This story proves that: physicists should stay away from comedy; that there remains an enormous gulf between science and engineering; and that neither of our protagonists have ever experienced an Ultima GTR.
I am certain of the last point because, having now driven in an Ultima (http://www.ultimasports.co.uk/), I can unequivocally state that the Ultima accelerates, stops and changes direction better than any car I have ever experienced. At 2,200 pounds, 500+ horsepower, mid-engine induced weight distribution, and bespoke suspension, brakes and steering, the Ultima makes F-cars, Lambo's, Corvette's, Ford GT's and anything else German, Italian, American or British seem like economy cars without back seats.
Oh, and did I mention that it's anything but spherical? In fact, it's absolutely and stunningly gorgeous.
Just one thing. You have to finish the car yourself. How much finishing and how long it will take is a function of your interests, your option list, and the size of your wallet. Ted Marlow, president of Ultima LTD,showed my son and I around his tightly packed factory in Hinkley, U.K. - about two hours outside of London. A patient, enthusiastic and knowledgeable fellow, Ted spent two hours with us, explaining the history of the Ultima, how bespoke (we call them 'custom' here in the good old USA) parts have been designed and manufactured to ensure the highest quality performance, reliability and cost-optimization of the car, and how the philosophy of the build experience is designed as a hobby to be relished rather than a painful step on the way to completion of a world class automobile.
Oh, and did I mention that it's absolutely and stunningly gorgeous?
Ultima rolling chassis' are designed to be mated to a Porsche G50 or Getrag transmission and powered by V8's of varying tunes from Chevrolet U.S. Ultima partners with engine tuner American Speed (http://www.amerspeed.com/scgi-bin/showultimaengines.cgi). The demonstrator had a 400 horsepower carbureted classic. The Chevrolet motors have been chosen for their low cost, high power, parts availability, durability and relative high levels of sophistication. I was quite surprised when Ted informed me that connecting rods in the LS7 engine (available in 566, 650, 725 and 800 horsepower) were made of titanium. The American Speed engines are pre-configured to mate with specified transmissions and 'drop-in' to the Ultima cars.
Returning to the physicist reference, an Ultima GTR with an American Speed LS7 650 horsepower engine has a power to weight ratio unlike any other production sports car. Coupled with a supple, street-capable chassis that nonetheless is highly performant on the race track leads to some remarkable numbers (http://www.ultimasports.co.uk/company/newsflash.html).
Then there's that remarkably beautiful design thing.
And of course, on the road, this is the most frequent view of the car by others:
So, two issues remain. Ultima makes two cars. The GTR is their closed top coupe designed car reminiscent of a classic LeMans racer. Remarkably civilized with a purposeful race-oriented interior, it clearly is the better all-around design for street and track. The Can Am is the cabriolet version of the same car. Same chassis, drivetrain, build experience but with conventional and track-oriented windshield designs and a removable soft top. Both are equivalently capable automobiles. But, as a resident of the Bay Area of California, the soft-top capital of planet earth, my eyes wander to the latter.
So, Ginger?
Or Mary Ann?
The second item of course is whether I'm going to take the plunge. I must admit that after seeing the car and speaking with Ted I'm more impressed than ever. I still haven't made the final call, but I must admit that the garage remodel has begun. :)
Oh, and did I mention that it's anything but spherical? In fact, it's absolutely and stunningly gorgeous.
Just one thing. You have to finish the car yourself. How much finishing and how long it will take is a function of your interests, your option list, and the size of your wallet. Ted Marlow, president of Ultima LTD,showed my son and I around his tightly packed factory in Hinkley, U.K. - about two hours outside of London. A patient, enthusiastic and knowledgeable fellow, Ted spent two hours with us, explaining the history of the Ultima, how bespoke (we call them 'custom' here in the good old USA) parts have been designed and manufactured to ensure the highest quality performance, reliability and cost-optimization of the car, and how the philosophy of the build experience is designed as a hobby to be relished rather than a painful step on the way to completion of a world class automobile.
Oh, and did I mention that it's absolutely and stunningly gorgeous?
Ultima rolling chassis' are designed to be mated to a Porsche G50 or Getrag transmission and powered by V8's of varying tunes from Chevrolet U.S. Ultima partners with engine tuner American Speed (http://www.amerspeed.com/scgi-bin/showultimaengines.cgi). The demonstrator had a 400 horsepower carbureted classic. The Chevrolet motors have been chosen for their low cost, high power, parts availability, durability and relative high levels of sophistication. I was quite surprised when Ted informed me that connecting rods in the LS7 engine (available in 566, 650, 725 and 800 horsepower) were made of titanium. The American Speed engines are pre-configured to mate with specified transmissions and 'drop-in' to the Ultima cars.
Returning to the physicist reference, an Ultima GTR with an American Speed LS7 650 horsepower engine has a power to weight ratio unlike any other production sports car. Coupled with a supple, street-capable chassis that nonetheless is highly performant on the race track leads to some remarkable numbers (http://www.ultimasports.co.uk/company/newsflash.html).
Then there's that remarkably beautiful design thing.
And of course, on the road, this is the most frequent view of the car by others:
So, two issues remain. Ultima makes two cars. The GTR is their closed top coupe designed car reminiscent of a classic LeMans racer. Remarkably civilized with a purposeful race-oriented interior, it clearly is the better all-around design for street and track. The Can Am is the cabriolet version of the same car. Same chassis, drivetrain, build experience but with conventional and track-oriented windshield designs and a removable soft top. Both are equivalently capable automobiles. But, as a resident of the Bay Area of California, the soft-top capital of planet earth, my eyes wander to the latter.
So, Ginger?
Or Mary Ann?
The second item of course is whether I'm going to take the plunge. I must admit that after seeing the car and speaking with Ted I'm more impressed than ever. I still haven't made the final call, but I must admit that the garage remodel has begun. :)
1 comment:
Both very sweet cars, I know you like the top down. But I think Mary Ann is the one to build!!
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