That is not a huge shock considering the powerplant the Flying Spur has shoe horned in it is borrowed from the Continental GT Speed Coupe – a twin turbocharged 6.0 litre W12!
|Vehicle Type: Luxury Sedan||Base Price: $ TBA|
|Fuel Tank Capacity: 24 gals (90L)||Miles Per Gallon: 19.2|
|Length: 208.6 in. (529.9 cm)||Wheel Base: 120.7 in. (306.6 cm)|
|Height: 58.6 in. (148.8 cm)||Width: 75.7 in. (192.4 cm)|
|Curb Weight: 5445 lbs (2475 kg)||Ground Clearance: NA|
|Luggage Capacity: 16.6 cu ft||Maximum Seating: 4 people|
|Engine: W12 Twin Turbo||Displacement: 6.0 Liter|
|Horsepower: 616 HP||Max RPM: 6000 RPM|
|Torque: 800 Nm||Transmission: 8-Speed Automatic|
|0-60 mph: 4.3 seconds||Maximum Speed: 200 mph (322 km/h)|
Well now this isn’t exactly a modified car, but and this is a big big big BUT it is a car that any of us would jump at the chance of slipping into even if it is for a brief stint! So time for something a little different, we’ve had a bunch of seriously tough highly modified cars so far, so why not check out one that is built from the factory to turn normally sane grown men into drooling apes! Welcome the Maserati GranTurismo S!
As with most cars in the same stratosphere as the GranTurismo S, cornering at any speed, even far beyond the realms of sanity doesn’t fluster it at all. Naturally this can be attirbuted to the suspension setup, along with the near perfect weight distribution. The engine is set back behind the front axle giving a weight distribution of 47 percent over the front axle and 53 percent over the rear axle. Approach a corner blip down a gear, turn the wheel and forget about braking, it just isn’t necessary.
Having said that, massive 6spot BREMBO calipers are draped over some not so small cross drilled rotors which have no problem in bringing the Maserati to a standstill.
Powered by what most of us would call a baby V8 at 4.7litres (4691cc), it still pumps out a tidy 440bhp and propels the 1.9 tonne Maserati to 100 clicks in just 4.9 seconds. The power and styling are amazing, however the most notable feature about this goddess of the roads is the sound it emits whilst driving whether it be simply cruising along or pushing your foot through the firewall. You see there is a special little button named ‘sport’ hit this and baffles in the exhaust open, allowing the car to breathe better, not to mention stifening up the suspension, locking up the diff, firming up the gear shifts and adding a bit more grunt into the mixture.
“…if the engine revs are above 5500 and if the accelerator is at 80%, the car’s electronics change gear in just 100 milliseconds rather than the usual 300. The shifts are super smooth and 0-100 km/h is covered in only 4.9 seconds”. Imagine having to wait a whole 300 milliseconds to change gear……….
Power is put to the ground via a “six-speed electro-actuated gearbox” aka paddle shift. In sports mode whilst using the paddles, down changes come with a neat blip of the throttle giving you the feeling you’re a professional race driver perfectly matching the revs for a nice smooth down change, kinda like a very surreal playstation experience. It kinda makes you want to change gears up and down far more frequently than necessary just to hear the blip of the throttle then crackle of the exhaust as you back off.
No gear stick, simply start her up hit the ‘R’ button in the centre console to select reverse or click up on the paddle on the steering wheel.
Lightly touching the door handle causes the door to click open, a waft of leather upholstery hits your nostrils and you’re presented with a sea of buttons, dials and gauges. All of which lure you in, to touch turn and prod……
Hope you all enjoyed getting a closer look at this beasty, as it was a blast to take photos and vids of it!
Make : 4.7 Litre V8, Peak torque is 490 newton metres at 4750rpm
Power : 440hp at the wheels
Performance :0-100 in 4.9seconds
Gearbox : Tremac Treo 600 manual
Clutch : Electronic double clutch
SUSPENSION & BRAKES
Brakes : BREMBO brakes and calipers
RUBBER & RIMS
Tyres : Rear – 20 * 12” Front – 20* 10”
Spyker’s owner shot in apparent assassination attempt
(Autoblog.com) Reuters is reporting that Alexander Antonov, the owner of flamboyant Dutch supercar company Spyker, has been seriously wounded in an apparent assassination attempt while leaving his Moscow residence. The Russian billionaire, who is also the chairman of the board of the Konvers Group (a banking concern), was shot along with a bodyguard.
According to the news agency, Antonov has survived the attack and his injuries have been identified as non life-threatening, although he remains in intensive care after being shot five times in the stomach and losing a finger to another bullet. The security guard, shot in the leg, is also in intensive care but is expected to survive.
Moscow police are now investigating the crime, and though they have yet to make any arrests, they apparently suspect that the shooting is related to Antonov’s business dealings.
MOSCOW (Reuters) – A gunman shot and seriously wounded the head of a Russian banking group in an attack in Moscow on Wednesday that was likely linked to his work, local news agencies quoted investigators as saying.
The chairman of the board of the mid-size Konvers Group, Alexander Antonov, was shot on a street in northwest Moscow early on Wednesday, ITAR-TASS and RIA Novosti news agencies reported.
"A. Y. Antonov was injured, and he and his security guard are in intensive care," RIA Novosti quoted Viktoria Tsiplenkova, an investigator with the General Prosecutors’ Investigative Committee as saying.
A statement on the committee’s website said an unidentified assailant shot at the banking group’s chairman of board and his bodyguard, and that criminal proceedings had been launched.
RIA quoted another investigator, Anatoly Bagmet, as saying the attack was likely linked with Antonov’s professional activities.
Shootings of high-profile businessmen are relatively rare in Moscow. A Russian financier was jailed last year for the 2006 murder of the deputy head of the Central Bank Andrei Kozlov who led a campaign against money laundering and corruption.
* Acura dual overhead cam, aluminum/magnesium block, 3.5 liter, V-tech, V-6, Type S Engine
Driving prototypes is practically useless. It’s next to impossible to get a feel for what the production version is capable of, and you rarely get a chance to explore the limits. Our time with the Ronn Motor Company Scorpion didn’t change that sentiment, but it did give us a glimpse into the upstart’s future and how its program is progressing since the concept’s introduction at last year’s SEMA show. Tooling around Sacramento in the V6-powered, hydrogen-injected roadster, the unmuffled exhaust made us almost as uncomfortable as the lack of seatbelts. But to the company’s credit, the Scorpion is a rarity in the show-car world – a concept that actually drives. So when the call came from Texas to get some wheel-time in the Scorpion, we jumped at the chance. Hell, Arnold Schwarzenegger personally invited the Ronn Motors crew to the Capitol to get a closer look… who are we to deny the chance to hold court with the Governator?
Now, before you step up to the commenting plate and knock a few softballs off the Scorpion’s styling, understand that it’s more attractive in person than in pictures, and it made the transition from the computer screen to a tube-framed, carbon fiber-bodied proof-of-concept runner in a scant 12 weeks. The low-slung front-end, swept-back headlamps, hood vents and bulbous fenders do their best supercar imitation, while the massive air-intakes aft of the front doors are large enough to swallow a ‘tween. The rear track is reminiscent of a Diablo left in a microwave, and although we wouldn’t call the overall shape "pretty," it does exude an air of ’90s-era exuberance. Too bad things go awry in the rear, with a back end that’s less J-Lo and more Eddie Murphy in a fat suit.
The environment inside is a different story, thanks to a steering wheel pilfered from the Acura parts bin and a shifter any Hondaphile would recognize instantly. The semi-slab seats are one-offs, along with the dash, massive center tunnel, door panels and carbon fiber gauge cluster that houses the Autometer-supplied tach, speedo, temp and fuel dials. On the inside of the left A-pillar is a small LED that glows blue when the hydrogen injection system kicks in, which is where the Scorpion differs from the slew of kit-car manufacturers trying to make their name in a sea of over-hyped, under-funded ambition.
Nestled within that bodacious badonkadonk is a twin-turbocharged, Acura-sourced 3.5-liter V6 mounted amidships. Depending on the spec, the Scorpion can be had in two flavors – 450 or 650 horsepower – each equipped with the company’s proprietary H2GO hydrogen injection system.
The idea behind the setup is to produce enough hydrogen on board and inject it into the fuel stream to get the benefits of the gas (increased fuel economy, higher octane and reduced emissions) without having to top up at non-existent hydrogen refueling stations. Combined with the ultra-efficient V6, Ronn Motors claims a boost in mileage of around 20 to 30% and a substantial drop in C02 output. With only 2,200 pounds weighing the Scorpion down, the company estimates fuel mileage at around 40 miles-per-gallon.
One of the major hurdles to overcome when creating hydrogen in an automotive application is producing enough electricity to split the water molecules without drawing too much energy from the vehicle’s electrical system, thus negating the positive effects. The Ronn Motors crew claims the stock alternator doesn’t need to be modified, although the lack of interior amenities compared to the Acura TL drivetrain donor means there’s more wattage available from the onset. According to Ronn Maxwell, the company’s founder and namesake, "We’re not trying to run this motor on pure hydrogen gas. It doesn’t take much [hydrogen] to get the benefits."
Although Mr. Maxwell and his team are confident in the technology, they’ll need more than engineering expertise to defeat the negative publicity surrounding similar systems. Do a search for "hydrogen injection" and you’ll be bombarded with countless companies claiming a variety of benefits from their own devices. While some of these firms have been exposed as scams, preying on punch-drunk consumers bowled over by last summer’s surge in gas prices, the jury is still out and Ronn Motors is bound and determined to prove its detractors wrong.
The company contends that their H2GO setup is a more holistic, total system approach that allows Ronn Motors to develop the injection system into the vehicle from the beginning. Without performing a battery of tests, we can’t confirm or deny their claims, but we’re hoping that when production begins this fall, we’ll be afforded a follow-up test that allows more drive time, a chance to calculate overall fuel economy and maybe a stint on the dyno
Tech briefing and green cred aside, we fired up the engine and the bent-six’s siren song was barely muffled by the Turbonetics turbos. We engaged the stiff clutch, selected first on the weighty shifter, let up on the left pedal and got underway.
As suspected, this is still very much an early prototype, so the steering is lacking in on-center feel and it takes a considerable amount of muscle to tackle the first right-hand bend. A judicious dip of the throttle sends the tach spiraling to the right as all 450 hp is fed through a lightened flywheel down to a standard limited-slip differential. Just as the experience transitions from turbocharged torque to high-revving bliss, our fun is cut short by a 4,500-rpm rev limiter (it’s an engineering mule after all, so expect something closer to 8k in production trim) and the wastegates fire off with enough gusto to give SRT4 owners bouts of blow-off valve envy.
After making our way through second and third gear, we engage the anchors, and although the pedal travels past the half-way point before the Wilwood calipers begin to clamp down onto four, 12-inch slotted discs, the feel is tight and controlled, if not entirely confidence-inspiring.
Visibility is somewhat compromised by the concept’s slanted windshield and the back-up camera is a necessity when attempting to park. Although the ride-height has been increased from its show stand stance, the independent suspension, equipped with fully-adjustable coilovers, does little to cushion the blow from the 20×9-inch (front) and 20×11-inch (rear) wheels fitted with Toyo Proxies T1R rubber (sized 255/30 and 305/30, respectively). Expect more fiddling here before serial production begins.
After a few more passes and a handful of U-turns, we park the Scorpion to let things cool (a small, rear-mounted radiator is fitted for photo shoots, while a larger unit is equipped for testing) and quiz Ronn on what’s due to change as the Scorpion evolves from prototype to production.
The exterior’s shape will supposedly make the transition unscathed, although the interior will benefit from a complete redesign with a thinner center console and a few ergonomic tweaks. A five-speed automatic (also sourced from Acura) is under development, complete with revised gears ratios and paddle shifters, along with a retractable roof housed behind the seats and deployed Gallardo-style.
If you get the impression that Maxwell and the rest of the Ronn Motor crew have a lot of work ahead of them, you’re right. The concept we drove is a solid first step, and judging by Ronn’s resolve and the production partnership his company has forged with Southern California-based Metalcrafters – the same fabrication gurus responsible for building the concept as well as dozens of others for big-name automakers – we’re far less skeptical about the Scorpion’s future.
Type: Concept / Prototype Car
In the late thirties Rust Heinz was certain he had the vision of America’s first supercar: a coachbuilt masterpiece of the streamlined era called the Phantom Corsair. Despite not having any experience in automotive design or business, he convinced his rich family to fund development. The result was a modern car built far too ahead of its time, made with too many liberal features to suit its target audience.
Having moved to California in 1936, Heinz was a keen entrepreneur with a high spirited attitude. This was enough to persuade his aunt to fund the car in the face of protest from the rest of the "57 Varieties" Heinz family.¹ Unlike their food for the masses, this car was envisioned for limited production at a staggering price near $15,000 USD.
Immediately, a scale model was made in clay featuring a sleek aerodynamic shape unlike anything on the road at the time. Heinz brought this to Chistian Bohman and Marice Schwartz in Pasadena California to be realized as a full size car.
Bohman & Schwartz started with a custom chassis from the AJ. Bayer Company that used a donor Cord 812 drive train complete with its complex front-wheel drive sub-frame and V8 engine. On top of this they fashioned Heinz’s extravagant body in aluminum and supported it with a steel tube lattice framework. To accommodate the fully enveloped wheels, the body had to be significantly wide at the wheel wells.
Inside, the Phantom Corsair offered room for six people, four upfront and two in the rear. The dashboard had an unusual array of aeronautical instrumentation and a switch panel mounted on the roof. Other unique features included push-button automatic doors, ‘thermostatic’ temperature control, green-tinted safety glass, hydraulic bumpers, and a thick layer of cork/rubber insulation for the cockpit.
Looking like an oversize sucker fish, the front-end featured characteristic vents and sculpted lights that organically blended into the main shape. Chrome was reserved for the front and rear triple-blade bumpers. The split windscreen was dramatically low while the side windows extended higher into the roof. Unfortunately, the small front louvers limited front cooling causing the Lycoming 4.7-liter engine to frequently overheat.
Weighing over 4600 lbs, the Cord V8 was upgraded from its normal 125 bhp to 190 bhp. Driven by the front wheels, this power combined with the car’s aerodynamic shape was reported to take it up to 115 mph (185 kph).
With the prototype costing upwards of $24,000 USD to build, it was time to publicize the car and recoup costs. Promotion included a full page ad issued in Esquire magazine, a display named it ‘The Car of Tomorrow’ at the World’s Fair and it played the role of ‘The Flying Wombat’ in David O. Selznick’s film The Young in Heart (1938). Furthermore it was featured in a Popular Science film series in 1938. Despite all the attention, no orders came in for the eccentric design, reducing the Phantom Corsair to a very expensive one-of.
Heinz used the car until his death at the age of 25 and the car was stored by the family until 1942. Later, it was driven by a relative before being sold and painted gold at some point. By the 1950s, Herb Shriner commissioned Albrecht Goertz, designer of the BMW 507, to rework the car’s front end and increase engine cooling. Additionally, the front window was raised to increase visibility. Probably due to cabin darkness, the roof was modified to include two targa top-style panels.¹
In this modified configuration, the car was sold at auction and purchased by Bill Harrah for inclusion into his spectacular collection. He reversed Goertz’s work and returned the car to its 1938 specification.
Since then, the Phantom Corsair has remained in the National Automobile Museum, formerly known as The Harrah Collection, in Reno, Nevada.. In recent times it was displayed including the 2006 Goodwood Festival, 2007
Supercars For Sale
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- Ronn Motor Company
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