wheel32
01-02-2008, 06:23 AM
The Veyron is the world's fastest car, then? Well, yes, but maybe no. At the Geneva show earlier this year, Koenigsegg appeared with its new, E85 biofuel-powered eeXR. Although it's yet to be put to the test, the 1018bhp super-Swede should be good for at least 402.3kph, conditions permitting, though whether the 31bhp advantage the CCXR has over the big Bug is enough to better the Veyron's 407kph remains to be seen.
While all this was going on, Houston-based tuning firm, Hennessey, quietly announced its lOOObhp Venom Viper (claimed top speed 410Akph) while niche British maker Bristol sprung its 1012bhp Fighter T with a calculated top
speed potential of 434.5kph. Choices, choices, choices, and that's without considering the sse Ultimate Aero IT, currently the world's most powerful standard production car. Boasting a truly gargantuan 1,183bhp with 151.2kgm of torque and an overall drag coefficient of 0.357, the small, little-known Washington State-based company claims a top speed capability of 439Akph for its newest model. In tests earlier this year on a closed section of Nevada desett highway, the sse hit 370kph in the 3.2km available (apparently
Bland dash¬board defies ergonomics, but seats are surprisingly comfortable.
Even the 'cheaper' super¬cars must have scissor doors. on just 56 per cent throttle), but had the originally intended 19.3km site not been covered by snow, then the Veyron's record could well have been broken.
50
You'll not be surprised to learn that for my first drive in an Ultimate Aero IT, which took place on public roads in rural England during showery weather, I had no intention of breaking any records, or anything else. But, fortunately, you don't have to drive at a third of the speed of sound to get a decent idea of what a car's all about. Externally, the sse is what might now be described as 'Universal Mid-Engined Supercar'. Ignoring this car's strikingly rich, blue/black paintjob, its all-carbon-composite bodywork weighs just under 60kg, but it looks like we're sometime back in the mid-1990s. The V¬shaped moulding on the sloping nose has shades of Pagani Zonda, the quasi-gullwing doors have a definite Lamborghini Diablo influence, while the entire rear
end, although not aping anything in particular, has function taking priority over form. There are noticeable variances in some panel gaps too, but the black-spoked, polished alloy wheels and bespoke brakes certainly look the part.
There's little that's on the cutting edge of design or manufacturing technique inside. The carpet mats don't quite fit, the interior door release handles are made from horribly cheap plastic, the fittings and materials are unimpressive, most of the switches and knobs are unmarked and the general fit, finish and feeling of quality falls well short of the current supercar norm. In fact, it's well short of any norm. On the plus side, the Aero TT is easy enough to climb in and out of (for a supercar), the leather¬upholstered seats are supportive and comfortable, the driving position is fine, if you accept that the front wheel arch intrudes into the footwell, but otherwise it's reasonably spacious with ample headroom for all but the tallest.
47
By now you might be wondering just how the TT's not insignificant price ofRs 2.15 crore (ex-factory) can be justified, but in the small overhead roof console, there's a large red button, and it's when you press that that the real reason for the car is immediately and breathtakingly apparent. Just behind you there's something resembling a small controlled nuclear explosion as the modified, twin-turbo, 6348cc Corvette V8 bursts into life. This start-up extravaganza only lasts a second or two before the engine settles into a loud, offbeat V8 burble, but in that time bystanders will have either run for cover or stood firm, mesmerised by shock and awe. This car represents pure, undiluted American muscle like never before.
Despite the Aero TT's massive torque, moving away sedately from a standstill requires a delicate balance of clutch and throttle. It's all or nothing, being eager either to launch like a dragster, or stall. Despite SSC's brochure claiming the TT's rack and pinion steering is assisted, I didn't feel the slightest assistance on this car. Manoeuvring at very low speed required strong arms and a firm, two-handed grip on the wheel. Once rolling, the SSC's easy enough to drive, with a friendly, lightweight gearchange action and unusually precise, direct steering, even by supercar standards. On the road, the SSC grips tenaciously. Its nose goes exactly where you point it, when you point it, and the chassis feels well balanced. I can only guess how the car might behave when pushed harder on a track, but with so much power, rear-wheel drive and no electronic traction aids, considerable prudence would be required to avoid mishap.
48
Straight-ahead visibility is fine, but the SSC's massive A-pillars can be a hindrance, while rear vision is effectively zero, save for the door mirrors and rear-facing camera with pop-out screen. The adjustable suspension, understandably, is set somewhere between 'firm' and 'rock-hard', and so the car's ride is correspondingly unforgiving. Driving one or more of those super-wide Michelins over an old¬style catseye sends a loud bang and a near-solid thump directly into the cabin. At legal speeds, the exhaust is quiet enough to allow normal conversation, but lifting off the throttle causes an almighty cacophony from the twin-turbo wastegates. And then there's the car's throttle response, which, quite frankly, is like nothing I've ever experienced, or even imagined. With just the slightest pressure on the pedal, the car accelerates keenly. With just a tiny bit more, it surges forward with near-terrifYing urgency. And all the while there's an intimidating and almost overriding sense of the immense power waiting in the wings. Driving a IT on a long closed stretch of desert highway, an airfield runway or a purpose-built test track would be one thing, but a twisting, patchy English A-road is another matter altogether. Prod the throttle with anything less than extreme caution and, chances are, you'll instantly light up those huge rear Michelins. Fortunately, despite the massive urge instantly available in almost any gear, the IT will happily potter along at low speeds in fifth or even sixth gear without complaint from the drivetrain.
While it's no surprise that this car can serve up salt flat-shrinking speed, its brakes are something of a mystery. The company spec sheet states that six-piston calipers are fitted at the rear, with eight¬piston units at the front. But this particular example, for whatever reason, had just four piston calipers at the front. (The laws of physics dictate that the more powerful brakes should be at the front.) If there was any brake servo assistance then I didn't notice it as pedal pressure required was inordinately high, and there was nothing resembling adequate braking power. If you're thinking of buying an sse, be sure to check that it's fitted with at least 12, or preferably 16 pistons at the front, and that they work properly. If it isn't or they don't, my advice is simple; don't buy it.
Which leads us to the ultimate question concerning the sse Ultimate Aero IT. Who would want to own one? There are those who could argue that Rs 2.15 crore is a frightening sum of money for a car with no heritage, a dated appearance, zero luggage capacity, luxury on a par with a small hatchback (stereo excepted), horrid build quality and nothing to indicate that it won't depreciate faster than you could set light to it.
49
Then there are those who'd counter that it's more powerful, more exclusive, and potentially faster than a Bugatti or anything else, while costing less than half as much. And anyway, since when did an all-American muscle machine have to dress up like posh European aristocracy? Some loud paint, serious wheels and an even louder V8 is all it really needs, and that's what it's got, in unprecedented abundance. And, for a car with almost 1200 horsepower, the sse is more civilised and less temperamental than you might expect. It can be a pussycat if you need it to be. Neither argument is wrong, so I z guess owners will be few, and just 0 a little keener on driving at almost 3 four times the speed limit than most of us.
While all this was going on, Houston-based tuning firm, Hennessey, quietly announced its lOOObhp Venom Viper (claimed top speed 410Akph) while niche British maker Bristol sprung its 1012bhp Fighter T with a calculated top
speed potential of 434.5kph. Choices, choices, choices, and that's without considering the sse Ultimate Aero IT, currently the world's most powerful standard production car. Boasting a truly gargantuan 1,183bhp with 151.2kgm of torque and an overall drag coefficient of 0.357, the small, little-known Washington State-based company claims a top speed capability of 439Akph for its newest model. In tests earlier this year on a closed section of Nevada desett highway, the sse hit 370kph in the 3.2km available (apparently
Bland dash¬board defies ergonomics, but seats are surprisingly comfortable.
Even the 'cheaper' super¬cars must have scissor doors. on just 56 per cent throttle), but had the originally intended 19.3km site not been covered by snow, then the Veyron's record could well have been broken.
50
You'll not be surprised to learn that for my first drive in an Ultimate Aero IT, which took place on public roads in rural England during showery weather, I had no intention of breaking any records, or anything else. But, fortunately, you don't have to drive at a third of the speed of sound to get a decent idea of what a car's all about. Externally, the sse is what might now be described as 'Universal Mid-Engined Supercar'. Ignoring this car's strikingly rich, blue/black paintjob, its all-carbon-composite bodywork weighs just under 60kg, but it looks like we're sometime back in the mid-1990s. The V¬shaped moulding on the sloping nose has shades of Pagani Zonda, the quasi-gullwing doors have a definite Lamborghini Diablo influence, while the entire rear
end, although not aping anything in particular, has function taking priority over form. There are noticeable variances in some panel gaps too, but the black-spoked, polished alloy wheels and bespoke brakes certainly look the part.
There's little that's on the cutting edge of design or manufacturing technique inside. The carpet mats don't quite fit, the interior door release handles are made from horribly cheap plastic, the fittings and materials are unimpressive, most of the switches and knobs are unmarked and the general fit, finish and feeling of quality falls well short of the current supercar norm. In fact, it's well short of any norm. On the plus side, the Aero TT is easy enough to climb in and out of (for a supercar), the leather¬upholstered seats are supportive and comfortable, the driving position is fine, if you accept that the front wheel arch intrudes into the footwell, but otherwise it's reasonably spacious with ample headroom for all but the tallest.
47
By now you might be wondering just how the TT's not insignificant price ofRs 2.15 crore (ex-factory) can be justified, but in the small overhead roof console, there's a large red button, and it's when you press that that the real reason for the car is immediately and breathtakingly apparent. Just behind you there's something resembling a small controlled nuclear explosion as the modified, twin-turbo, 6348cc Corvette V8 bursts into life. This start-up extravaganza only lasts a second or two before the engine settles into a loud, offbeat V8 burble, but in that time bystanders will have either run for cover or stood firm, mesmerised by shock and awe. This car represents pure, undiluted American muscle like never before.
Despite the Aero TT's massive torque, moving away sedately from a standstill requires a delicate balance of clutch and throttle. It's all or nothing, being eager either to launch like a dragster, or stall. Despite SSC's brochure claiming the TT's rack and pinion steering is assisted, I didn't feel the slightest assistance on this car. Manoeuvring at very low speed required strong arms and a firm, two-handed grip on the wheel. Once rolling, the SSC's easy enough to drive, with a friendly, lightweight gearchange action and unusually precise, direct steering, even by supercar standards. On the road, the SSC grips tenaciously. Its nose goes exactly where you point it, when you point it, and the chassis feels well balanced. I can only guess how the car might behave when pushed harder on a track, but with so much power, rear-wheel drive and no electronic traction aids, considerable prudence would be required to avoid mishap.
48
Straight-ahead visibility is fine, but the SSC's massive A-pillars can be a hindrance, while rear vision is effectively zero, save for the door mirrors and rear-facing camera with pop-out screen. The adjustable suspension, understandably, is set somewhere between 'firm' and 'rock-hard', and so the car's ride is correspondingly unforgiving. Driving one or more of those super-wide Michelins over an old¬style catseye sends a loud bang and a near-solid thump directly into the cabin. At legal speeds, the exhaust is quiet enough to allow normal conversation, but lifting off the throttle causes an almighty cacophony from the twin-turbo wastegates. And then there's the car's throttle response, which, quite frankly, is like nothing I've ever experienced, or even imagined. With just the slightest pressure on the pedal, the car accelerates keenly. With just a tiny bit more, it surges forward with near-terrifYing urgency. And all the while there's an intimidating and almost overriding sense of the immense power waiting in the wings. Driving a IT on a long closed stretch of desert highway, an airfield runway or a purpose-built test track would be one thing, but a twisting, patchy English A-road is another matter altogether. Prod the throttle with anything less than extreme caution and, chances are, you'll instantly light up those huge rear Michelins. Fortunately, despite the massive urge instantly available in almost any gear, the IT will happily potter along at low speeds in fifth or even sixth gear without complaint from the drivetrain.
While it's no surprise that this car can serve up salt flat-shrinking speed, its brakes are something of a mystery. The company spec sheet states that six-piston calipers are fitted at the rear, with eight¬piston units at the front. But this particular example, for whatever reason, had just four piston calipers at the front. (The laws of physics dictate that the more powerful brakes should be at the front.) If there was any brake servo assistance then I didn't notice it as pedal pressure required was inordinately high, and there was nothing resembling adequate braking power. If you're thinking of buying an sse, be sure to check that it's fitted with at least 12, or preferably 16 pistons at the front, and that they work properly. If it isn't or they don't, my advice is simple; don't buy it.
Which leads us to the ultimate question concerning the sse Ultimate Aero IT. Who would want to own one? There are those who could argue that Rs 2.15 crore is a frightening sum of money for a car with no heritage, a dated appearance, zero luggage capacity, luxury on a par with a small hatchback (stereo excepted), horrid build quality and nothing to indicate that it won't depreciate faster than you could set light to it.
49
Then there are those who'd counter that it's more powerful, more exclusive, and potentially faster than a Bugatti or anything else, while costing less than half as much. And anyway, since when did an all-American muscle machine have to dress up like posh European aristocracy? Some loud paint, serious wheels and an even louder V8 is all it really needs, and that's what it's got, in unprecedented abundance. And, for a car with almost 1200 horsepower, the sse is more civilised and less temperamental than you might expect. It can be a pussycat if you need it to be. Neither argument is wrong, so I z guess owners will be few, and just 0 a little keener on driving at almost 3 four times the speed limit than most of us.