Fabrication looks amazing!
How is it running? Any update on when the kit will be ready?
I'm really looking forward to this!

 

It isn't up and running yet, couple more bits and pieces on the way here this week, hoping to have it together, started and run up to temp at idle to check clearances, leaks etc. beginning of next week. Once that is done, all the fabricated parts come off to be jigged and then sent to ceramic coating.

We have fundamentally got the tuning sorted already as we have calibration for supercharged cars running this boost level, but will be off to the dyno to complete that and then some extended testing. We are starting off with 7psi of boost, expecting 1psi of drop across the intercooler, so the initial calibration will probably be in the 530-540BHP range with around 420ft/lbs. Once that is all dialled in and we've done some more extended road testing, will swap out the Wastegate springs and probably increase boost by 1.5-2.0 PSI to end up somewhere around the 600 mark at the crank, and maybe 460ish ft/lbs. The torque being probably the more significant number of the two. We are after seamless integration and driveability/reliability so as long it has a good leg up on a V12V it's in the right wheelhouse.

So hoping for Mid-May to have an announcement and be ready to take orders and go into production. At this point I think based on the interest level there will probably be a line forming but we'll see how it goes.

We will need to do the first 4.7L here, as there's a couple of minor differences to the oil system that we will have to double check clearances for, but it appears that we have this lined up already so we ought to be able to confirm and adapt for this by the time kits would be ready for delivery. So realistically we're aiming for summertime deliveries, probably July.

 

O.M.G.... LOOKS AMAZING!!! Cannot wait to see the final product and very very interested in this!!!!!!! Is the intercollegiate mounted down in front by the oil cooler? Or right in front of the rad?

 

In front of the Rad.

 

Just waiting on a couple of oil hookup parts and we're ready to start up. Unfortunately the suppliers managed to ship USPS snail mail rather than Fedex in one case, and miss the order entirely for 10 days, despite multiple phone calls in the other case.

But... we are very, very close!

 

I found this on the web http://www.aston-martin.com/category/vantage-turbo/
Is it you Stuart, who did that projetc ?

 

No, that's someone else.

 

https://www.instagram.com/p/BF7nCk7F...iveperformance

 

Congratulations Stuart! Looks like a sweet kit!

 

She's alive ! Nice ;-)

 

Might as well ask now because it's going to get asked sooner or later (if it hasn't been already). How do you know the internals will hold the additional power? Rods, pistons, etc...

Who will be able to do the installation in the US?

 

There's some precedent of running forced induction on these cars at similar boost levels. I believe GMR has done 80,000 miles with a supercharged setup over in the UK.

Having said that, any time you add forced induction to an engine that was not engineered for it you should expect to reasonably shorten the lifespan of that engine. In the case of the V8 Vantage, these are pretty robust engines that were designed for hard use and for a very large number of serviceable miles. I've heard as much as 300,000.

So by adding a turbo setup, you'll definitely be shortening that, however for a 'Stage 1' Kit at around 550-600BHP and 6-7PSI of boost, I think you could reasonable expect to drive the car for 10 years at 5,000 miles per year for example without any significant issues. At that boost level, you are not running right on the ragged edge between running and blown motor. I would say that the limiting factor is more head/compression ratio and maybe pistons than rods. It is high RPMs and expansive forces rather than compressive that is hardest on rods. With a turbo setup like this, you're going to see IRO 420-440 ft/lbs of torque at 3000-3500RPM. The 4.3 stock makes 302ft/lbs at 5000RPM. So for most of your regular driving you'll probably end up short shifting or not downshifting so you may end up putting less revolutions through your engine per mile driven than if it were stock.

In addition, any time you do this sort of stuff, your maintenance becomes that much more critical. Regular oil changes and all of the rest of the car being in excellent working order will be very important. As with all car stuff, mechanical sympathy and driving style will also influence this. If you dump the clutch from the lights and snap the throttle open & closed you're going to put a lot more stress through the entire drivetrain than roll-ons and nice smooth throttle applications.

 

Any updates on this?

 

Crawling that last 2 feet to the finish line. Have a couple of minor details to sort out with the oiling system & return lines. PCV has come out in favour of a catch can.

There's been some challenges on this project behind the scenes, totally unrelated to our activity in the shop that have really slowed things down.

As with all development projects like this there's arrangements made with the car's owner up front. This car wasn't just getting a turbo but a whole bunch of stuff. And unfortunately there have been some problems with the owner's circumstances that have meant we needed to take some large breaks from working on the car to do other projects like Jag, McLaren, Lambo & Audi stuff.

But, we are very close.