Guide: Aston Martin Bulldog
Background
In April 1975, the receivers of Aston Martin Lagonda sold the business to a British-American consortium.
Six months later, the factory (which had been shut down in December 1974), was re-opened.
The new owners modernised the production line then released the wedge-shaped Lagonda saloon in 1976. The V8 Vantage followed in 1977 and the V8 Volante in 1978.
To demonstrate the firm’s engineering capability, a fully operational concept vehicle was unveiled in March 1980. Styled by Williams Towns, the Bulldog supercar was a development exercise built with an eye on a possible production run of 12 to 25 units.
The Bulldog’s twin turbocharged V8 had potential for around 700bhp, a figure that would have comfortably made it the most powerful road car available at the time. Combined with Towns’ aerodynamically-inspired wedge profile, a top speed approaching 220mph was anticipated.
Chassis
The Bulldog was built around an immensely strong steel tube backbone chassis with a long 2770mm wheelbase.
Suspension followed then current Aston Martin practice: at the front were double wishbones, coil over shocks and an anti-roll bar while, at the rear, a coil sprung De Dion axle was fitted. A rear anti-roll bar was planned for production but not fitted on the prototype.
Lockheed supplied the ventilated disc brakes and four-piston calipers. They were mounted outboard at the front and inboard at the rear.
15-inch split rim Compomotive wheels measured 8.5 and 11-inches wide front to back respectively. They were shod with Pirelli P7 tyres and fitted with radial vaned discs that promoted air circulation to the brakes.
The only parts borrowed from Aston Martin’s production models were alloy front uprights and the rack-and-pinion steering, both of which were lightly modified to suit the required geometry.
Engine & Gearbox
For this application, Aston Martin’s all-alloy dual overhead camshaft 90° V8 was equipped with two Garrett AiResearch turbochargers. Each fed the air, without an intercooler, into a plenum chamber from where it was distributed by a manifold to the four cylinders of each bank. A single butterfly throttle valve controlled the exit from each of the plenum chambers.
Boost pressure was 0.9 bar and compression was dropped to 7.5:1.
Displacement was unchanged at 5341cc thanks to a bore and stroke of 100mm and 85mm respectively.
The four Weber carburettors usually fitted were replaced with Bosch fuel-injection.
700bhp had been rumoured as potentially possible from the forced induction V8 but this was initially reduced to 600bhp at 6200rpm for reliability. An enormous 499lb-ft of torque was created at 5500rpm.
Transmission was via a five-speed ZF gearbox with separate oil cooler and lubrication pump. Drive was taken through a single plate clutch.
Bodywork
Williams Towns styled the Bulldog not long after he finished the similarly wedge-profiled Lagonda.
The Bulldog featured a steeply raked windscreen in line with the nose and a bank of five headlights that appeared when a retractable central panel was lowered.
A front-mounted radiator was inclined almost horizontally and sourced cool air from an opening in the front air dam.
Standing just 43-inches high, among the Bulldog’s most dramatic elements was its pair of enormous hydraulically operated gulling doors. These were powered by the V8 Volante’s hood mechanism and filled the gap between the longitudinal chassis members which meant there were no big sills to navigate upon entry.
At the back, a louvred rear window mirrored the angle of the front screen.
Towns fitted tail lights from the Lagonda and an upright rear spoiler for additional downforce.
Originally painted two-tone silver over light grey, the bumpers, louvred rear screen and window frames were finished in contrasting black.
Interior
Cockpit instrumentation was via state-of-the-art LED displays also sourced from the Lagonda.
Digital gauges were located directly behind a four-spoke steering wheel with ventilation controls to the left and a stereo to the right.
Additional switchgear was located on a central console.
Mahogany inserts were used either side of the main binnacle.
Brown leather covered the bucket seats, steering wheel, dash and transmission tunnel. The floor, sills and bulkheads were upholstered with brown carpet.
Visibility was generally quite good although none of the front bodywork could be seen through the windscreen.
The gullwing doors closed electrically at the touch of a button but also had a manual override in case of an emergency.
Air-conditioning was fitted and the prototype had fixed side windows, something that would have been addressed for production.
Weight / Performance
At around 1750kg, the Bulldog was overweight but when running just over 400bhp during a test at MIRA it still topped 190mph and did 0-62mph in five seconds.
With a full complement of horses, there was little doubt a top speed of between 210mph and 220mph could have been achieved.
Production
The Bulldog was unveiled in March 1980 at the Bell Hotel in Buckinghamshire.
Aston Martin would have built further examples had any clients with enough money materialised.
However, the car still needed considerable development.
Aston Martin subsequently changed hands again in January 1981.
The new chairman, Victor Gauntlett, felt the firm had more pressing priorities than the Bulldog and ultimately, only one was ever built.
The solitary left-hand drive example was sold for a reputed £130,000 to a Middle Eastern customer who had the colour changed to two-tone green with a cream interior.
Text copyright: Supercar Nostalgia
Photo copyright: Aston Martin - https://www.astonmartin.com
