My top ten cool car list would not be complete without the SSC Ultimate Aero, conceptualized by Jerod Shelby, of Shelby SuperCars, an American automotive manufacturer, founded in 1999. Billed as the World's Fastest Production Car, as verified by Guinness World Records™ in 2007, the Aero takes driving to a new level. With the world's first one-piece carbon fiber wheel produced by Carbon Revolution, this supercar is reputed to be one-third lighter than the Bugatti Veyron, and boasts a massive 1200 horse power. Its top speed has been tested at 257.41mph. Believe it or not, they are projecting another first for the car at speeds of 273mph.
Headquartered in Tri-Cities, Washington, SSC labored seven long years on the development of the Ultimate Aero. What is truly impressive about Shelby's design and subsequent production vehicle, is that he did not make his announcement until the car was actually built and tested. Often, car manufacturers announce their concepts in advance. Sketches might be available for public viewing, but for the most part, they do not keep the possibility of a newer model secret. They want people to anticipate the release of the car. Even now there is plenty of talk about the next generation SSC supercar, which presently has no name.
The Ultimate Aero is a direct competitor to Ferrari, Lamborghini and Bugatti. What separates the Aero from other exotic cars, though, is the fact that almost every feature is optional, in order to reduce the weight, giving it the edge on speed. Trunk space and air conditioning are two components that can be omitted, for instance. With a price tag of between $650,000 and $750,000US, it certainly is much cheaper than the Bugatti Veyron, and the Lamborghini Reventon, but, it is still one of the most expensive cars in the world, making it around number five or six depending on whose list is consulted.
The exterior of the SSC Ultimate Aero is sleek with the rear sloping down dramatically, making it almost flat in appearance. It is offered in twelve colors ranging from white or black to blues, oranges, reds, green, yellow, gray and purple. The interior coordinates with black, tan, creme, gray and red. If none of these standard colors suit your fancy, custom colors can be ordered. Like the Ferrari Enzo, and older model Lamborghinis, the two scissor doors work in a butterfly fashion to open and close.
Lastly, some of the specifications that make up the SSC Ultimate Aero are carbon fiber, composite, steel space frame; Michelin Pilot Sport tires; SSC Designed Billet Aluminum V-8 engine (based on the Corvette engine); torque of 1112; total weight of 2750 pounds; and acceleration of 0-60 in 2.78 seconds. In 2010, it was announced that SSC had signed an agreement with Jason Castriota to help design the next-generation Ultimate Aero. Castriota is a supercar designer who has worked for Saab, Stile Bertone, and Pininfarina.
Critics have already complained that the design of the Aero is unfashionable, and not worthy or elitist enough of the technological performance it provides. Hiring Castriota is one way to make the newer model perfect in design. Plus, his name alone can help justify the new price tag, which rumors say will be close to $900,000US.
The Koenigsegg CCX is a mid-engine roadster that can reach the top speed of 245 mph and 0-60 in just 3.2 secs. It has a 90 degree V8 Engine with 806 hp. This made in Sweden car was born with the ambition of becoming the fastest car in the world. However, looking that speeds offered by the two top fastest cars in the world, this baby has a long way to go. You can be a proud owner of this Swedish car for just USD 545,568! You won't mind spending on this baby as it is one of the fastest street legal cars in the world!
Do you think super cars are fuel guzzlers? Do you believe they are nothing but big pollutants on wheels? Then think again; because Koenigsegg CCXR can prove you wrong. It can achieve top speed of over 400 km/h while running on bio fuels like E85 and E100. CCXR is successor to Koenigsegg's first hyper car CCX with modified flexfuel engine, capable of burning both of normal gasoline and ethanol fuels.
CCXR was truly a wonder car. It took care of performance as well as in-cabin comfort to make the car livable. For safety CCXR had dual air bags, and bucket seat with safety harness. Seats, pedals and steering wheels were completely adjustable according to the users’ preference. Among other gadgetry, the car had a satellite navigation system, music system with USB connection, climate control, G-sensor, tire-pressure monitoring and digital temperature warning system.
CCXR looked quite similar to CCX. Like any top grade street legal supercar, it’s a two-seater coupe. Hardtop of the car was removable and could be stored in the front boot. Sturdy body frame was constructed with carbon fiber and Kevlar composite along with lightweight sandwiched reinforcements. Dimension-wise, CCXR was 4293 mm long and 1996 mm wide. Low drag area, flat underbody, venture tunnel and rear spoiler are some of the basic exterior features. They helped the car to attain low drag coefficient of only 0.33 and also made the car lot stable even at top of the scale speed.
Performance
Power output: 1018 Bhp at 7000 rpm (E85 or E100 fuel)
Maximum torque: 1060 Nm (740 ft/lb) at 5600 rpm (E85 or E100 fuel)
Acceleration: 0-100 km/h (0-62 mph) 3.1 seconds
0-200 km/h 8.9 sec, 0-200-0 km/h 13.7 sec
Top Speed: 400+ km/h (250+ mph) (estimated)
Braking distance: 32m (100-0 km/h)
Lateral G-force: 1.45 G
Fuel consumption:
Highway travel: 18 l/100km (E85/E100 fuel),
Combined: 22 l/100km (E85/E100)
Weight-to-power ratio: 1.26 kg/hp
Weight distribution: 45% front, 55% rear
Emission levels: Euro IV and US
Koenigsegg CCX Engine
Engine
Koenigsegg aluminum V8, 4 valves per cylinder, double overhead camshafts
Displacement: 4700 cc
Compression: 8.8:1
Sequential, multipoint fuel injection.
Twin Rotrex centrifugal superchargers with response system, 1.6 bar boost pressure.
Dry sump lubrication.
Carbon fibre intake manifold with optimised intake tracts.
Patented response charge system for optimal engine response.
Tig-welded ceramic coated inconell exhaust system manifold with merge collector.
Weight: 178 kg
The Saleen S7 Twin Turbo is one of the fastest production cars in the world. It comes with twin turbochargers and an oversized V8 engine. When it was introduced in the year 2002, it became the only street legal fasted car in United States of America. It can reach the top speed of 248 mph (399 km/h). During test rides, it reaches 0-60 mph in just 2.8 sec. This is a car to show off in style as has a base price of USD 555,000.
If I start describing a car with a carbon fiber body, scissor doors, and 750 horsepower – I’m willing to bet we’re not thinking of the same car. Now add a set of twin turbos to possibly narrow it down for the supercar affluent, but what if I told you it was painted “Bianco Fuji” – a Ferrari color. But I just said scissor doors…confused yet? Oh..by the way, it’s AMERICAN.
If you guessed Saleen S7 after the first sentence, congratulations – you’re the Rain Man of supercar knowledge. Truth be told, I have a pretty decent education in exotic supercars, but when it comes to American cars in general…I’m like the kid in school who was staring out the window for that lesson, just not interested. For those of you who read my European car based articles, the fact that I’m not an American car fanboy shouldn’t be a surprise. If you told me I’d have to drive an American car in order to save the world, it would have to be a Saleen S7 or Ford GT. Not to offend anyone, but we all have our individual tastes… and mine just doesn’t include most American cars.
The Saleen S7 is SICK. It’s fast, it’s exotic, it looks the part, it’s got good technology (Carbon Fiber body)…and it’s 8 years old! (MERICA!) Its chassis is also 50% stiffer than an Enzo (one of the S7’s “competitors” at release date) and at the time was the quickest production car tested by Car and Driver.
Mostly well known for producing highly tuned Mustangs, the S7 was produced by…wait for it, Steve Saleen. It was America’s first modern “Supercar”, introduced 5 years before the Ford GT (which incidentally Saleen helped work on as well).�
Powering the S7 is a 750 horsepower, 7-liter push rod V8 Twin-turbo derived from a Ford NASCAR engine. Nothing says MERICA more than displacement, horsepower and NASCAR right? 0-60 was 2.8� per the manufacturer along with a blistering 10.5-second quarter mile. Very believable considering the car weighs in at less than 3000 lbs.
The lines of the S7 are pure and sexy. There is a definitive American feel to the car, long and sweeping, almost like a flag. No hard angles like a Lamborghini (although the door presentation is similar) and it’s longer and wider than most Ferrari’s.
Saleen S7 Twin Turbo Engine
This particular example wears a pearl white Ferrari color, Bianco Fuji. Starting life as a yellow car, the owner repainted and replaced all wearable’s (down to bolts that weren’t black enough) in order complete a very custom S7.
Black center lock one-piece wheels with PS2’s do their best to keep the S7 and its 750HP grounded, working in conjunction with diffusers and aero that not only looks amazing but is fully functional. Brembo brakes along with a race-derived twin master cylinder braking system bring the S7 to halt. (Source : www.drivingline.com/2014/06/americas-first-supercar-saleen-s7-twin-turbo)
The McLaren F1 flaunts the top speed of 248 mph and can reach 0-60 in 3.2 secs flat. This car comes with a BMW S70/2 60 Degree V12 Engine and a hp of 627. The most attractive feature of this car is its doors, that open like the doors of a Batmobile. If you have a hidden superhero inside you, then this supercar can be yours for a base price of USD 970,000.
This engine, used in the M8 prototype also, in my opinion and many others, is the absolute finest to ever come from the Bavarians.
EVO magazine just recently did an incredibly envious test of two cars, separated by two decades and one letter, made by the same company but with one focus — to be the most incredible supercar the world has ever seen. The two cars in question are the McLaren F1 and the McLaren P1.
The P1 is a modern marvel, with a twin-turbo V8, mated to an electric motor and battery pack, which enables it to hit 60 mph in under 3 seconds and onwards to 217 mph. It’s mind-bendingly fast. But its predecessor, the F1, is one of the purest driving experiences ever created. And it’s faster than the P1, with a higher top speed of 240 mph.
It’s funny that the F1, developed in the early ’90s, that broke the production car top speed record back then, has the top speed closer to the current record holder than the P1. The F1 has one simple advantage over the P1 which allows it to be so incredibly fast — a 6.1 liter V12.
The V12 in question is called the S70/2 and was developed by Paul Rosche of BMW’s Motorsport division and makes 627 hp. The 6.1 liter S70/2 is widely considered as one of the finest engines ever fitted to an automobile. It had unbelievable throttle response and, at the time, unmatched power. Combine that with the incredible sound as it revved to its 7500 rpm redline and the F1 engine officially becomes a masterpiece. Paul Rosche created the Mona Lisa of engines, with the S70/2.
This engine, in my opinion and many others, is the absolute finest to ever come from the Bavarians. And it’s funny that, in that regard, the best BMW engine ever made was never fitted to a BMW. Sure there was the S70B56 in the 850csi, but it wasn’t the same. The S70/2 in the F1 trumps not only every engine to come from BMW, but possibly every engine ever made.
McLaren F1 Engine
In the video, the F1’s glorious engine and incredible response give it the victory over the brand new, technological powerhouse that is the P1. But despite the P1’s incredible technology, it cannot top the magic that is the F1 and its miraculous engine. An engine that was designed and built by our favorite Bavarians and could possibly be the best BMW engine, or of any kind, ever made. The simple fact that the engine exists, and did so twenty years ago, makes the world a better place. (Source : www.bmwblog.com/2015/04/18/mclaren-f1s-bmw-engine-is-the-best)
Now this is a fascinating little creature. A compound of contradictions that goes by the unlikely name of Gumpert Apollo. The first word in its name is in allegiance to Roland Gumpert, practically the father of Audi's Quattro system – yet this creation is rear-wheel drive only. The second name is for the Greek god who had nothing to do with speed or handling prowess, and a space mission whose only intersection with cars was a lunar rover. The Gumpert Apollo's badge, however, depicts a Griffin, a creature with the body of a lion and head and wings of an eagle; an Indian or Central Asian creation that has essentially no connection to Apollo.
Nevertheless, these ostensible discrepancies live together beautifully in the compact body of the Gumpert Apollo. The company's aim was racing, and two driven wheels are all that are allowed in most categories. Apollo might not have been the god of driving, but he did count victory among his oversight portfolio, something the Apollo vehicle is quite familiar with. And the Apollo space missions did represent, at the time, the ultimate in proven high-technology, while the Griffin, as a mix of the kings of beasts and birds, represents mastery of land and air. We got to drive it, and we have never found anything like it anywhere else on the planet. Our chosen words to describe it are these: Hoe. Lee. Cow.
The S version of the Gumpert Apollo has only been beat at the Nürburgring and the Top Gear track by the Radical SR8, the Caparo T1 and the Ultima GTR. First, that means the Apollo showed its chunky, high-relief rear end to every other major and minor sports- and supercar on Earth. As for the cars that beat the Apollo's time, while all four are street-legal race cars, technically speaking, it's likely easier to register the EU4-approved Apollo in countries outside of the UK than it is to get paperwork for the others. The Radical, Caparo and Ultima lean far more toward the race side with their open canopies, purely functional cockpits, and lack of trunks and air conditioning. The Gumpert is a race car, but has a radio, navigation, air conditioning and power windows. And bumpers. And a trunk. The same Apollo has been used to win a race on the weekend, then used by the owner's wife to get groceries during the week. It'll be a while before you hear that about a Caparo.
The short story of the Apollo is this: Roland Gumpert wanted the most thoroughly engineered, no-compromises street-legal racer that would also be comfortable enough to drive daily. The phrase "no compromises" is difficult to fit into that brief, but 20 years of thought about how to do it has paid off well enough that it fits.
Gumpert began at Audi in 1969 as a test engineer, and by 1981 was the department manager of Audi Sport. Three years later he was the chief department manager for Audi's sports and special development programs. How did he go from running diagnostics to running a still-legendary rally program – and then winning four World Rally Championship titles – in just 15 years? By being the driving force behind the development of the all-wheel-drive Volkswagen and Audis, which led to the first Audi Quattro in 1980.
And the mid-'80s is when the Apollo was born as an idea. Gumpert was charged with creating the mid-engined Audi Quattro and worked to build a car with industry-leading aerodynamics. The car wasn't built as he envisioned it, but he had the desire to one day see it through. When he finished his Audi tenure in 2001, Audi tuner MTM's chief Roland Mayer asked Gumpert if he wanted to build a sports car. Gumpert agreed, on one condition: They don't build a show-circuit cocktail party plaything, but a real car that would go into series production.
Gumpert Sportwagenmanufaktur GmbH turned on its lights in 2004, and two prototype Apollos were on the road in January, 2005. The car was meant to "distinguish itself by means of its phenomenal driving performance and the best possible aerodynamics" using "the best technology, the best engineering and car knowledge." Gumpert also intended that it "remain gorgeous," but we'll let you decide for yourselves. We like it – a lot – for several reasons.
To assist with the Apollo's development, Gumpert chose Hans Peter Fischer, whose company develops parts for sports cars, to be technical director. Having engineered solutions for the Porsche Carrera GT, Fischer is no stranger to getting the most from a piece of metal. The two wrapped the Apollo in a carbon fiber body that is concerned with one thing: getting as much air efficiently over and around the body, a little air through it and none underneath it.
Most of the air that passes over the running-board sized front splitter encounters only three disturbances on its trip to the back: the side mirrors; the roof-topping airbox that keeps the Audi-sourced 4.2-liter, twin-turbo V8 firing; and the tail, angled to keep the 345/35 ZR19 Michelin Pilot Sports stuck to the ground. The rest gets sent through body's interior air channels that send cool, refreshing breezes to the radiators flanking the front wheels, in front of the rear wheels and the brakes. Of the air that does make it underneath the car, most is immediately scooped up by vents near the leading edge of the completely flat carbon-and-aluminum-sandwich floor, and run over the floor to the rear. The result is a vehicle which, according to the numbers, can be driven upside down at anything above 120 miles per hour.
The body is hung on an aerospace-grade chrome-molybdenum steel tube frame that has been further engineered to serve terrestrial, as opposed to airborne, purposes. The science and the fit of it has been so finely tuned that it takes six weeks just to cut the set of tubes necessary to make a single Apollo.
The resulting torsional rigidity of the frame is such that it requires 40,000 Newton meters of force to be twisted one degree. That's roughly 10,000 more Newton meters than the previous standard, the Carrera GT and roughly 10,000 less than a Formula 1 car. Unless you're a top level racer or your ride is made of Wolverine's skeleton, you probably won't pilot anything stiffer.
The frame is wrapped around a chrome-moly passenger compartment that's further reinforced by a carbon fiber tub and a carbon fiber crashbox in front, allowing it to be certified by the FIA for a number of sportscar series. Keeping that unshakable poise from ruining your back, your teeth or your sanity is a custom-designed and thoroughly adjustable racing suspension, with double wishbones and twin transverse control arm pushrods all around.
Behind the rear bulkhead is a center-mounted, 31.7-gallon gas tank, and behind that is the lightweight aluminum engine block. Although it comes from Audi, Gumpert – as with almost everything else on the car – develops it further and adds company-reworked elements to it, such as modified fuel injection, dry sump lubrication and an improved charge-air cooler. Oh, and there are those two K26 turbos from KKK. Base ratings are 650 horsepower and 627 pound-feet of torque, stepping up to 750 hp and 664 lb-ft for the Apollo S and topping off at 850 hp and 701 lb-ft on the race-track-only Apollo R.
On top of that engine is a little trunk, large enough for a carry-on bag and a few sundries. If you do buy an Apollo and use it to go shopping, we recommend you don't put chocolate back there.
Power from block to wheel moves through a synchronized, six-speed manual sequential transmission with a twin-plate clutch. Because it's a manual, the gearbox takes firm prods and pulls to work the lever – you don't just get a gearchange, you are rewarded with one. Buyers can spec their own transmission ratios, and further assistance in making use of them is provided by the adjustable traction control system. There is an optional F1-style paddle-shifting system available if that's how you roll. Excess power in the form of heat is run through a four-flow exhaust with a butterfly that allows manual bypass. The Germans have noise regulations, see...
So that's a fly-by of the nuts and bolts. But what happened when it came time to just fly?
First came getting in, a maneuver that begins with raising the gullwing door and then engaging in a few seconds of appraisal with the same intensity that Kasparov uses to examine a chess board mid-game. Thankfully the Gumpert's Gambit doesn't require too much elasticity since race car drivers have been doing this for more than a century: remove the steering wheel, hands on the front and rear of the roof, hoist both feet in as you slide into the seat.
Gumpert Apollo Interior
Quickly survey the cabin and note two-tone cross-stitched leather and Walter Rohrl's autograph, the Audi steering column stalks and electric mirror controls, the Audi vents that will soon be bathing you in cold air and the minimal, yet pleasingly, leather-wrapped center console with boost, gas, oil gauges, power window switches (the windows go almost completely down), a dial and screen to adjust the traction control. Also note the radio, which you can actually hear, but won't need at all.
Replace the steering wheel, then check out that seating position. This was where we encountered a little bit of the Apollo Magic. It put us in the most compact seating position we have ever experienced in any car, ever, and yet it wasn't the least bit uncomfortable. Sitting there, looking at our acutely-angled legs and thinking "We could almost eat M&Ms off our knees," we couldn't figure out why we weren't uncomfortable, but we weren't.
Strap into the four-point harness, make sure the car is in neutral, put the Gumpert (not Audi) key into the slot and start the engine. It's remarkably muted compared to what we expected, a theme that would recur. We had to turn it on several times and after the burst of throttle on ignition, the car settles into a burble we could've had a conversation around even in a tight, highly resonant space.
Pull the lever firmly, engage first and pull off. In a day of driving we never achieved the finesse required to smoothly work the clutch from a stop in first gear, but there was a good reason for it: Fischer told us the Apollo we were driving was a four-year-old development car with a clutch that had tens of thousands of kilometers on it and only needed a little adjustment. As far as we were concerned, the fact that the clutch worked as well as it did and was really no more fussy than on some other highly tuned cars that can't be raced, was impressive. In fact, we've had new-model press cars that didn't behave as well as a aging prototype race car with more than 25,000 miles on it. Speaking of which, that also might be why you notice the pictured Apollo looks a bit different than others – Gumpert been updating customer cars regularly.
If you do have the footwork to launch the Apollo properly, you could get the 2,645-pound car to 62 miles per hour in 3.2 seconds, and to 124 mph in 8.9 seconds. In less than nine seconds you can be going fast enough to drive upside-down, getting there more quickly in the Apollo than you will in a Viper SRT10 ACR, Corvette ZR1, Pagani Zonda F Clubsport, Ferrari Enzo and, well, every other car out there that you would race.
Once running in first, working the clutch and moving through the gears was no problem, and this is where we discovered the various muted aspects of the Apollo. The acceleration, as quick as it is, isn't a gut-punching thrust. The four turbos in the Bugatti Veyron spend a half second inhaling a tenth of the Earth's atmosphere and then they vaporize the car, Quantum Leap-like, to your desired speed. Hit the gas on the Apollo, on the other hand, and it uses that first half second to take off running – really, really quickly – but you can feel every bit of momentum gained as the turbos quietly whine and progressively feed the V8 heart.
The steering is meatily weighted, but doesn't induce any fatigue even after a couple hours of city driving. The suspension is resilient enough to subdue lane dots; in fact, you hear them more than feel them only because of the carbon-wrapped steel. You can power down the windows and let fresh air in. You can put a CD in – and hear it – while getting turn-by-turn directions to Coffee Bean. True, you can't stick your head out the window, but in every other way, the Apollo is a car. Like a Ford Fiesta.
No, not really like a Ford Fiesta, but we're making a point. It's street-legal manners are terrific, making it just as good at getting lunch as it is at lapping.
The only non-muted thing about the Apollo, on regular roads at least, is the braking. Carbon ceramic stoppers are so good now that Gumpert could have put a set on the Apollo without introducing a racer's compromise, but it didn't, going with four giant, vented discs and six-piston calipers all around. In this the Apollo shares a trait with the Veyron: you don't come to a stop in the Apollo. Regular speed modulation is on par with any other coupe or sedan, while emergency stops might make you black out. You think about stopping, you feel your foot begin to stab at the brake pedal, something traumatic happens, and then there you are in the middle of the street slowly realizing that you came to a complete stop three seconds ago. Sport Auto magazine did a 124-mph-to-zero braking test, coming to a stop in 4.5 seconds. The Apollo beat the magazine's other top performers, the Koenigsegg CCR, Ruf Rt 12, Porsche Carrera GT, Mercedes SLR McLaren, Pagani Zonda F and Ferrari 430 Scuderia. It's serious about the word "halt." And winning.
After spending about 30 minutes prepping, ("prepping" being visually inspecting the car and underbody, adjusting the suspension and changing the tire pressures), we headed to Bob Bondurant's facility for an afternoon of high speed runs.
On the track, all bets are off – and it was our neck that told us what we needed to know about Mr. Angry Apollo. Bondurant's chief instructor took us on two five-lap runs spaced about an hour apart. Our neck hurt at the end of each of them. Not a little bit, either – this wasn't just a twinge, it was the result of a high intensity neck workout. We've ridden on plenty of hot laps on plenty of tracks with plenty of drivers, and that's never happened before. Ever.
Gumpert Apollo Engine
True, the course had a lot of tight turns – which actually didn't let the Apollo show its complete stuff – but it goes around them at rollercoaster speeds. In a closed-off space with colored corners, the Apollo is not a car, it's a 650-hp kart. No give, no mercy, no time to wait or waste. It's as if the car has an appointment in The Checkered Flag Dimension, and it will shuffle the physics around a bit, curve gravity and maybe add a little hyperspace to get you there before anyone else.
Back to Sport Auto, the braking test was part of a larger, eight-category superest that pitted the Apollo against the magazine's top six performers in each of those categories including lateral G, aero balance, 'Ring and Hockeheim lap times and dodging an obstacle. The Apollo won every category but two: It tied the Porsche GT3 in the obstacle test, and came in last for wet weather handling on its Michelin Cup tires. But it rocked 1.5g on the lateral course, beating the BMW M3 CSL (!) by .10g and explaining our neck issues. Even though it scored a 1 out of 10 for wet handling and was hobbled by a 4 out of 10 for everyday practicality (don't even get us started on that nonsense), it came in third in the overall. That's another podium finish...
To the last question: is the Apollo gorgeous? We're going to go ahead and say yes, while admitting that we don't mean that in the traditional way. As a purely aesthetic piece, there are prettier cars. But as a driver's and a racer's machine, there is nothing more beautiful anywhere.
Except for this final fact: The Apollo will be officially sold in America by the awesome gents at Evolution MotorSports in Phoenix. It'll take about $600,000 to make your track-day dreams come true, but believe us, if you want one car for winning on Sunday and cruising on Monday, your money will never be better – nor more efficiently or aerodynamically – spent. (Source : www.autoblog.com/2010/05/12/gumpert-apollo-first-drive)
The Ascari A10 sports car, developed by British manufacturers and similar to the Spanish GT version, is rated in the top ten supercars for 2006. Its lightweight carbon fiber body of less than 3,000 pounds (1,361KG) is designed more for the racetrack than the road. There were only a few models of this fast car built, somewhere between 10 and 50, and although expensive, it promises incredible speed and power.
The power of the Ascari A10 comes from the modified BMW 5.0 liter V-8 engine, with the standard six-speed sequential transaxle, where the gearshifts operate as paddles, similar to other race cars. Additions and modifications to the engine, however, include cams with advanced timing, new rods, and pistons, as well as a dry sump lubrication system. It has the same steel sub-frame for the power train and rear suspension as the KZ1 sports car, but the height of the coil spring units can be adjusted hydraulically on front and rear. This is a unique feature, not found on most other supercars, where adjustments can only be made manually. Handling should be easier than before, with front and rear anti-roll bars installed, which are also adjustable. The builders of the A10, not to be outdone by their competitors and to ensure adequate braking at such high speeds, have installed ventilated ceramic disc brakes, with 6-pot calipers on the front and 4-pot calipers on the rear.
Ascari A10 rear view image
Ascari A10 rear view image
The exterior design of this luxury race car is more dramatic than its predecessor the KZ1, with wider headlamps, a different grille, and higher wheel arches to accommodate larger rear tires. In addition, it features a splitter in the front, fixed rear wing, and five detachable body panels for added race trace utility. Even with standard features such as a battery isolator, rollover cage, electric windows, and air conditioning, it still weighs 55 pounds less than the KZ1.
Klaas Zwart, the owner of Ascari, may well have designed the fastest exotic car in the UK, outperforming the Ferrari Enzo as is claimed. The A10 is certainly a rare and distinctive car, one that is much desired to own.
Ascari A10 Engine
Ascari A10 Specification :
Top Speed: 220 mph / 354 km/h
0-60 mph: 2.8 seconds
Engine: 5 liter, V8 BMW M5 4941 cc 625HP
Ferrari cars have always been one of the most coveted cars by many enthusiasts. When the company decided to develop the Enzo, there was a rave about what it will be like and how much it can offer to customers.
The Ferrari Enzo, a 650 horsepower super car named after its founder, was developed in 2002 using Formula One technology.
With the car already using carbon fiber for its body and an electro-hydraulic F1 transmission, more innovations were even made that were not present in the F1 such as aerodynamics and active traction control. Its ultra-light, V12 engine with four valves per cylinder was a first in the new generation of Ferrari cars. Sports Car International ranked the car third on their list of top sports cars of the year 2000. Consequently, it also ranked fourth in Motor Trend Classics' Ten Greatest Ferraris.
Performance
The Enzo was designed by Japanese Pininfarina head Ken Okuyama was initially introduced at the 2002 Motor Show in Paris and had a limited number of units priced at $ 659,330. Pininfarina wanted a car the will be entirely different from the usual approach used for its predecessors (GTO, F40 and 50). A mid-engine vehicle whose weight distribution is at 43.9 at the front and 56 in the rear, the Enzo has variable valve timing and dual overhead cams to add to its naturally aspirated engine.
It is designed with an automatic transmission (F1 gearbox) and uses paddles to control its clutch mechanism and automated shifting. The LED light right at the steering wheel tells the driver to shift gears as necessary. Their independent four wheel suspension with actuated shock absorbers are adjusted right inside the cabin and have front and rear anti-roll bars. The 19 inch wheels uses Brembo 15 inch disc brakes and are held by a lug nut. They are fitted with RE050A Potenza Scuderia tires. The car can accelerate up to 60 miles per hour in merely 3.14 seconds and reaches 100 miles per hour in a short 6.6 seconds.
Ferrari Enzo
Only 399
Serious drivers will find that the Enzo is what their car dreams are made of, however getting their hands on one will be a bit of a challenge since only 399 units were manufactured. Ferrari cars have always been known for its high speeds and distinct lines. The Enzo is an extreme super sports car whose racing capabilities have been hard to resist. One notable fact is that each time one of these supercars crashes, the cost of the remaining Ferrari Enzo’s goes up, currently it is as much as $1,000,000.
It would be a rare but a beautiful sight to see this on the freeway, however, due to its limited availability, you may realize that most owners will have this super car tucked somewhere in their garage to be looked at. Getting behind the wheel will require wide open spaces without any other cars around. Overall, for someone who loves racing and all its glory, the Ferrari Enzo is one of the greatest vehicles ever made. This wonderfully crafted beauty deserves its fame and success and will surely make a statement anywhere.
Ferrari Enzo Engine
Specifications :
Base Price: $644,000.00
Vehicle Type: 2 Door Coupe
Width: 80.1 in. (203.5 cm)
Length: 185.1 in. (470 cm)
Height: 45.2 in. (114.7 cm)
Wheel Base: 104.3 in. (264.9 cm)
Curb Weight: 3020 lbs (1369 kg)
Maximum Seating: 2 people
Engine: 6.0L 48-valveV12
Displacement: 5988 cc
Horsepower: 660 HP
Max RPM: 7800 RPM
Torque: 657 lb-ft @ 5500 rpm
Transmission: 6-Speed Manual w/ auto shift
0-60 mph: 3.65 seconds
Top Speed: 217 mph (350 km/h)
As Jagaur’s first production supercar, the XJ220 was a bold step for the British company. Looking at the company’s history, you would have to stretch back to the XK120 to find an equally impressive machine. During the forty years between these models, there are many LeMans winning racecars and striking styling concepts, but nothing that pushes the same thresholds of performance while maintaining production readiness.
Eventually the XJ220 would become the fastest Jaguar and the fastest production car in the world, reaching 217 mph. Other accolades include a first in class at LeMans and a full production of over 200 cars.
The XK220 was first conceived by engineering director Jim Randle and a small group known as the “The Saturday Club”. They witnessed the launch of the Porsche 959 which was a four-wheel drive supercar prepared for Group B racing. As early as 1984, the small team at Jaguar thought a similarly driven, 4WD Jaguar with V12 power would take Jaguar to the top.
From the car’s outset, Randle’s team maintained production feasibility and racing performance. This naturally meant that the V12 was mounted in the middle of a lightweight aluminum chassis. It was supplied by Tom Walkinshaw Racing who produced a 6.2 litre version of their racing engine. Four wheel drive was chosen to better split up the estimated 500 bhp in conditions such as rain which was common in Britain.
Randle fashioned a performance-shaped chassis out of cardboard and then had principle designer Keith Helfet fashion a body for it. Both considered this project a spiritual successor the XJ-13-a 1960s mid-engine prototype that was never raced. Some ideas like the exposed engine and purposeful bodywork were taken from the XJ-13, but Helfet kept the XJ220’s shape thoroughly modern. Helfet’s said the “major challenge of the design was to make it aerodynamically comepetitive” and still meet road regulations.
The first prototype was completed without much executive influence until the car was fully prepared. Just one week before the car’s debut at the 1988 British Motor Show the car got the executives blessing to show the car to potential customers.
This was the first time that many people saw Keith Helfet’s purposeful body, which paid special attention to underbody aerodynamics and lift at high speeds. Other features included scissor doors, covered headlights and a promised top speed of over 200 mph. Immediate reception for the car was excellent. Official production was announced in 1989 with a price tag of £361,000 and production limited to 350 cars.
Jaguar XJ220
Enough deposits were made to finance development of the XJ220, but it would take two long years before a final specification was reached. Much to the customer’s dismay, Jim Randle and his team had to change the concept’s radical specification to meet production requirements. Due to the emissions and size of TWR’s V12 engine, a twin-turbo V6 from the Rover Metro 6R4 rally car was used instead. This used twin Garrett T3 turbochargers to make nearly 550 bhp. Despite making more horsepower than the V12, the V6 was criticized because it only drove the rear wheels. Furthermore other factors such as turbo lag and a harsh exhaust note made Jaguar’s first V6 discouraging.
While the small team at Jaguar was trying to sort out their order book, Jaguar Sport and TWR released a limited XJR-15 based on the Le Mans-winning Jaguar XJR-9. It was much more expensive and exclusive, but retained the desirable V12.
Despite the XJR-15 and a price increase to £403,000, the XJ220 went into production at a special factory in Bloxham. First customers included the Sultan of Brunei and Elton John. From 1992 to 1994, the factory produced 208 cars, just shy of the scheduled 220 initial units.
From its conception, Jim Randle wanted to race the XJ220 instead of the more distantly engineered Group C prototypes fielded by TWR. Much like the legendary C and D-Types, he wanted a direct link in between Jaguar’s race and road cars. Despite losing Group B racing, three cars still contested the 1993 Lemans. Only one of three cars managed to survive the race. It was driven to first in class by John Nielsen, David Brabham and David Coulthard, but was revoked weeks later for a technical infringement.
Jaguar XJ220 Engine
Technical Specifications :
Engine
TWR Rover Metro 6R4 V6
position
Mid, Longitudinal
aspiration
Twin Garrett T3 Turbos
block material
Aluminum Alloy
valvetrain
DOHC 4 Valves / Cyl
displacement
3498 cc / 213.5 in³
bore
94.0 mm / 3.7 in
stroke
84.0 mm / 3.31 in
compression
8.3:1
power
404.2 kw / 542.0 bhp @ 7000 rpm
specific output
154.95 bhp per litre
bhp/weight
395.04 bhp per tonne
torque
644.0 nm / 475.0 ft lbs @ 4500 rpm
redline
7200
body / frame
Aluminum and Honeycomb Body over Bonded & Riveted Aluminum Panel Chassis w/Aluminum Engine Subframe
driven wheels
Mid Engine / RWD
front tires
F 255/45ZR17
rear tires
R 345/35ZR-18
front brakes
AP Racing Vented Discs w/Power Assist
rear brakes
AP Racing Vented Discs w/Power Assist
front wheels
F 43.2 x 22.9 cm / 17.0 x 9.0 in
rear wheels
R 45.7 x 35.6 cm / 18.0 x 14.0 in
steering
Unassisted Rack & Pinion
curb weight
1372 kg / 3025 lbs
wheelbase
2640 mm / 103.9 in
length
4860 mm / 191.3 in
width
2000 mm / 78.7 in
height
1150 mm / 45.3 in
transmission
5-Speed Manual
gear ratios
3.00:1, 1.95:1, 1.42:1, 1.09:1, 0.85:1
final drive
2.88:1
top speed
~349.2 kph / 217 mph
0 - 60 mph
~3.9 seconds
0 - 100 mph
~8.0 seconds
fuel econ epa
12 L/100 km or 19 mpg-us
With its carbon fiber body, 678 HP AMG-sourced V12 engine, $1.8 million price tag and limited production of five, we know the type of enthusiast the Pagani Zonda Cinque Roadster is aimed at. Oh and it's roofless.
If you're like us, then you know. If not, then we'll have to point it out loud and clear. Roofless exotics are for rich poseurs. Or are they? With the same Mercedes-Benz AMG-sourced V12 as the equally limited edition Pagani Zonda Cinque hardtop pumping out 678 horsepower and a tire shredding 578 lb-ft of torque, this is no poseur ride. To clarify even further; any car with full carbon fibered bodywork, carbon-titanium monocoque chassis (engineered specifically for the Cinque), Cima six-speed sequential gearbox and a titanium and magnesium adjustable suspension means business.
Sitting pretty at a dry weight of 2,667 lbs, the Zonda Cinque slingshots to 60 mph in 3.4 seconds, 125 mph in 9.6 seconds and fights the wind until it reaches its 217 mph top speed. Massive lateral grip in the Zonda Cinque allows it to maintain 1.45g with its massive Pirelli PZero tires (front 255/35/19, rear 335/30/20) wrapped around aluminum and magnesium, APP monolithic wheels (front 9x19, rear 12,5x20).
Sounds to us like there's plenty of fun wrapped up in this $1.8 million non-poseur mobile, but regardless of all the awesome, you just know that all five of these beauties will end up in some collection, never to be seen or heard from again.
The Pagani roadcar model range would not be complete without Pagani Zonda Cinque Roadster, a Roadster version of the Pagani Zonda Cinque. As the name implies it is created in the Modenese Atelier in a limited production run of merely five exclusive pieces like its coupé sister.
All weight reduction measures adopted by Pagani to improve driving pleasure, performance and emission of the Zonda Cinque have found use in the Pagani Zonda Cinque Roadster as well. The Carbon-Titanium chassis has been redesigned for the compensation of a missing roof.
Pagani Zonda Cinque Roadster
The Cinque experience is enhanced with the roof stored in the front bonnet, when the storm of air being fed to the 678hp Mercedes AMG V12 engine through the massive intake just inches over the passengers' ears, accompanies the exhaust note of the bespoke Pagani Zonda Cinque Inconel and Titanium exhaust system.
Whether you opt for a relaxed country drive in Tuscany's hills, visiting Florence and other centres of the Italian Renaissance, or a record hunt at the Nürburgring, this 1.3 milion Euro + taxes jewel will reward with every day driveability and ultimate performance thanks to the different drive modes of the sequential robostised gearbox and an adjustable suspension setup that feels at home as well at the racetrack as on bumpy roads.
Pagani Zonda Cinque Roadster Engine
The constant efforts of Horacio Pagani and his team shows once again how art and engineering can be combined in the Pagani Zonda Cinque Roadster.
Technical Specifications :
* Mercedes Benz AMG engine
* Power: 678 hp
* Torque: 780 Nm
* Carbon-titanium monocoque
* ECU, Traction control, ABS by Bosch Engineering
* Inconel/titanium exhaust system coated with ceramic
* Suspensions in magnesium and titanium
* Cima sequential gearbox (6 speed), robotized by Automac enginnering
* APP monolitic wheels forged in aluminium and magnesium, front 9x19, rear 12,5x20
* Pirelli PZero tyres, front 255/35/19, rear 335/30/20
* Pagani leather/carbon fibre racing seats
* Brembo brakes in carbo-ceramic self ventilated with hydraulic servo brake, Size: front 380x34 mm, monolitic 6 piston caliper; rear 380x34 mm, monolitic 4 piston caliper
* Dry weight 1.210 kg
* Weight distribution in driving condition: 47% front, 53% rear
* Acceleration
o 0-100 km/h: 3.4 s
o 0-200 km/h: 9.6 s
* Braking
o 100-0 km/h: 2.1 s
o 200-0 km/h: 4.3 s
* Maximum side acceleration: 1,45 G (with road tyres)
* Downforce at 300 kp/h: 750 kg
French-born German engineer and inventor Rudolf Diesel (1858 - 1913)
In 1893, German
inventor Rudolph Diesel published a paper entitled "The Theory and
Construction of a Rational Heat Engine," which described an engine in
which air is compressed by a piston to a very high pressure, causing a
high temperature. Fuel is then injected and ignited by the compression
temperature.
Diesel
built his first engine based on that theory the same year and, though
it worked only sporadically, he patented it. Within a few years,
Diesel's design became the standard of the world for that type of engine
and his name was attached to it.
Diesel
thought that the United States was the greatest potential market for
his engine. The first diesel built in the United States was made in 1898
by Busch-Zulzer Brothers Diesel Engine Co. The president of that
company was Adolphus Busch, of Budweiser brewing fame, who had purchased
North American manufacturing rights. 1
Diesel's Humanitarian Vision:
Diesel
originally thought that the diesel engine, (readily adaptable in size
and utilizing locally available fuels) would enable independent
craftsmen and artisans to endure the powered competition of large
industries that then virtually monopolized the predominant power
source-the oversized, expensive, fuel-wasting steam engine. During 1885
Diesel set up his first shop-laboratory in Paris and began his 13-year
ordeal of creating his distinctive engine.. At Augsburg, on August 10,
1893, Diesel's prime model, a single 10-foot iron cylinder with a
flywheel at its base, ran on its own power for the first time. Diesel
spent two more years at improvements and on the last day of 1896
demonstrated another model with the spectacular, if theoretical,
mechanical efficiency of 75.6 percent, in contrast to the
then-prevailing efficiency of the steam engine of 10 percent or less.
Although commercial manufacture was delayed another year and even then
begun at a snail's pace, by 1898 Diesel was a millionaire from franchise
fees in great part international. His engines were used to power
pipelines, electric and water plants, automobiles and trucks, and marine
craft, and soon after were used in applications including mines, oil
fields, factories, and transoceanic shipping.2
Rudolf Diesel : First Diesel Engine
DuPont, Mellon, and Hearst:
Diesel
expected that his engine would be powered by vegetable oils (including
hemp) and seed oils. At the 1900 World's Fair, Diesel ran his engines on
peanut oil. Later, George Schlichten invented a hemp 'decorticating'
machine that stood poised to revolutionize paper making. Henry Ford
demonstrated that cars can be made of, and run on, hemp. Evidence
suggests a special-interest group that included the DuPont petrochemical
company, Secretary of the Treasury Andrew Mellon (Dupont's major
financial backer), and the newspaper man William Randolph Hearst mounted
a yellow journalism campaign against hemp. Hearst deliberately confused
psychoactive marijuana with industrial hemp, one of humankind's oldest
and most useful resources. DuPont and Hearst were heavily invested in
timber and petroleum resources, and saw hemp as a threat to their
empires. Petroleum companies also knew that petroleum emits noxious,
toxic byproducts when incompletely burned, as in an auto engine.
Pollution was important to Diesel and he saw his engine as a solution to
the inefficient, highly polluting engines of his time. In 1937 DuPont,
Mellen and Hearst were able to push a "marijuana" prohibition bill
through Congress in less than three months, which destroyed the domestic
hemp industry.
A Mystery:
Diesel
died under mysterious circumstances in 1913, vanishing during an
overnight crossing of the English Channel on the mail steamer Dresden
from Antwerp to Harwich. Diesel's death might have been suicide,
accidental or an assassination. Proponents of the assassination theory
point out that shortly after Diesel's death, a diesel-powered German
submarine fleet became the scourge of the seas. Diesel had been friendly
to France, Britain and the United States. 1
World Largest Diesel Engine : Wärtsilä-Sulzer RTA96-C
What's To Come?
2000:
Volkswagen was the only manufacturer to offer passenger cars with
diesel engines in the U.S. The diesel car is dead in this country,
killed by cheap gasoline. However, the diesel engine is being
reconsidered by the Society of Automotive Engineers. The future CAFE
(Corporate Average Fuel Economy) standards (40 miles per gallon +) could
be met with highly efficient diesel engines as are currently built and
marketed in Japan. Electric cars are another possible solution. Diesel
powered vehicles have many advantages when compared to
electric-vehicles. The development and implementation of biofuels in
conjunction with small diesel engines could greatly reduce air
pollution.
In an automobile, an engine oil is used to reduce the friction and ensure smooth functioning of the various parts in an engine. Let's take a look at the grading of motor oil by SAE.
SAE has graded gear oils as well according to its viscosity. The standards for these gradations are not the same as that of motor oils. Hence the viscosity of an SAE 50 motor oil may not essentially be less than that of SAE 90 gear oil. As a matter of fact, both these oils have the same viscosity. These oils differ from each other in quality due to the additives that are added to them.
An internal combustion engine plays a pivotal role in the functioning of the car. It works because of the reaction between fuel and air, that is the oxidation of the fuel. An engine is made up of many parts that work in tandem to make sure that the vehicle keeps running.
An engine oil comes into play to maintain the smooth functioning of the various parts of an engine and to avoid friction between them. This is largely dependent on the thickness or, technically speaking, the viscosity of the motor oil. Different oils have been given gradation according to their viscosity and these gradations have been provided by the 'Society of Automotive Engineers' (SAE) who take into consideration various viscosity characteristics. This society, that is based in United States, was formed by Andrew Riker and Henry Ford to bring together automobile engineers from around the world.
Higher the viscosity of the oil, more thick it will be. Whereas, a lower value of oil viscosity signifies that the oil is less thick. Thickness of oil will affect its flow as oil with higher viscosity will flow slowly, while the oil that has lower viscosity will flow faster.
SAE Oil Chart
SAE Oil Gradation
In SAE grading, the temperature at which the engine operates is also taken into consideration since it plays a vital role in defining the gradation of oil viscosity. The viscosity of oil is generally tested at 210ºF or 100ºC which is also the standard temperature inside an engine that is working properly. The can that carries such oil will not have a 'W' printed over it.
Now, when a can comes with a 'W' printed over it, the oil contained in such a can has been tested for various temperatures that are much lower than the standard operating temperatures. Such oils come in handy when used in cars that run most of the time in the areas that have a cold climate. Temperature also plays an important role in altering the viscosity of the oil. It will be relatively thinner at higher temperatures and thicker when the mercury drops downs.
The SAE rating that is printed on the oil cans will have two components. One component that will precede the 'W' and, as mentioned earlier, is the rating of the oil at cooler temperatures. The other component of the SAE rating is the viscosity of oil at the standard operating temperature of an automobile engine and this factor remains the same for varying ratings of operation at cold weather.
The table given below shows the requirements of the J300 standards in the year 1999
Knowing when to change an old or busted spark plug is a good way to prevent major engine problems in the future. Here are some valuable tips.
Spark plugs play a crucial role in the functioning of a car, because your car counts on them to start and run smoothly. It is preliminarily a high-voltage bridge to carry electricity. When electricity travels across the bridge (a gap between two contact points) and reaches the engine, it generates a spark and ignites gas vapors, which start the engine. There are a lot of factors which determine how long the spark plugs will last without needing a change. Your driving habits, the kind of fuel you use, and the state of the engine are important factors. Replacing them is easy, and new plugs are not very expensive either. However, you should know when to change the plugs and wires, so that you do not end up causing any major damage to the engine. Car manuals come with instructions on the same. You can follow certain simple checks, as discussed further, to find out the right time for a spark plug change.
The Need to Change a Spark Plug
New spark plugs help in maintaining optimum engine performance and efficiency. An engine does misfire once in a while, but if the misfiring increases, engine power is affected and more waste gases are emitted. New cars come with a 'Check Engine' light which illuminates whenever there is an ignition problem. To reduce instances of engine misfire, and to maintain its optimum performance, it is important to change this device as and when it wears out.
Starting your car in cold weather conditions can be a menace, more so if you have a poor spark plug. As the spark plugs do not ignite even after several attempts, there are chances of the battery running dead when the engine cranks. On such occasions, it is important to check the spark plug, and if it is worn out, replace it. A new spark plug will definitely improve the starting and also reduce the amount of voltage required by the ignition system.
It takes only a single engine misfire to deposit enough raw fuel into the exhaust, which will consequently overheat and harm the catalytic converter. The operating temperature of the converter rises when high amount of unburnt fuel enters the exhaust, leading to a partial meltdown of a substance in the converter. This can cause the engine to choke. In such cases, you will have to replace the converter as well as the spark plug to prevent the new converter from meeting the same fate.
Knowing When to Do It
Check the mileage of the car. The engine performance becomes less efficient when spark plugs are worn out and corroded due to carbon deposits and burns. This results in low mileage. In case you notice that your car is consuming more gas than it usually does, it could be time to change the spark plugs.
At times, you may experience some trouble while starting your car in the morning. Though this could be because of dirt accumulated in the fuel injectors, there are chances a faulty spark plug could also be a contributing factor.
Ideally, spark plugs need replacement every 30,000 to 40,000 miles, depending on your car. You need to find out when was the last time you changed the spark plug in your car. In case you are not sure of the exact date, you can manually check by removing the spark plug and looking for excessive wear and tear or carbon deposits. Replace it if necessary.
A rough running engine, slow response from the engine when you push the accelerator, or the 'Check Engine' light illuminating on your dashboard could be signs that it is time for a change.
When you do the actual replacement, it is a good idea to install a platinum or iridium spark plug. Though these plugs are a little expensive, you will benefit in the long run, as they last longer and need replacement after 100,000 miles.
Anti-lock braking systems have proven to be an advantage in preventing a considerable amount of road accidents. This article will tell you more about troubleshooting a few of its problems...
There are many systems that are incorporated in cars for preventing road accidents and other mishaps. Every system has its own characteristics, way of handling, and problems. One such system that is installed in cars is the anti-lock braking system, which is also referred to as just ABS in general. This technology has proven to preclude many car accidents involving other automobiles or only the car itself. ABS was first developed in the 1950s to be used in airplanes, after which it became common in cars and even motorcycles.
What is an Anti-lock Braking System?
It is a setup that is installed in cars, which allows proper car control during heavy braking. After many road tests and proven records of this system preventing road accidents, ABS has become standard in automobiles manufactured today. If you apply the brakes suddenly in a car that is not equipped with this system, the car tends to spin, and you may lose control. ABS prevents the wheels from locking up, so the vehicle does not skid and the driver does not lose directional control. This system is very beneficial in times when you have to stop the car suddenly on slippery roads covered with water or snow.
Operating These Systems
In conventional braking systems, you have to pump the brakes manually to avoid wheel lockup. In cars with ABS, you just have to press the brake pedal firmly. The technology in the system will do the wheel unlocking and braking job for you. When you apply brakes on a car equipped with this system, you will hear a grinding or a buzzing noise or may feel the pedal shaking. This simply means that the brakes are doing their job. With not giving much attention to the brake pedal during a panic stop, you can pay attention to steering the car to a safe location.
Troubleshooting
As this system is mechanical, you may face some problems. One of the components is the speed sensors. If the ABS light turns on, then probably a dirty wheel speed sensor is the problem. As the sensor is magnetic, it might attract metal particles, causing the signals to weaken. In this situation, you will have to clean the system assembly. For proper functioning of the system, you need to change the brake fluid at recommended intervals. If the system is not working efficiently or there is premature lockup, the issue may lie in improper wheel diameter. Many car owners change standard tires with sporty ones, which may conflict with the functioning of ABS.
If you have any doubts, it is recommended to take your vehicle to a reputed car repair shop to get the perfect solution. ABS functions best when you apply brakes in the appropriate manner.
The official Toyota history is, like that of most companies, fairly glossy and bare-bones. An article by Konrad Schreier, printed in the Complete Book of Toyota (a bit of a misnomer since the book is mainly a bunch of reprints of gushing, “no criticism allowed” car reviews), brings up a large number of missing pieces - as does The Standard Catalog of Imported Cars.
Sakichi Toyoda, a prolific inventor, created the Toyoda Automatic Loom company based on his groundbreaking designs, one of which was licensed to a British concern for 1 million yen; this money was used to help found Toyota Motor Company, which was supported by the Japanese government partly because of the military applications. The Japanese relied on foreign trucks in the war in Manchuria, but with the Depression, money was scarce. Domestic production would reduce costs, provide jobs, and make the country more independent. By 1936, just after the first successful Toyoda vehicles were produced, Japan demanded that any automakers selling in the country needed to have a majority of stockholders from Japan, along with all officers, and stopped nearly all imports.
Toyoda's car operations were placed in the hands of Kiichiro Toyoda, Sakichi Toyoda’s son; they started experimenting with two cylinder engines at first, but ended up copying the Chevrolet 65-horsepower straight-six, using the same chassis and gearbox with styling copied from the Chrysler Airflow. The first engine was produced in 1934 (the Type A), the first car and truck in 1935 (the Model A1 and G1, respectively), and its second car design in 1936 (the model AA). In 1937, Toyota Motor Company was split off.
From 1936 to 1943, only 1,7,57 cars were made – 1,404 sedans and 353 phaetons (model AB), but Toyoda found more success building trucks and busses. The Toyota KB, a 4x4 produced starting in 1941, was a two-ton truck similar to the prewar KC; it had a loading capacity of 1.5 tons and could run up to about 43 mph. The GB was based on the peacetime, 1.5 ton G1 truck, which in turn was based on the Model A1 cars. (From globalspec).
Toyora First Car Model
The first Toyoda truck was roughly a one-ton to one and a half-ton design, conventional in nature, using (after 1936) an overhead valve six-cylinder engine that appears to have been a clone of the Chevrolet engine of the time: indeed, a large number of parts were interchangeable, and Toyoda trucks captured in the war were serviced by the Allies with Chevrolet components. There was also a forty-horsepower four cylinder model, very similar to the six cylinder in design but rather underpowered for a truck with a full ton of capacity.
An era of rapid expansion: post-war Toyota history
In December 1945, Toyota was given permission by the United States military to startup up peacetime production. Toyota Motor Corporation had learned from the American War Department’s industrial training program, which worked on process improvement and employee development; the program, abandoned in 1945 by the United States, lived on in Japan as Taiichi Ohno built kaizen and lean manufacturing around it. (From globalspec).
After World War II, Toyota was kept busy making trucks, but by 1947 it began making the Model SA, called the Toyopet, a name to stay with Toyota for decades, albeit attached to different cars. The Toyopet was not powerful and had a low top speed – 55 mph from a 27 horsepower engine – but it was designed to be cheap, and to handle the rough roads of postwar Japan. In the five years the SA Toyopet was made, 215 were made. The SD may have been more successful; this taxi version saw 194 copies in just two years. The SF Toyopet was the first truly popular Toyota car, with a modified engine (still putting out 27 horsepower) and a taxi version. An RH model with a 48 horsepower engine came out shortly after By 1955, Toyota was making 8,400 cars per year; by 1965, 600,000 cars per year.
In addition to all these cars, Toyota started producing a civilian truck named the Land Cruiser. Styled like Jeeps, the original Land Cruisers were, according to Schreier, based heavily on the legendary Dodge half-ton weapons carrier as well as the Bantam (predecessor of the Jeep) They used a bigger engine than the Jeep (their Chevrolet-clone six) and a size and configuration more like the Dodge weapons carrier, whose capacity it shares (one half ton).
Starting in 1955, Toyota produced its first luxury car, the Crown, powered by a four cylinder, 1.5-liter engine with a three-speed column shift, followed by the 1-liter Corona; only 700 cars per month were made in 1955, but this rose to 11,750 in 1958, and 50,000 per month in 1964. The start of Toyota's international sales
Toyota set up a headquarters in Hollywood in 1957; the first Toyota car registered in the United States was a 1958 Toyopet, sold in 1958; the California license plate was installed by Toyota Motor Sales (USA) president Shotaro Kamiya himself, in front of the California DMV. Two vehicles were imported, the Land Cruiser and Toyopet. Neither sold well; the Toyopet was withdrawn while Toyota designed a car specifically modified for the American market – a strategy which later gave us the Avalon and Camry.
Alan wrote: “I am the grandson of the first Toyota dealer in the US. It all started in Larkspur California (San Francisco Bay area). Only two vehicles were available, the Toyopet sedan and the Land Cruiser. San Francisco was where the first distribution center was set up.
The highlight of my grandfather's pioneer Toyota dealership was a personal visit to his home and showroom from Mr Toyoda, the president of the company. His visit was to thank him for his being the first dealer in the US. He presented my grandfather with two Seiko watches which I still possess. I still have all the original ads, dealer licence plate frames, and many photos of the dealership.
The dealership came to a close in 1968 with the passing of my grandfather. In addition to being the first dealer he also possessed the largest classic car collection west of the Mississippi. He had over 100 classics including Hupmobiles, Packards, Reos, Dodges, Franklins, Marlots, Plymouths, Grahams, etc.
In 1959, the company opened its first plant outside Japan - in Brazil. From that point on, Toyota maintained a philosophy of localizing both production and design of its products (that is, adapting vehicles to the places they will be used, as well as building them there). This builds long-term relationships with local suppliers and local labor. Part of this also means that Toyota does not merely build vehicles overseas, but also designs them there, with a network of both design and R&D facilities in North America and Europe.
The first Americanized Toyota — the Tiara, otherwise known as the Toyota Corona PT20 — came out in 1964. The six-passenger car had a 90 gross-horsepower engine (probably about 60-70 bhp net); it could reach 90 miles per hour, and was comfortable inside. One year later, the Corona was added at under $2,000; it offered an automatic and factory air as options, very unusual in imported small cars at the time (as was the engine's horsepower rating). Sales hit 6,400 in 1965, and reached 71,000 by 1968, nearly doubling each year until by 1971 Toyota was selling over 300,000 vehicles per year, a far cry from 1964's 2,000. Toyota itself was very small in the late 1950s by world standards, and in 1963 was the 93rd largest non-American corporation in the world — but in 1966 was already 47th (in that time it went from being the 9th largest Japanese corporation to the 6th largest, and for that matter the tenth largest auto manufacturer in the world — it would steadily move up to the #3 position and will soon challenge Ford for #2). In 1967, the Corona sold for a reasonable $1,760 - a little below the smallest Big Three sedans — with a good balance of performance, gas mileage, and comfort.
By 1967, Toyota had become well established in the United States, albeit as a niche player. The Corona four-door sedan was seen as competing mainly against the Volkswagen Beetle, though this was hardly fair to the modern Corona, with its relatively large interior space and relatively comfortable ride. The Corona was known from its early days for quality as well as a low price, though rust was a serious problem until the late 1970s, causing more than one Corona to simply rust in half before it became old enough to have mechanical problems.
Toyota introduced another new car to the US in 1967: the Crown, available as a wagon or a sedan. The semi-luxury car boasted a brand new 137 cubic inch in-line six-cylinder engine delivering 115 horsepower (gross) at 5,200 rpm; that is a bit more than the biggest Plymouth slant six but less than the smallest American V8. The engine was small but had seven main bearings, tuned induction, semi-hemispherical heads, and was built with lightweight alloys. The Crown came with a four-speed manual (at the time three speeds were normal) or a two-speed automatic (though most Americans were used to three speed automatics). One unusual feature was standard three-point seat belts, not to mention reclining bucket seats. The Crown was never a big seller but it certainly did better than many foreign cars in the segment; the sedan sold for $2,635, the wagon for $2,785. (Torque was 127 lb-ft at 3,600 rpm, bore and stroke 2.95 x 3.35, 8.8:1 compression, single two-barrel carburetor. The Plymouth slant six started at 170 cubic inches by comparison, and delivered 115 hp with 155 lb-ft of torque; the 225 cubic inch slant six put out 145 hp, 215 lb-ft.) The Crown was noted for its road manners, smooth ride, and quiet interior.
Soon, Toyota brought to the US the famous but rare 2000GT, which resembled a British sports car with a massive hood and nearly no cabin or trunk. The car had set 16 world speed and endurance records by 1966, with a dual overhead cam six-cylinder engine (150 hp, 121 cid) and five-speed manual transmission. A specially made convertible version was featured in You only live twice. The 2000 GT had surprisingly slow 0-60 times of over 10 seconds, but cornering apparently made up for it, and the quarter-mile went by in a decent enough 15.9 seconds (about the same as a 1995 Neon). Not quite a muscle car, but it probably handled better than the best Detroit had to offer. Toyota also had a variety of trucks for sale in the late 1960s, as detailed in our various truck pages (see the top-of-page menu).
The Corolla, to be America’s favorite small car, was first imported in 1969, two years after its first Japanese production, followed by small pickups that earned a strong reputation for reliability and durability. It was the first Toyota built in the United States, starting in 1985, at the New United Motor Manufacturing (NUMMI) facility in Fremont, California — a joint venture with General Motors. Lexus luxury cars join the Toyota stable
While Toyota built good near-luxury cars, sales of the Cressida and Crown were not especially strong, especially given the brisk trade in Corollas and Camrys. In the 1980s, when Toyota seriously looked at its lagging luxury sales, Lincoln and Cadillac had both fallen from grace; Lincoln was relegated to the limousine and car-service trade, and Cadillac had destroyed its reputation with the 4-6-8 engine and the barely-disguised Cavalier clone, the Cimarron. Chrysler had started to plunge downmarket in the 1970s, and Lee Iaccoca was already erasing any prestige the brand had by making thinly disguised Chrysler versions of entry-level Plymouths. Mercedes' quality was fairly low, Audi was suffering from the "unintended acceleration" debacle, and, in short, the competition was in tatters. It was time for Toyota to create both a luxury car and a luxury brand to sell it with — the luxury brand mainly because Americans had become accustomed to brands with relatively narrow ranges (GM had no less than five brands to reach different markets; Ford and Chrysler both had three.)
In the early 1980s, the F1 Project and assigned to an engineering team of 1,400 engineers, 2,300 technicians, 60 designers, and 220 support people under the leadership of Shoiji Jimbo and Ichiro Suzuki. Market research for the Lexus name in the United States started in 1985, with Shoiji Jimbo attending focus groups and interviewing dealers. The first running prototype appeared in July 1985, with an astounding 450 running prototypes built as Lexus spared no expense to beat Mercedes and other luxury marques - which it did, decisively. In 1986, tests were conducted on public roads in the US and Germany. Finally, in 1987, the final design was approved after eight presentations to management.
The LS400, the first Lexus, finally appeared in 1989. It was an immediate hit thanks to its high levels of luxury and reliability, at a lower cost than Mercedes' far less reliable and luxurious models; the low ebb of the competition also helped Lexus to make a splash. Lexus would remain the leader in passenger car comfort and reliability through to the 21st century, though sales of other models - particularly the IS - lagged.
Modern times
Toyota instituted a three year, 36,000 mile bumper to bumper warranty starting in 1988, the same year the first Toyota-owned American factory started producing Camrys in Kentucky, to join the Corollas built in California. In 1999, Toyota Motor Corporation started listing its shares under the symbol TM on the New York Stock Exchange.
Scion was begin in the early 2000s, starting with three cars based off the platform of the old Echo (but brought up to date and refined), with two engines - a small one for the xA and xB, and a 2.4 with an added 50 or so horsepower for the sporty tC. Scion sales were immediately strong in the early-introduction states, leading to a nationwide (United States) launch that, with very little advertising, was still remarkably successful. Like most cars aimed at younger people, the Scions did not attract the younger buyers Toyota was hoping for, at least not in as large numbers as they wanted; but it still brought in a more youthful mix than Toyota or Lexus. Analysts suggested that Scion was brought in mainly because Toyota buyers were growing older, on average, with new Toyotas meant to attract younger audiences (MR2, Celica, Matrix) largely failing to achieve the goal of transforming Toyota's image as a vendor of dull but reliable and comfortable Camrys and Corollas.
Today, Toyota is one of the world's largest manufacturers of automobiles in both unit sales and in net sales. In the United States, Toyota has roughly double the sales of Honda and is battling GM and Ford for #1. It produces over 5.5 million vehicles per year, equivalent to one every six seconds. Toyota has tried, partly through sponsorship of numerous events, participation in many racing venues (including NASCAR), public relations around its (largely nonunion and Southern) American assembly plants, and other means, to position itself as just another American company, though no Americans appear to participate in serious decision-making at the Japan headquarters.
While German automakers tend to use symbols and numbers, and Americans tend to throw away names frequently, Toyota sticks by a name as long as a car is successful, and doesn't toss names onto cars that don't fit them. The Land Cruiser started in 1950; the Corolla in 1966; the Celica in 1970; the Camry in 1983; the 4Runner in 1984. Notable "dropped" names include the Corona (with its tendency to die from severe rust), Cressida (dropped for the introduction of Lexus in the US), unpopular pickups (T100, HiLux, Compact Pickup), and minivans (Van, Previa).
Mergers and acquisitions
In 1966, Toyota acquired Hino, which built trucks; commercial trucks from Toyota still carry the Hino name. Hino is currently gaining in popularity in Europe, and is the sales leader for medium and heavy-duty diesel trucks in Japan. After building its first truck as far back as 1913 (when it was part of Tokyo Gas), what had been the truck division of Tokyo Gas (and which was now called Diesel Motor Industry Company) split off its commercial truck and diesel engine division into Hino; the remaining part of the company would become Isuzu. Hino did build standard cars for a time, using designs licensed from Renault, but stopped in 1967 to concentrate on heavy trucks (and avoid competing with the rest of Toyota). Hino currently makes a wide variety of heavy trucks and buses, and was involved in designing and/or producing the Tacoma, T100, 4Runner (HiLux Surf), Sequoia, and Tundra.
In 1967, Toyota took control of Daihatsu (founded in 1907 as Hatsudoki Seizo Co., Ltd), but Toyota did not actually buy the whole company until 1999. Daihatsu sold cars in the US from 1988 to 1992, with their Charade and Rocky making almost no impact; when Toyota bought into the company, it made a three-wheeled car and military four-wheel-drive vehicles. Daihatsu sold vehicles based on Toyotas, along, possibly, with its own designs; their small cars and four wheel drive vehicles have a following. Daihatsu supplies vehicles and major components to other automakers, and appears to be popular in South America.
Denso was not acquired, but was simply spun off of Toyota after World War II; it was once Toyota’s electrical component division. It currently is a roughly $26 billion business with over 100,000 employees and over 170 subsidiaries, selling parts to many major automakers including American companies.
Toyota Motor Corporation today
In April 2002, Toyota adopted the 2010 Global Vision, a vision for meeting mobility needs in a way that respects the environment and all people. Four key themes based on trends seen as developing from 2020 to around 2030 are:
Toward a recycle-oriented society
Toward the age of IT and ubiquitous networks
Toward a mature society (the decline of nationalism and war)
Toward motorization on a global scale (societies with little private transport gaining more)
These are linked to the pursuit of a new global image for Toyota with four key components: kind to the earth, comfort of life, excitement for the world, and respect for all people. Whether Toyota lives up to that is a matter for debate.
Toyora FCV Fuel Cell
Toyota and The Environment
Toyota is fairly well known for having the best-designed hybrid-electric car, the Prius, which former Chrysler engineer Evan Boberg claimed in 2004 was the only car that actually saved fuel because of its hybrid design rather than coincidental features (such as lighter weight, efficient tires, and such). But Toyota's commitment goes much further. Their Australian unit's Earth Charter notes four principles:
Contribution towards a prosperous 21st century: Aim for growth that is in harmony with the environment, and to challenge achievement of zero emissions throughout all areas of business activities and set as a challenge the achievement of zero emissions throughout all areas of business activity.
Pursuit of environmental technologies: Pursue all possible environmental technologies, developing and establishing new technologies to enable the environment and economy to coexist harmoniously.
Voluntary actions: Develop a voluntary improvement plan, not only based on thorough preventative measures and compliance laws, but one that addresses environmental issues on the global, national and regional scales, and promotes continuous implementation.
Working in co-operation with society:Build close and cooperative relationships with a spectrum of individuals and organizations involved in environmental preservation including governments, local municipalities as well as with related companies and industries.
No environmental statement is meaningful unless it is actually followed - which is one reason why many are so angry at Ford, which made many promises, yet continued to push gas mileage downwards and fought even slight changes in fuel economy requirements. In Australia, Toyota has a balanced scorecard which notes specific outcomes and measures of environmental action, and uses a plan-do-check-act cycle to carry them out.
