Watch: Valkyrie V12 is turned up to 11,100
Aston Martin has revealed some details of the new V12 powerplant that will be powering the marque’s extraordinary upcoming hypercar, the Valkyrie.
Aston says the new V12 had to satisfy a simple brief: to create the ultimate expression of the internal combustion engine. To achieve this, a normally aspirated engine was deemed necessary right from the very beginning of the programme, ensuring that the car would sit at, what Aston says is the absolute ‘pinnacle for performance, excitement and emotion’.
The result of all this hyperbole is actually a pretty stunning piece of kit though. Displacing 6.5 litres, the 65 degree V12 sets exceptional new standards for maximum rpm and specific output with a certified peak power output of 1000bhp (or 153.8 bhp-per-litre) at a mind-blowing 10,500rpm, before continuing on to a maximum rpm figure of 11,100 – figures that are unprecedented for a naturally-aspirated emissions-compliant road car application. Peak torque is a 740 Nm at 7,000 rpm. With these peak outputs delivered by the ICE, the Valkyrie is also set to benefit from a battery hybrid system, details of which will be delivered at a later date.
The weight of the engine also sets new standards. Given that it s a fully stressed element of the car, and the level of technology in the combustion system, keeping weight down was a huge challenge. Aside from the major castings – block, cylinder heads, sump and structural cam covers – the majority of the engine’s internal components are machined from solid material. These include Titanium conrods and F1-spec pistons. Not only does this allow the use of material with ideal properties, but the ultra-fine machining process means greater consistency and components optimised for minimum mass and maximum strength. The result is an engine that weighs just 206kg. By way of comparison, the 3.0 litre V10 F1 engines (the last before weight limits were imposed by the FIA) weighed 97Kg. If scaled-up to 6.5 litres this pure race engine would weigh 210kg.
One of the best examples of the painstaking optimisation involved is the billet machined crankshaft. Starting life as a solid steel bar 170mm diameter and 775mm long, it is first roughed out, then heat treated, finish machined, heat treated again, gear ground, final ground and superfinished. Upon completion 80% of the original bar has been machined away and some six months have passed, but the end product is a crankshaft that’s an astonishing 50 per cent lighter than that used in the Aston Martin One-77’s V12.