The twelve-cylinder engine will always live in our hearts. Let our memories flash back to Lake Garda, in the midst of the colourful autumn between Riva and Montebandone, and listen to Aston Martin and Ferrari recount their splendor.
Twelve-cylinder engines, does anyone else need them? There are already plenty of other options under the hood, from energetic six-cylinder engines, roaring V8 engines, crackling V10 engines to suffocating power monsters. Norman Mailer once said that journalists ask questions that will not be answered, and politicians answer questions that will not be asked. Let's forget about the American writer for a moment and listen to the answer of the Ferrari 812 GTS: press the red button on the steering wheel, with the starter makes a short high-frequency start sound, 1-7-5-11-3-9-6-12-2-8-4-10, 12 cylinders are lit in turn, all the pistons dance together, and the heat pushes open the exhaust valve and goes straight to the catalyst. Unlike the multi-cylinder engines of the 1950s and 1960s, which required a pre-combustion chamber to burn stably, Ferrari's 6.5-litre engine runs smoothly from start-up because the V12 doesn't have any vibrations.
Because there is a 60° cylinder angle, do you think it is logical? Theoretically, this is true. Because other types of engines certainly won't be so smooth, just as horizontally opposed cylinder engines, although ideally laid out, can't get the coins upright on the engine. Ferrari's internal combustion engine, however, is different: the grumpy Webb carburetor has long since retired. The V12 engine, which is currently painted with red heat-resistant paint on the intake manifold and cylinder head, has not forgotten to determine its position in terms of acoustics. It's the boss and doesn't need a big voice to be on top. This solemn bass and even and energetic sound line can only be achieved by the V12 engine, even when the vehicle is stationary.
When driving, the numbers become different again. We pressed the gear selection button on the centre console and set off to start warming up. The internal combustion engine feels good from the moment it moves together, and the seven-speed dual-clutch transmission runs mildly, giving the mechanics, oil and tires sufficient warm-up time. Ferrari is like a man with character. As one colleague put it: "The whole car seems to be made up of one component." "That's it. The 812 feels like Enzo, or at least its spiritual representation. Important control operations are all focused on the carbon fiber steering wheel, turn signals, wipers, lights and driving procedures, all functions are pressed or rotated on the steering wheel. It was special, and after a short period of adaptation, it was simply amazing. Everything is clicked through, no fingertips are needed to grope for the adventure, it is a real sense of control.
The Daytona seat in the car is suitable for the car, but it is only a sub-optimal option for the driver to be forced to accept. The original intention of the design should be to be as close as the "leather skirt", but unfortunately our figure is not worthy of their shape. Fortunately, the driving pleasure is not affected in the slightest. With the throttle pressed to 70% (now the throttle pedal can provide a stronger reaction), the gearbox will jump directly from 7 to 4, which is just the speed of light. Or rather, people have a hunch that the speed will be so fast. The engineers seem to have referred to Inception, and the control system seems to be not in the car, but in your brain. The V12 engine and dual clutch anticipate your thoughts, react to how you press down the pedal, and precisely lower gears by one, two or even five. In each case there is an appropriate speed fit.
So precise and smooth that one feels that the engine has almost no moment of inertia. When accelerating, it also rotates in this way, showing people the highest level of the current engine. At least when breathing freely. 7000 rpm, 800 hp, 718 Nm. There is no power lag caused by turbo lag, just the smoothness of the horse galloping. You can precisely control the power output with every detail. The only problem is that the 800+horsepower comes really fast, from 1000 to 8900 rpm, linearly and evenly, full of joy. You can imagine how this 6.5-liter engine unleashed maximum torque to the rear wheels at 7,000 rpm and greedily soared to 9,000 rpm.
Whispering, screaming, sprinting
All of this is a live show on the stage at your feet. The car features a front-mounted engine layout, and in order to maximize handling and traction, the designers have shifted the vehicle's center of gravity backwards as much as possible. Break 100 in 3 seconds and 200 km/h in 8 seconds. No wonder even atheists exclaim , "Oh my God" or "Oh my God." During the powerful acceleration process, in order to prevent the rear wheel with a tread width of 315 mm from slipping, the electronic differential lock works until the speed is above 120 km/h, while the traction control system is not fully released until the speed reaches 180 km/h. While the Ferrari 812 can take advantage of the oncoming air to get downforce (downforce doesn't come from the front lip clinging to the ground, but from the front and rear diffusers and the active deflectors on the smooth underside of the car), strong traction still has the tendency to push the limits of tyre grip at any time.
It's a pity. In stark contrast is the inspirational engine, which whispers at 1000 rpm in seventh gear, only to leave the Prancing Horse's cry in your mind afterwards. The 812 can even be open. The rear window can be retracted, and when the tin roof is opened, the slight sound and fresh air make it a large stage with surround sound. Few people can feel the refreshing autumn of Lake Gada. Whether in Bondone or on the Western Line, including tunnels, titanium exhaust systems are always wind soloists.
Calmly speaking, the score of this powertrain is 100 out of 100. An extra star was also given to the producer Ferrari, who turned the hardware into something alive. When it comes to living things, it is also necessary to mention manipulation. As you might guess: the 812 has always been the benchmark. This is also a requirement for the driver. The steering system is not sluggish, there is almost no obstruction, allowing everything to pass smoothly, whether it is rolling gravel or small bumps. It not only allows you to identify the front and back of the coin in the flip, but even the date of minting. As a driver, you'll have to be as attentive as its front axle, with Pirelli 275 tires taking on every command on the front axle. Without the heaviness of the front-mounted engine, or even the sense of dissynchronization between the front and rear axles, everything is fully synchronized. This is due not only to the car's electronic system, but also to the rear wheel steering, which Ferrari's engineers used to "make" the car's wheelbase shorter.
Speaking of love for Ferrari, Ha, we have to mention a former socialite: Sandra West. She was very fond of her Ferrari 330 America, but unfortunately she later died of a drug overdose. Her will was to bury her in that Ferrari. In 1977, when she and her blue V12 Ferrari were placed in a box and poured into concrete for burial, more than three hundred people were present to witness it.
Shake, swing, snakeskin
Well, these eternal agents may reappear somewhere. May Halle Berry, Elle Macpherson and Queen Latifah enjoy their Aston Martin for a long time. The fun ripples through the 12 combustion chambers of its power unit and the leather seams of the interior. The chair looks like a geometry professor's parsing of a snakeskin pattern. Well, that's it. Nothing special in other aspects. Everything is acceptable, nothing has to be retained. Despite the humming of the starter and the avalanche-like bass tumbling through the four tailpipes of the stainless steel exhaust system, dbS Volante presented a cultured performance.
The only thing that doesn't fit this concept quite well is that it still has some mild jitter at idle, but much better than the tight idle jitter of the Ferrari. When driving fast on the highway, the scenery outside the car is more like a time-lapse version of the "changing seasons", and the only limiting factor is the 78-liter fuel tank capacity. Beyond that, the comfort at long distances is simply unmatched. Extremely comfortable padded seats can be moved to the optimal position in front of the steering wheel. The chassis's feedback on the road surface is very accurate.
And of course the drivers. At 5000 rpm, 900 Nm. Guided by zf's eight-speed automatic transmission, it is supplied to the rear wheels via a carbon fiber drive shaft. Of course, it doesn't matter if you're afraid of such a powerful force. If the accelerator pedal is stepped too sloppily, the wheels of the 305/30 R21 quickly change their condition, at least to the limit of traction control, and then swing the rear of the car cautiously. But why bother? Speeds above 5,000 rpm are not really necessary, as in these areas, the pleasure of a 5.2-litre engine speed is roughly equivalent to driving right on a BRITISH road (retrograde danger).
The peak power of 725 hp cannot be reached until 6500 rpm. The engine, which took 12 hours to assemble by hand, is not a bottle of mineral water taken from the cellar, but a whole box of intense red wine. The way this 327 kg behemoth generates and delivers torque is breathtaking. On the one hand, there is a sense of presence, and on the other hand, there is a sense of restraint, which is something that other engines cannot achieve. The sound of the in-line six-cylinder engine is too hoarse, and the sound of the V8 engine is too noisy. And when two turbochargers with a booster pressure of more than 1.7 bar (which swallows 2.1 tons of air per hour) fed the beast together, Seulin (the Wittstein limestone pyramid in the Amergau Alps) was quickly pulled along the A7 road.
Destination: Italy, the famous Lake Garda. What does Aston Martin want to do there? Well, not only from the time of Charles Dickens, the British have always had a sense of home on the European continent, especially Italy. For Aston Martin DBS, the long and slow journey wasn't too much of a hassle. If there are driver assistance systems, it can even reach on its own with the help of them. Or with a modern infotainment system that provides up-to-date traffic information. However, there was nothing. By contrast, Mercedes-Benz has had this type of technology estimated to have been around for 15 years. Fortunately, the Bosch sound system in the car can produce a beautiful, plump sound, but now you don't have to turn on the sound.
Because the roof was opened. DbS at 50 km/h is enough to be given the name Volante. Cool air swept through the windshield frame, mixed with the rich scent of early autumn leaves. The engine boils gently and the supercharger makes a whistling sound when it accelerates slightly. noise? Doesn't exist. The DBS wanted to be seen as a sports car that could pursue eternity, where everything fit and everything looked elegant, except for the air-conditioning vents that were as cheap as the coke cans that appeared in the ballroom. But the word "luxury" doesn't correctly describe Aston's interior style. Is it a modern conservative? The wonderful combination of understated materials is its highlight.
Gentle, hot, roaring
The oval steering wheel was a bit out of tune, but the steering wheel itself was never out of tune. Whether at extremely fast speeds (after all, its top speed limit should be 340 km/h) or at low speeds, it tries to keep you as uninterested as possible and provides as much useful information as possible. Has it always been like this? It has always been, even on the swaying road around the lake, without stopping the slope, going uphill, turning through curves of different radii. It's also part of the perfection it wants to express.
When the DBS brakes, the adhesion of the front axle to the ground suddenly stops, and your right foot is expected to create traction on the rear axle. After experimenting with the three modes of suspension and driving, the soft setting mode of the shock absorber and the "sport" mode of the engine/transmission quickly became the most popular options. On the one hand, people can express emotions through soft or fiery sounds, reliable and stable response characteristics, and quick gear changes; on the other hand, they can rely on its excellent body control and strong tire grip.
As a result, DBS performs very well on both SP and SS modes, and as the V12 advances, presses and roars, it tells you the steering angle and friction values in a British style. You can manually shift gears with black metal paddles on the left and right sides of the steering wheel, but they're fixed to the steering column and can't rotate with the steering wheel, so it's not fun. If you want to downshift earlier, you'll have to switch the mode to Sport +," where the gearbox stays in low gear for a long time. So, where's the real fun? Again: 900 Nm. Even if you step on the throttle at very low rpm, there will be endless torque for you to enjoy, and you will marvel at its long "breath". Whether it's 12 cylinders, 48 valves or the only camshaft: the engine is not subordinate to the DBS, but to itself. It elevates Aston Martin as a complete work of art, rather than a separate work of art, which is an art in itself. Is it a perfect sports car? No, of course not. After thinking about it, it can be said that it is a GT, playing the role of a sports car only when needed, which is very practical and not exaggerated. It is a well-defined dream car that coexists with its engine, rather than surviving on it. Achieving this goal is a real challenge, as it requires all the parts involved in the performance to coordinate and cooperate.
And, even rudi Carrell, who has never driven An Aston Martin, would say, "To shake something out of your sleeve, you have to put it in first." "DBS is always shaking, often. Because Aston invested a lot in it, including the V12 engine.