, and what a great evening it was too!
Those confirmed BRA's who were not there, you were missed
To all BRA's, your support of us and what we do is tremendous, and humbling. As you all know, you are all more than customers but dear friends too and all at BR thank you and appreciate that so much.
BIG thanks to Amanda, Rob, Tony and all others instrumental in organising the bash.
Rob's commitment to becoming BR ambassador and Receptionist is accepted, hours are 9-5 / 6 days a week with next to no holidays, see you for your 1st day Monday Rob, ohhh, and allowing BR to drive pearl at Rockingham was an unexpected but really nice gesture, good job you offered all that lot whilst sober
Great venue too, Fab hotel and little village for a stop off, for those who's cars require an overnight stay when at BR.
See all BRA's in 2014
Thanks to all for coming to the event, and what a great evening it was too!
Those confirmed BRA's who were not there, you were missed
To all BRA's, your support of us and what we do is tremendous, and humbling. As you all know, you are all more than customers but dear friends too and all at BR thank you and appreciate that so much.
BIG thanks to Amanda, Rob, Tony and all others instrumental in organising the bash.
Rob's commitment to becoming BR ambassador and Receptionist is accepted, hours are 9-5 / 6 days a week with next to no holidays, see you for your 1st day Monday Rob, ohhh, and allowing BR to drive pearl at Rockingham was an unexpected but really nice gesture, good job you offered all that lot whilst sober
Great venue too, Fab hotel and little village for a stop off, for those who's cars require an overnight stay when at BR.
See all BRA's in 2014
I thought Rob was already on the payroll !
Tactical seating plan with me sitting by Mike and his able sales assistant Bob, was great to chat to you both - some very enlightening discussion from the world of BR and Mikes previous vehicle engineering/ development skills and knowledge ( including the REAL story on the :cough: K series engines )
Now if only the knobs in the dealer sales network were to take a reality check then maybe I could get that elusive DBS - But will need a new screen name as "tonyexv12vakalottodriveslikeagirlbutnowhasadbs" seems a little long
Tactical seating plan with me sitting by Mike and his able sales assistant Bob, was great to chat to you both - some very enlightening discussion from the world of BR and Mikes previous vehicle engineering/ development skills and knowledge ( including the REAL story on the :cough: K series engines )
Now if only the knobs in the dealer sales network were to take a reality check then maybe I could get that elusive DBS - But will need a new screen name as "tonyexv12vakalottodriveslikeagirlbutnowhasadbs" seems a little long
MollyGTi said:
Any one else? You don't need to be a current customer of BR to join us and trust me - I think we are going to have fun
Hello, have not been up to date on PH Forum, had my V8 Roadster worked over by MR, please keep me in the loop over future events, would love to be involved...thanks ...............V
BamfordMike said:
I will answer the V12 question jonby - for now, here comes Johnny........
We are excited too, the Vantage feels a true supercar and is so fun to drive.
Johnny 550 5.0L engine was installed and fired up recently, from first fire the engine both purred like a kitten under the bonnet, and roared with a devilish burble out the tailpipe.
After a run in cycle he went straight to dyno, whilst we didn't need a roller to confirm what seat of the pants suggested was a complete animal, the numbers are entertaining and a real success to all the BR team that built him and got the project to this stage.
Who would of thought such an innocent looking car was such a savage supercar.
here is the raw data from the dyno.
The dyno result here is power at wheels which is not corrected.
Ambient pressure, relative humidity and air temperature were all measured by our own more accurate kit for us to more accurately than dyno provider calculate a correction factor.
Because Johnny 550 is only displacement upgrade currently, and exhaust system booty is to follow next, and because the delta uplift from the exhaust system is fairly well defined already, a prediction of what Johnny 550 will unleash full fat minus twin throttle inlet manifold can be calculated too.
Because we fitted the old 4.3L / non Vantage S exhaust system for this comparison, we removed the primary bricks meaning that this specification is directly comparable to GT4 racing. We wanted this because quite a number of race teams are looking to run this engine in competition as well as road cars. This means the delta from the BR exhaust system is a little less than normal here because we have to take into account that a brick is already missing.
I can then take all these figures and plot like this compared to standard 4.7L.....
The uplift in power and torque from standard 4.7L (redline), to johnny 550 as he is now (blue line) feels mega to drive and is far more uplift in relative terms from factory 4.3L to Factory 4.7L, this is because of the CNC combustion chamber and increased diameter inlet and exhaust valves.
Looking at this graph explains why Johnny feels so insane on the road, so insane that he almost feels like a standard V12V, so i thought i would plot this.....
Already just with displacement change Johnny is equal to V12V up to 5000 rpm. i thought that due to lower weight of Johnny Vs V12V he might pip V12V at power to weight ratio. The standard power to weight ratio of Vantage S is 263.8 BHP per ton, V12V is 290. Johnny at this first performance step change is 303.6 BHP per ton and with exhaust booty will rise to approx 325BHP per ton. When he has the exhaust booty the torque curve from 1000 rpm to redline will exceed V12V up to approx 6000 rpm, and because Johnny will both redline higher than V12V and produce more power, is the reason johnny will take the power to weight ratio, torque and absolute power output crown.
Next update is on Monday when MikeyK will drive him, after that test it is confirmation that the BR exhaust system delivers the numbers predicted here.
Some more sticky tyres might not go a miss too....
Mike, trust things well with you.....still interested in this upgrade, also looking forward to your reply to our phone conversation?We are excited too, the Vantage feels a true supercar and is so fun to drive.
Johnny 550 5.0L engine was installed and fired up recently, from first fire the engine both purred like a kitten under the bonnet, and roared with a devilish burble out the tailpipe.
After a run in cycle he went straight to dyno, whilst we didn't need a roller to confirm what seat of the pants suggested was a complete animal, the numbers are entertaining and a real success to all the BR team that built him and got the project to this stage.
Who would of thought such an innocent looking car was such a savage supercar.
here is the raw data from the dyno.
The dyno result here is power at wheels which is not corrected.
Ambient pressure, relative humidity and air temperature were all measured by our own more accurate kit for us to more accurately than dyno provider calculate a correction factor.
Because Johnny 550 is only displacement upgrade currently, and exhaust system booty is to follow next, and because the delta uplift from the exhaust system is fairly well defined already, a prediction of what Johnny 550 will unleash full fat minus twin throttle inlet manifold can be calculated too.
Because we fitted the old 4.3L / non Vantage S exhaust system for this comparison, we removed the primary bricks meaning that this specification is directly comparable to GT4 racing. We wanted this because quite a number of race teams are looking to run this engine in competition as well as road cars. This means the delta from the BR exhaust system is a little less than normal here because we have to take into account that a brick is already missing.
I can then take all these figures and plot like this compared to standard 4.7L.....
The uplift in power and torque from standard 4.7L (redline), to johnny 550 as he is now (blue line) feels mega to drive and is far more uplift in relative terms from factory 4.3L to Factory 4.7L, this is because of the CNC combustion chamber and increased diameter inlet and exhaust valves.
Looking at this graph explains why Johnny feels so insane on the road, so insane that he almost feels like a standard V12V, so i thought i would plot this.....
Already just with displacement change Johnny is equal to V12V up to 5000 rpm. i thought that due to lower weight of Johnny Vs V12V he might pip V12V at power to weight ratio. The standard power to weight ratio of Vantage S is 263.8 BHP per ton, V12V is 290. Johnny at this first performance step change is 303.6 BHP per ton and with exhaust booty will rise to approx 325BHP per ton. When he has the exhaust booty the torque curve from 1000 rpm to redline will exceed V12V up to approx 6000 rpm, and because Johnny will both redline higher than V12V and produce more power, is the reason johnny will take the power to weight ratio, torque and absolute power output crown.
Next update is on Monday when MikeyK will drive him, after that test it is confirmation that the BR exhaust system delivers the numbers predicted here.
Some more sticky tyres might not go a miss too....
Edited by BamfordMike on Friday 20th December 14:15
Thxs
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