Aston Martin Teases New Hybrid V6, Promises More Than 715 Horsepower

Matt Posky
by Matt Posky
aston martin teases new hybrid v6 promises more than 715 horsepower

When you think about V6 engines, you’re probably reminded of mainstream family vehicles and manufacturers trying to find a way to package six cylinders in the most efficient manner. Inline sixes are great, but their length makes them difficult to install in the bulk of a manufacturer’s lineup. By splitting the cylinder count into two banks, the V6 avoids this problem — which is why you’ve seen it in everything from minivans to supercars over the last few decades.

Even Aston Martin has decided to tap the configuration for its next generation of vehicles. Developed in-house and intended for hybridization, the automaker promises its new V6 will not only live up to expectations but surpass them by outperforming the mightiest V12 in its stable. That 5.2-liter motor currently belongs to the Aston Martin DBS Superleggera and makes 715 horsepower and 664 lb-ft of torque.

Set to debut in the upcoming Valhalla for 2022, Aston’s new motor is a 3.0-liter V6 codenamed TM01 in memory of long-passed engineer Tadek Marek. Its size is supposed to make it easy to install in an array of vehicles, with the manufacturer stipulating that it could easily slotted into both mid- and front-engined cars. This is the first motor the company has designed itself since 1969, though there are familiarities.

Previously seen on Mercedes-AMG models (which have also found their way into Aston vehicles) the V6 uses a “hot-v” configuration, with the turbos located between the cylinder banks. This helps shrink the powertrain’s overall size (mainly width) and can aid with heat management if designed properly.

Aston Martin pegged the V6’s weight at “less than 200kg,” or about 441 pounds. While not exceptionally lightweight for a V6, the manufacturer appears to be prioritizing packaging versatility and power over weight savings. The unit is also set up for hybridization by design, requiring additional components necessary for syncing up to a battery pack and electric motors. To offset the added heft and make it better suited for track-day shenanigans, Aston is implementing a dry sump system — which carries the added benefit of lowering its center of gravity (by allowing the motor to ride lower than it would with a traditional oil pan). It’s also designed to meet all future emission requirements under Euro 7 rules.

Beyond a few teasers and a handful of photographs of a motor that’s technically still in development, that info is all Aston is willing to provide. There’s a video that could give us a sense of what the unit might sound like (sort of boring, to be honest), though the company has been pretty clear that it will engineer the exhaust to make the sweetest sounds imaginable come production time.

Considering this is the engine that’s supposed to propel the brand into the next extra of motoring, there’s a lot riding on TM01’s success. The factory certainly isn’t taking things lightly; it feels that the mill offers real promise for Aston Martin to be both environmentally conscious and ludicrously powerful.

“Investing in your own powertrains is a tall order, but our team have risen to the challenge,” said Aston Martin President and Group CEO Andy Palmer. “Moving forward, this power unit will be integral to a lot of what we do and the first signs of what this engine will achieve are incredibly promising.”

[Images: Aston Martin]

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2 of 11 comments
  • Schmitt trigger Schmitt trigger on Mar 25, 2020

    Definitively, those glowing pipes do look awesome! Heat management in the actual vehicle's compartment will be a tough one, though.

  • NeilM NeilM on Mar 25, 2020

    Seems like a 90 degree vee to me. (A 120 would look almost flat.) Ignore the timing chest covers; they intersect at an intermediate point above the crank axis and therefore fool the eye. The crank is at that big harmonica balancer. Draw a pair of imaginary lines from the crank center to the midpoint between the pairs of cam end covers on each head. Looks like 90 degrees, at least unless they chose some other close, but unusual angle — cf the 65 degree vee angles occasionally encountered. Re heat management, that's a solved problem. There are other hot vee engines in production.

  • Kwik_Shift I like, because I don't have to look at them. Just by feel and location while driving.
  • Dwford This is the last time we are making these, so you better hurry up and buy (until the next time we make them, that is)
  • FreedMike @Tim: "...about 40 percent of us Yanks don't live in a single-family home."Keep in mind that this only describes single family **detached** homes. But plenty of other house types offer a garage you can use to charge up in - attached single family homes (townhouses, primarily), or duplex/triplex/four-plexes. Plus, lots of condos have garages built in. Add those types of housing in and that 40% figure drops by a lot. Regardless, this points out what I've been thinking for a while now - EV ownership is great if you have a garage, and inconvenient (and more expensive) if you don't. The good news if you're looking for more EV sales is that there are literally hundreds of millions of Americans who have garages. If I had one, I'd be looking very closely at buying electric next time around.
  • Matthew N Fanetti I bought a Silver1985 Corolla GTS Hatchback used in 1989 with 80k miles for $5000. I was kin struggling student and I had no idea how good the car really was. All I knew was on the test drive I got to 80 faster than I expected from a Corolla. Slowly I figured out how special it was. It handled like nothing I had driven before, tearing up backroads at speeds that were downright crazy. On the highway I had it to about 128mph on two occasions, though it took some time to get there, it just kept going until I chickened out. I was an irresponsible kids doing donuts in parking lots and coming of corners sideways. I really drove it hard, but it never needed engine repair even to the day I sold it in 1999 with 225000 miles on it, still running well - but rusty and things were beginning to crap out (Like AC, etc.). I smoked a same year Mustang GT - off the line - by revving up and dumping the clutch. Started to go sideways, but nothing broke or even needed attention. Daily driving, only needed the clutch into first. It was that smooth and well-synced. Super tight, but drivable LSD. Just awesome from daily chores to super-fun.To this day I wish I had kept it, because now I have the money to fix it. It is hard to explain how amazing this car was back in the day - and available to people with limited money - and still the highest quality.
  • Cprescott Well, duh. You will pay more to charge a golf cart than an ICE of the same size if you charge externally. Plus when you factor in the lost time, you will pay through the nose more than an ICE on lost opportunity costs. Golf car ownership savings is pure myth.