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FORD MUSTANG GT-R CONCEPT DEBUTS

NEW YORK, April 7, 2004 – The muscular Ford Mustang GT-R rekindles the legend’s road racing glory and the magic of 5.0-liter Mustangs in a stunning racing concept making its world debut today. The Mustang GT-R signals a potential future race car, while honoring four decades of performance glory just days before Mustang’s 40th anniversary.

The bright Valencia Orange car – inspired by the famous Grabber Orange 1970 Mustang Boss 302 Trans-Am race cars (the Yellow Mustangs) piloted by race legends, including Parnelli Jones – is a technological showcase that, when peeled back, reveals a number of existing or production-feasible racing parts.

Built at Saleen Special Vehicles in Troy, Mich., the car was developed by the same members of the Ford GT “Dream Team” who are building sub-assemblies and painting body panels for Ford’s first supercar.

The Mustang GT-R features Ford Racing’s 440-horsepower “Cammer” crate engine that already is affordably available to grassroots racers, and can be tuned to produce more than 500 horsepower under certain race series rules. Last year, a tuned 505-horsepower version of the “Cammer” notched world-class performance and endurance credentials by powering a Focus Daytona Prototype to victory at the 24 Hours of Daytona race.

The racecar is engineered to tackle the world’s toughest road and street courses with a stiff structure – based on the all-new 2005 Mustang scheduled for sale this fall – a collection of the most sophisticated racing parts from many racing series and a Formula One-inspired steering wheel. However, the Mustang GT-R could be easily transformed into an affordable, competitive option for grassroots teams because it uses 85 percent of the 2005 Mustang’s body components along with the same suspension setups and the already-attainable “Cammer” powerplant.

“The Mustang GT-R could be adapted to conform to different series and budgets but, in this variation, serves as a dream machine. We took the ‘Cammer’ engine from the Ford Racing catalog and built a race car around it with the best parts we’ve researched and tested through our unmatched global racing program,” Davis says.

Design
Doug Gaffka’s – design director, Ford Performance Group – design inspiration for the Mustang GT-R was simple: Flex the 2005 Mustang shell to wrap the engine and retain 85 percent of the production car’s solid structure.

The front end is a further evolution of the Mustang GT coupe and convertible concepts that stole the 2003 North American International Auto Show and foreshadowed the design of the 2005 Mustang. The Mustang GT-R features the classic pony in the grille, surrounded by modern materials like carbon fiber as well as advanced aerodynamic treatments like ground-hugging front and side splitters.

The equally large rear fenders house tires that are an inch wider. Considering how quickly 18- and 19-inch tires became standard racing ware in recent years, the 20″ tires on the GTR are a realistic forecast of the next evolution in racing rubber.

The classic Mustang rear quarter windows are blocked out to accommodate the fuel delivery “dry-brake” system on the driver’s side. The doors are fully functional as required by many of the possible racing classes.

Probably the most striking design element, the prominent composite rear spoiler meets several road racing sanctioning body rules. The rear fascia, like the front, is a further expression of the GT concept design, with a wider taillamp execution. Endurance racers will instantly recognize the differential cooler mounted with an aluminum grille screen between the taillamps.

The Mustang GT-R’s body retains 85 percent of the production car’s body components that were stiffened by 30 percent as part of the Mustang’s first full makeover ever. The only modifications include rear-mounted battery pods and a fuel cell relocated to the rear trunk.

The “Five Liter” Is Back
The foundation for the Mustang GT-R’s race-prepared 440-horsepower engine is the new 5.0-liter “Cammer” crate engine from Ford Racing Performance Parts. The engine is rooted in the MOD 4.6-liter four-valve V-8 engine family. However, the motor’s flanged cylinder liners help provide 94mm (instead of 90.2mm) cylinder bores, creating a full 5.0 liters of piston displacement.

And while the motor employs the SVT Mustang Cobra’s forged crankshaft with six-bolt mains and Manley “H-Beam” connecting rods for superior strength, the high-strength Ford Racing block features design reinforcements and a revised material for added strength and high-output durability. The block is specially reinforced in the crankcase web areas for high torque loads.

Other key differences include forged pistons, an 11.0:1 compression ratio, ported heads, higher-lift cams and beehive-shaped valve springs. The crate engine also features higher-flow fuel injectors and a magnesium, variable-geometry intake manifold.

The 5.0-liter “Cammer” engine comes with a custom oil pan and features custom-fabricated Tri-Y headers and crossover.

Helping put the power to the ground is the Ford Racing-supplied TTC T-56 six-speed transmission linked to the engine through a heavy-duty clutch and flywheel assembly. Power exits the transmission through a custom metal matrix composite aluminum driveshaft into a race-specification differential with a 4.56:1 final drive ratio.

Proven Race Chassis
The Mustang GT-R benefits from the 2005 Mustang’s race-inspired chassis, developed and tuned by engineers with Ford Racing engineering experience or a passion for weekend track time. The Mustang’s race-bred suspensions, near 50-50 weight distribution and ultra-stiff body structure, are just the beginning of Mustang GT-R’s credentials.

Soon after the 2005 Mustang’s world reveal in January, race engineers quickly began building on its solid foundation. The Mustang GT-R concept’s chassis was fully stripped down to the body shell to receive custom reinforcement and structural improvements for driver safety on the racetrack. A roll cage was added, along with a Sparco-brand racing seat with a five-point safety harness.

The production suspension geometry is retained, but key parts were replaced to reduce weight or provide additional strength for the rigors of racing. Suspension pieces, including the K-member, are made of lightweight chrome-moly tubing. The race-proven dampers are coil-over, fully adjustable units featuring remote reservoirs. A strut tower brace increases structural rigidity.

Rounding out the chassis package are huge, race-proven Brembo brakes. The front features 14.3-inch rotors with six-piston calipers; the rear has 13-inch rotors with four-piston calipers. Linking the whole package to the racetrack are 20-inch wheels and racing slicks provided by Pirelli. Tire sizes range from 275/35 in front to 305/30 in the rear.

While conceptual in spirit, the Mustang GT-R is built by racers and is a capable performer with an eye on stepping up Mustang’s road-racing presence. Several racing series – American LeMans, SCCA Trans-Am, GrandAm Cup and the FIA – could easily accommodate the Mustang GT-R. For example, the car could meet some series rules with basic modifications to the brakes, wheels, tires and body parts.

The Mustang GT-R also hints at a turnkey grassroots-racing package that could be retailed through Ford Racing’s parts’ catalog and distribution network.


Engine – Ford Racing 5.0L “Cammer” V8

Configuration
V-8, aluminum block, aluminum four-valve cylinder heads, forged aluminum pistons

Bore x Stroke
94 mm bore x 90.0 mm stroke

Displacement
5.0 liters (302 cu in/4995 cc)

Compression ratio
11.0:1

Horsepower
440 @ 7000 rpm

Torque
400 lb-ft @ 5500 rpm

Redline
7,000 rpm

Valvetrain
Double overhead camshafts, four valves per cylinder

Intake valves
Two per cylinder, 38 mm

Exhaust valves
Two per cylinder, 32 mm

Throttle body
Twin 57 mm


Transmission
Ford Racing/Tremec T-56 6-speed


Rear axle
Winters/Ford 9-inch design


Differential
Winter’s race-spec rear differential


Clutch
Ford Racing “Cobra R” heavy-duty clutch/flywheel assembly


Driveshaft
Metal matrix composite aluminum custom driveshaft


Exhaust
Complete stainless steel race exhaust with Tri-Y design headers, crossover and side exit tips


Chassis
Fully reinforced fabrication


Suspension
Original production geometry with lightweight chrome-moly tube (aircraft quality) construction

Front
Reverse-L independent rigid strut tower brace with lightweight chrome-moly K-member and race-spec anti-sway bar with 1.25-inch box section

Rear
Three-link, solid axle with dynamic, fully adjustable shocks with remote reservoirs and coil-over springs, race-spec 1.25-inch panhard rod, and race-spec anti-sway bar


Brakes

Front
Brembo Racing 6-piston calipers and 14.3-inch rotors, 1.25-inch thickness

Rear
Brembo Racing 4-piston calipers and 13-inch rotors, 1.25-inch thickness


Wheels & Tires

Front
Pirelli P275/35/20 racing slicks
20 x 10-inch, 5-spoke billet aluminum wheels

Rear
Pirelli P315/30/20 racing slicks
20 x 11-inch, 5-spoke billet aluminum wheels

SALEEN’S SLEEK, SWIFT MACHINES

By: N.A. on March 28, 2004
Original Article: SUNDAY TIMES, THE (PERTH)

CALIFORNIAN-BASED Saleen has made about 8000 vehicles since it was started in 1983 by avid race-car fan Steve Saleen.

The first saleable Ford-based car came in 1986 when the marque won its first major event at the 24-hour race at Mosport Park, Ontario.

It won there again in 1987 and 1988, becoming the first Ford-powered vehicle to win three consecutive series since the Le Mans campaign in the late 1960s.

Saleen’s cars also won all four SCCA championship titles in 1987.

It raced Indy in 1989 and in 1991 won the SCCA Race Truck Championship using a Saleen Ford Ranger ute.

In 1995 Steve Saleen formed a partnership with TV actor/comedian Tim (the Tool Man) Allen to create a Saleen/Allen Speedlab race team to run Saleen Mustangs in the SCCA series.

It won in 1996, 1997 and 1998.

Saleen now makes seven vehicles: The S281, the high-performance S281-E (each in coupe and convertible) and SR Mustang-based cars, the purpose-built S7 racer and more recently a Ford Focus-based N2O Focus.

It used to make the XR8 ute and a modified Ford Explorer.

Details on Saleen are available from www.saleen.com.

TORONTO MOTOR SHOW

Nauman Farooq grabs the latest news from Canada

Saleen has finally arrived on Canadian shores with Auto Bugatti in Montreal being the official importer for Canada. They have a few outlets on the go to sell the Saleen Mustangs, however boss Joe Visconti will handle all the S7 deliveries himself.

Visconti, president of Auto Bugatti and Saleen Canada said he has orders for 12 S7’s already. Deliveries should start later this year. Price $430,000 US.

At the end of the day I struck lucky. Whilst waiting to watch the S7 be driven out I engaged Joe Visconti in conversation and the next thing I knew I was being given a ride out of the show in the Saleen!

The S7 is a mean looking machine, as you can see from the pictures, and it is suppose to be as close to a race car for the road as possible. Therefore you sit as low in a car as possibly imagine. Think go-kart low and you’ll get the picture.

Saleen S7 Unlike a race car, this has a passenger seat, albeit not a very spacious one. The footwell is very narrow, so you’re best to sit there with one leg streached out and one bended knee, however that is not as uncomfortable as you might imagine. The driver gets a bit more space, mainly because the cockpit is designed to cater for the driver. When you get in, you notice the driver is very much towards the middle of the car, thus the reason the passenger only has enough space for one leg in the footwell.

Pushing the driver towards the middle allow the pedals to be directly ahead of the driver, despite the big wheel wells.

Despite being a race car for the street, the car does have a few toys. You get power windows and locks and even mirrors. You also get a stereo system, and most importantly, you have a camera in the tail, and its images are shown on a screen in the dash – very nice.

Despite the luxuries, the S7 still weights less than a Ferrari Enzo, tipping the scales at 1250 kg, 15 kg less than the Enzo.

Anyway, out of the arena we went. The engine – a 7-litre V8 – in 2004 spec, pumps out 575 hp and 525 lb/ft of torque. According to Saleen, the famed 0-60 mph run takes just 2.9 seconds, and a top speed of over 220 mph!

As we moved out of the arena, Joe slightly teased the throttle and the car just erupted forward. Hard on the brakes immediately cause we had reached the intersection to join the main road.

Stepping out onto the road, and you’re an instant celebrity. Everybody, and I do mean everybody looks at this car. You could be walking down the street with Janet Jackson and even that wouldn’t cause quite the stir the S7 does.

We were basically making our way to find the transport truck that was waiting for the car. After we got the location homed in, I navigated the best route for the location, and thankfully, there wasn’t much traffic on some of those streets either, so I got to get a sense of what this car holds in its belly.

Speaking of belly, don’t go for a run in this car after a big meal, since the stiff ride will ensure you’ll see your meal again, but what did you expect from a supercar, especially one that rides on 345/25 ZR20 Pirelli P-Zero tires (rear).

If you are one of those people who think modern supercars have become too soft, too namby pamby (like the Ferrari 575M) and prefer cars as raw and hardcore as the Ferrari F40 for instance, then you’ll love the Saleen S7. This car blends old school supercar’s with new school technology (this car is built entirely out of carbon-fibre), and the result is astonishing.

Joe is a serious fan of the marque and has himself has ordered an S7, in red. Call me when you get it Joe – I want more!

Links: www.saleen.com , www.autobugatti.com

[Source: PistonHeads]

ACEMCO MOTORSPORTS ANNOUNCES SEBRING DRIVER LINE UP

Brabham to Join Borcheller and Mowlem

SPRING LAKE, Mich., Feb. 16, 2004 – Adding to its already potent driver lineup for the 2004 ALMS season, ACEMCO MOTORSPORTS owner, Jeff Giangrande has announced that David Brabham will join the team’s principal drivers, Terry Borcheller and Johnny Mowlem, in the ACEMCO MOTORSPORTS Saleen S7R for the 52nd running of the 12 Hours of Sebring, March 17-20, 2004.

Owner of one of the most famous last names in racing, David Brabham has had a distinguished career in the American Le Mans Series (ALMS). After racing Prototypes the first four years of the series, he switched to the GTS class in 2003 driving a Ferrari 550 and was runner-up in the Championship with three wins.

“I’m really looking forward to the challenge of Sebring this year,” commented Brabham. “Not only am I going to have the opportunity to drive the competitive Saleen S7R, but I’ll be racing head-to-head with my old friend and teammate, Jan Magnussen. This should be fun!”

The dynamic duo of Borcheller and Mowlem thus becomes the terrific trio of Borcheller, Mowlem and Brabham for the opening round of the 2004 ALMS season as Jeff Giangrande places an exclamation point on his determined bid to end the Corvette and Ferrari dominance of the GTS Class.

Borcheller and Mowlem arrive at Sebring having already scored wins at the Rolex 24 at Daytona, the endurance race that signals the start of a new season of international road racing every year in North American. Terry finished first overall in a Daytona Prototype while Johnny finished second overall and first in GT behind the wheel of the Orbit Racing Porsche.

The 2004 12 Hours of Sebring represents a renaissance for both the S7R and Pirelli as Saleen returns to the ALMS after a year’s absence from factory support for the S7Rs and Pirelli continues to expand its presence in the North American marketplace.

“Since 1995, Pirelli has won seven Drivers’ and Manufacturers’ Championships each in North American sports car competition but none since returning from a one-year hiatus in 2002,” stated Peter Tyson, Pirelli’s Vice President of Marketing. “We’ve been trying to build a “Dream Team” around the Saleen with drivers like Borcheller and Mowlem and Brabham since our return, and we can’t wait until the green flags fall for qualifying at the 12 Hours of Sebring in March.”

To that end, ACEMCO, Saleen and Pirelli have been conducting an aggressive testing program during the next several months, including extensive tire testing at both Sebring and Homestead in preparation for the 12 Hours of Sebring.

“Anyone who has watched the GTS battle the last several years knows that this is where the competition is,” stated Giangrande, ACEMCO’S owner. “We’re also very aware of what the privateer Saleen S7Rs accomplished in their first two seasons of competition winning seven of eight championships, 37 of 72 races and holding the majority of the class poles and fastest lap records,” he continued. “With Terry, Johnny and David on board, we’re looking for nothing less than a GTS Class victory at Sebring.”

With more than 50 years of manufacturing experience, ACEMCO AUTOMOTIVE is a leader in the engineering, manufacture and assembly of metal stampings for light trucks, SUVs and passenger cars with three plants located in the western Michigan area. Products include frame and engine mounting components, as well as interior metal insert assemblies. ACEMCO’s Team Goal is to provide Customer satisfaction, manufacturing Excellence and
quality products while Maintaining a clean, safe working environment and Continuously improving processes to ensure 100% On-time deliveries.

Pirelli Tire North America specializes in the manufacture and marketing of highperformance car, light truck and motorcycle tires and currently has three of its highly advanced MIRS (Modular Integrated Robotized System) modules in operation in a new factory in Rome, Georgia, to better serve the American OEM and Replacement markets. For more information, visit the Company’s web site at www.us.pirelli.com.

DAVID BRABHAM
Date of Birth: September 5, 1965
Birthplace: London, UK (raised Sydney, Australia)
Residence: Maidenhead, England
Marital Status: Married, wife Lisa
Children: Jayson, Sam, Finn
Team (Class): ACEMCO Motorsports – Saleen S7R (GTS)
Website: www.davidbrabham.com
PR Contact: Jack Gerken; (714) 436-9900; Jack@Gerken.org

Owner of one of the most famous last names in racing, David Brabham has had a distinguished career in the American Le Mans Series. After racing Prototypes the first four years of the series, he switched to the GTS class in 2003 driving a Ferrari 550 and was runner-up in the Championship with three wins. At Sebring, “Brabs” joins Terry Borcheller and Johnny Mowlem behind the wheel of Jeff Giangrande’s ACEMCO Motorsports Saleen S7R.

2003: Entered GTS ranks and drove Prodrive Ferrari in partnership with longtime cohort Jan Magnussen.

Began season at Sebring in Team Bentley livery along with Johnny Herbert and Mark Blundell and helped pilot team to third place. Finished 2nd at the Le Mans 24hrs with Bentley.

Was asked to drive the #80 Ferrari in year’s third ALMS event, Infineon, and drove to 3rd place behind the two Corvette entries, with whom Brabham/Magnussen would battle the rest of the season.

Ran 4th at Trois-Rivieres, again trailing the Corvettes, then 3rd at Mosport, just behind other Ferrari entry.

Took sensational last-lap win at Road America, then declared GTS winner at Laguna Seca when #88 Ferrari was excluded due to technical violation.

Won 3rd consecutive race at Miami, with Darren Turner substituting for Magnussen, before dropping to 2nd position at Petit Le Mans to #88 machine driven by Tomas Enge and Peter Kox.

Finished second in GTS driver championship points.

2002: Campaigned all year in P900 Panoz LMP vehicle, with Magnussen.

Started slowly at Sebring, covering just 56 laps before mechanical problems ended the day.

Deficiencies corrected, piloted Panoz machine to win at Sears Point, edging Tom Kristensen and Johnny Herbert on lead lap.

Ran 3rd at Mid-Ohio.

Encountered misfortune again at Road America, dropping out (mechanical) after 69 laps.

Rebounded again at Washington for big win over Kristensen and Rinaldo Capello.

Took 5th at Trois-Rivieres and 4th at Mosport.

Had another 4th place finish at Laguna Seca, then ran 5th at Miami.

Added David Donohue for long-distance Petit Le Mans and came in 7th, Brabham’s final race with the Panoz factory team.

2001: Continued with Panoz factory team, with co-driver Jan Magnussen, starting season with new Panoz LMP07 design.

Opened year by taking 3rd position at Texas.

Car came undone at Sebring, retiring after 109 laps (mechanical).

Brought back older Panoz LMP1 and ran 3rd at Sears Point behind pair of factory Audi entrants.

Broke Audi dominance with win at Portland, then followed up with solid 2nd position at Mosport.

Claimed 2nd win at Mid-Ohio, fending off three challengers on final lap.

Dropped out at Laguna Seca after 57 laps (accelerator), then ended season 8th at Petit Le Mans.

2000: New co-driver Jan Magnussen with Panoz factory team.

Went to the post 11 times.

Blown engine at Sebring continued string of bad luck at 12-hour event.

Ran 2nd in Charlotte behind JJ Lehto and Jorg Muller.

Went overseas and again finished 2nd to Lehto-Muller before turning tables on them with win in the rain at Nurburgring.

Took 5th position at Sears Point, then did not see action at Mosport after Magnussen was involved in crash on lap 41.

Came back nicely at Texas with 3rd place showing and was 2nd at Portland.

Took 3rd at Petit Le Mans, but retired very early at Laguna Seca (engine) after 66 laps.

Ended Las Vegas race in 6th position.

After Magnussen ran just two laps at Adelaide (alternator), Brabham partnered with Greg Murphy and Jason Bright in another Panoz car and finished 3rd, 9th overall.

1999: Raced the entire inaugural season of ALMS with Panoz factory team. Partnered with Eric Bernard at Sebring, dropping out (fire) after 103 laps.

Drove to 5th position at Road Atlanta, then he/Bernard took 2nd place at Mosport behind fellow Panoz drivers Magnussen/Johnny O’Connell.

Sears Point yielded 2nd place finish, followed by victory at Portland over JJ Lehto/Steve Soper and Magnussen/O’Connell, all three on lead lap.

Brabham and Bernard then won Petit Le Mans, one lap up on nearest competitor.

Mechanical failures forced dropout near end of Laguna Seca and blown engine at Las Vegas put damper on end of first ALMS year.

BRABHAM NOTES: Born in England but grew up in Australia and is an Australian citizen

One of few drivers to have won at least one race in every year the ALMS has existed

Has raced around the world in various forms of competition, mainly in sports cars since his F1 career

GT1 class winner at Sebring in 1998

Second overall and GTP class winner in Daytona 24 Hours in 1992

Brabham has had two different Formula One rides

In 1990, drove for Brabham F1, starting eight times. Mechanical woes forced five retirements, and two others resulted from crashes, though Brabham did finish 15th at French Grand Prix at Paul Ricard

Returned to Formula One in ’94, making 16 starts for Simtek team

Had two 10th place finishes, at Catalunya in Spanish Grand Prix and Hockenheim in German Grand Prix

Also raced in Formula 3

Won ’91 Spa 24 Hours touring car event

Also raced in Japan with John Nielson and was 1996 Japanese GT champion

Began his Panoz association in ’97

Won British Rallycross event at Brands Hatch in ’93

British Formula 3 Champion in 1989

Early racing experience includes 4th overall in 1986 Formula Ford 1600 competition and the’87 Australian

Gold Star Champion in Formula 2 series

Competed in 1988 British Formula 3 Class B series finished 3rd and won the overall Championship the following year

Fourth in the Australian Formula ford Championship (four wins) in 1986

Raced a Ford laser (two wins) in 1985

First race in a 100 cc sprint kart in Australia in 1984; won the Canberra Cup and the New South Wales Country Karting Championships

First drove at eight years old in an EH Holden on the family farm in Wagga, Wagga, Australia

Most memorable victory came over future F1 legend Michael Schumacher in the Macau F3 World Cup

Son of Sir Jack Brabham and brother of former IMSA star Geoff Brabham

Favorite drivers as youth were Ayrton Senna and Alain Prost

Lived in Fort Lauderdale, Fla., for a year in 2002 and 2003 before moving back to England

Favorite sports team is Manchester United

Avid player and follower of soccer

Also enjoys cricket, golf, tennis and running

SALEEN 20th ANNIVERSARY PARTY WITH THE PINK FLAMINGOS

Everyone is invited to the the Saleen Inc. 20th Anniversary Party with the Pink Flamingos sponsored by Saleen Inc and the Saleen Owners and Enthusiasts Club. It will be held on Friday April 16th during the 40th Anniversary Mustang Show in Nashville, TN.

For more information about The Pink Flamingos go to www.thepinkflamingos.com

Once I have the details about the 40th show and the Saleen 20th Anniversary Party, I will post the information.

We look forward in seeing everyone at the Party!

Click here to participate in the discussion.

PRE-ORDERS: THE SALEEN BOOK BY BRAD BOWLING

A message from Mark LaMaskin: New Saleen Book PRE-ORDERS


Performance Autosport is taking Per-Orders for the new Saleen book. It will not be shipped until the 2nd week of April. We only have a limited run, so get yours now.

We have a pop up going live tonight on our website, www.performanceautosport.com – (804) 784-8851.

People are talking about The Saleen Book and Owners Registry: 20 Years of Saleen Mustangs – the 430-plus page hardcover scheduled for release April 1 by Driveway Books.

The Saleen Book is such a thorough and colorful telling of the Saleen Mustang story that even I learned a lot reading it!” – Steve Saleen

“It’s about time somebody did a book on Steve, and I’m delighted to be a small part of the Saleen history.” – comedian and co-founder of Saleen/Allen Speedlab Tim Allen

The Saleen Book and Owners Registry is a long-anticipated history of the Saleen Mustang in pictures and words. It’s a must for anybody interested in high-performance Mustangs. I’ll be using it for reference for years to come.” – automotive writer/photographer Jerry Heasley

The Saleen Book, of which only 5,000 will be printed, is available in two formats:

“The Standard” hardback edition includes a full-color history chapter for each year of Saleen production; the all-encompassing Owners Registry, which lists specs and available information on more than 7,000 individual Saleen Mustangs; an extensive media bibliography; and sidebars on cars of interest from the past two decades. This 20-year history retails for $60 (plus applicable sales taxes, shipping and handling).

The premium hardback edition is known as “The Saleen 500,” as that’s how many are being produced with individual serial numbers on a bound certificate of authenticity; a high-quality, illustrated jacket; and Steve Saleen’s autograph. Each copy of this desirable collector’s edition is $120 (with no charge for shipping and handling, but applicable sales tax).

Automotive journalist and former Saleen publicist Brad Bowling wrote The Saleen Book from an insider’s angle that gives his story a uniquely intimate perspective. Illustrating the book are more than 500 of the 8,000 slides Bowling shot of original, unmodified cars as he traveled coast-to-coast researching this book, as well as many from Steve Saleen’s company archives.

Because this special publication is expected to move as quickly as a supercharged S-351, Driveway Books is encouraging PRE-ORDERS through this Web site (where VISA and MasterCard are welcome). Shipping for both versions of The Saleen Book will begin the first week in April; please allow 2-3 weeks for delivery.

Credit card orders using VISA and MASTERCARD can be taken over the phone at (804) 784-8851.

Click here to participate in the discussion.

SALEEN S7 – THE BEST GETS BETTER

More Power, More Torque for 2004

JANUARY 5, 2004 – CHICAGO, Ill. – Saleen is justifiably proud of the S7. It has been a success in the showroom and on the race track where it has compiled an enviable list of victories in just three years. But the S7 didn’t achieve pole position just by showing up, and Saleen is not an organization that believes in simply resting on its laurels. During the past two years the S7 has undergone an extensive internal design and engineering evaluation. And the team at Saleen has also listened carefully to feedback from their delightfully satisfied owners. As a result, the 2004 S7 incorporates many engineering changes, seen and unseen, that raise the international supercar bar another large notch — and the press attending the 2004 Chicago Auto Show got a first look at America’s only true supercar.

What’s new for 2004

Horsepower and torque have both been increased, 25 bhp and 45 lb-ft, respectively, up to 575 bhp @ 5500 rpm and 570 lf-ft of torque @ 4700 rpm. But these increases were not the point of the exercise strictly by themselves. Rather, they are a happy consequence of responding to their customers’ desire, not for more performance, but for improvements in around-town drivability.

In analyzing this request, Saleen engineers made three important changes. The transmission’s 1st gear ratio and the final-drive ratio are shorter (higher numerical ratios). These gear changes, in conjunction with a revised clutch, make for much smoother takeoffs from rest. Most engineers probably would have stopped right here. But not Saleen’s engineers. In the course of their analysis, engine tuning also came under scrutiny. And by playing with cam timing and airflow and the engine’s PowerFlash™ computer, they managed to broaden already broad power and torque curves for smoother and more flexible performance. And to extract even more power from the S7’s already very potent 7-liter V8. In true supercar fashion, the S7 is capable of speeds exceeding 200 miles per hour, with a zero-to-60 time under three seconds. And thanks to its extreme ground effects engineering, at 160 mph the car could be driven upside down and still maintain contact with the road. It is well known that a lack of downforce has never been an issue with the S7. But as a result of wind tunnel testing, Saleen engineers have made some tweaks at the rear of the car. A revised rear spoiler has replaced the previous design. In addition, the rear diffuser, which channels air smoothly from under the rear of the car, has been redesigned. It is slightly larger and has a winglet in the middle. Collectively, the new spoiler and revised diffuser have a noticeable effect on reducing drag (for a higher top speed) while also increasing down force at the rear of the car.

Background

The Saleen S7, America’s first true supercar, has captured the imagination of the automotive world since its introduction in August 2000 at the prestigious Monterey Historic vintage car races. Designed to compete with the fastest, quickest, best handling and most exotic sports cars, the S7 provides a distinctly American driving experience for the fortunate few who will own one. It also reflects Saleen’s 20 years of performance and engineering excellence in manufacturing fully-certified high-performance automobiles.

The exotic S7 is designed, engineered, manufactured and marketed by Saleen, Inc., a high-performance vehicle manufacturer headquartered in Irvine, California — in a region of the state where North American automotive design is a flourishing industry. Working with some of the world’s most respected and technologically advanced automotive suppliers, the Saleen S7 went from prototype to first customer deliveries in less than two years.

Dual Personality

The Saleen S7 was conceived to combine the performance of a track-only racecar with the driving pleasure of a road car. As a result, while the S7 would be at home on any race track, it is also a car that can be driven with pleasure on highways, Autobahn and back roads.

“With the improvements made in gearing, engine tuning and aero, the S7 is not only easier to drive at ‘normal’ around town speeds, but also it’s more fun,” says Saleen President, Steve Saleen. But don’t expect less of the Saleen “attitude.” The S7, like every Saleen, is a product of Saleen’s strong racing heritage. “We wouldn’t feel we’d accomplished our mission if you didn’t come away from a drive around the block thinking the S7 felt like ‘a race car for the street,'” Saleen continued. “We designed it that way.”

Racing Successes

Unlike most exotic supercars, the Saleen S7 racing version, the Saleen S7R, has already proven itself on the international motorsports stage. During the past three years, the racing version has been on pole and set fastest race lap more than 50 times, has won nearly 40 races around the world and has captured eight different professional championships. This incredible record includes winning the prestigious 12 Hours of Sebring and setting a new track record at the famed 24 Hours of Le Mans.

Chassis, Suspension & Brakes

The S7 chassis and suspension incorporate decades of Saleen’s experience in racing, racecar construction and high-performance road car manufacturing. The Saleen S7 architecture begins with a space frame chassis to which honeycomb composite reinforcing is grafted. The body is autoclave carbon fiber.

Suspension is via fully independent unequal-length double wishbones with coil-over springs, lightweight aluminum dampers (shock absorbers) and stabilizer (anti-roll) bars front and rear. The uprights at each corner are CNC machined billet aluminum, flow-through designs.

Saleen-engineered Brembo-supplied lightweight aluminum six-piston mono-block calipers are fitted front and rear. The brakes are among the largest of any production car with 15-inch vented discs up front and 14-inch vented discs at the rear.

The Saleen-designed forged alloy wheels feature center locking wheel nuts with automatic safety locks. Sizes are 19 x 9.5 inches up front and 20 x 12 inches at the rear. The wheels are shod with ultra-high-performance Pirelli P Zero tires in sizes 275/30ZR19 front and 345/25R20 rear.

Engine & Drivetrain

Designed by Saleen engineers, the S7’s engine and drivetrain incorporate the latest in modern racing technology. The all-aluminum V8 engine casting was engineered by Saleen to displace seven liters, generating 575 horsepower at 5500 rpm and delivering 570 foot-pounds of torque at 4700 rpm. Redline is 6500 rpm. Space age materials and engineering are used throughout, including stainless steel valves, titanium retainers, beryllium exhaust valve seats, magnesium throttle body, Saleen-designed aluminum CNCmachined cylinder heads and a ceramic-coated stainless steel exhaust system.

An exclusive Saleen-designed Front Engine Accessory Drive (FEAD) system results in an extremely compact engine, allowing for better packaging and overall weight distribution. The V8 incorporates a unique Saleen-designed side-mounted water pump, extremely accurate belt-driven camshaft drive, and a Saleen-engineered dry sump oil delivery system.

The engine’s mid-chassis placement optimizes weight distribution and center of gravity, making room for an unusually tall engine that allows for a very efficient plenum arrangement. Air inducted by the roof air intake flows into a cold air box and then into an aluminum intake manifold with eight individual runners.

A Saleen PowerFlash™ performance computer, recalibrated for 2004, handles engine management. The ignition system is integrated coil-on-plug.

A new-generation six-speed transaxle, with a unique Saleen bell housing, transfers power to the wheels. The clutch is an organic/metallic 8.0-inch, twin-plate unit with hydraulic actuation.

Body Design

The S7’s beautiful shape was “designed” by the wind. Optimal aerodynamics and top speed performance objectives were achieved with extensive wind tunnel work. Targets included a low coefficient of drag, optimum drag-to-lift ratio, and extreme down force. The S7 has “full tray” body sculpting underneath.

Longtime Saleen design consultant Phil Frank then personalized and refined the aesthetics of the S7 to reflect modern supercar thinking. The gill-like ducting is, of course, fully functional. The autoclaved carbon fiber body panels incorporate advanced aerodynamics and include integrated split-channel airflow throughout the car, full underside air management, and advanced front tray and side skirt designs and an integrated full-body rear spoiler, replacing the wing used previously.

The mid-engine Saleen S7 has front and rear trunks and comes with Mulholland Brothers® custom-made, 3-piece, fitted luggage. In true supercar style, the doors open up and away from the body.

“When seen in person, the S7 has an amazing overall presence,” says Steve Saleen, founder and president of Saleen, Inc. “It’s quite long and wide, yet only 41.0 inches high, adding to its exotic appearance. We wanted to maintain a ‘form-follows-function’ look, but one that was esthetically beautiful as well. I really feel we’ve achieved both.”

Interior

As much care has been given to the creature comforts of the Saleen S7 as to its performance. Great attention was given to seating position. The car features asymmetrical seating, with the driver position moved slightly more to the center than the passenger. This improves the driver’s ergonomics, improves the side-to-side weight distribution, and allows the passenger side to have a narrower threshold. The S7 is unusually accommodating of tall drivers.

Seats and other interior surfaces are covered in elegant leather and suede. Air conditioning, power windows, adjustable pedals, a steering wheel that telescopes and tilts and an AM/FM/CD/DVD/TV systems are all standard (GPS is optional). The Saleen S7 also has one unique interior feature: a video “rearview mirror” – there is a small video camera inconspicuously mounted in the rear of the car.

Best-in-Practice Design

While the S7 is an American supercar, the vehicle itself reflects a “best-in-practice” philosophy, where Saleen has incorporated superior components from around the globe in order to manufacture the best vehicle possible. For example, the Saleen S7 uses Saleen-engineered/ Brembo-supplied brakes and Pirelli tires from Italy as well as numerous high technology pieces from companies located in the Midlands area of the United Kingdom, a region that is to motorsports what the Silicon Valley is to computers. Initial wind tunnel testing was conducted at the University of Glasgow in Scotland.

Designed and built at Saleen’s Irvine, Calif. manufacturing facility, the S7 is sold through a global network of Saleen-certified dealers specializing in exotic automobiles. The Saleen S7 went on sale at its introduction at the famed Monterey Historic Races in California on August 19, 2000, and the first production version was delivered in June 2002, and approximately 50 have been delivered to date. The Manufacturer’s Suggested Retail Price (MSRP) is $430,000.

RAW POWER IS DIVINE

By: NIKA ROLCZEWSKI on December 20, 2003
Original Article: TORONTO STAR (CANADA)

Saleen Offers Power For Mere (rich) Mortals

Driving God’s car, you would think that I could have found some divine intervention, but even a silver Saleen S7 – the same wheels actor Jim Carrey drove in Bruce Almighty – wasn’t going to free me from the hell of Montreal traffic.

Here I was, patiently awaiting just a short glimpse of roadway, thinking I would give my kingdom for a green light, a clear street and a road full of twists and turns.

Far as I may have been from sainthood and sports-car roads, I still felt like a god behind the wheel of the S7.

How could I not? At 104 cm inches high, it’s lower-slung than the new Ford GT, and its long, wide shape is punctuated by gaping air intakes slashed into its bumpers, sides and rear deck.

This is far from the glorified kit car I was expecting: up close and personal with it, I see smooth lines and minimal gaps – quality that suggests this hand-built car is made to robotic production-line standards.

On the one hand, Montreal’s posh, party-loving rue Crescent isn’t really the place to be driving a $600,000 Le Mans-engined exotic that you’ve spirited away from its Canadian unveiling.

On the other hand, why not be a show-off?

The S7’s 349 km/h top speed, and the 7.0 L V8’s ability to propel the S7 from 0 to 100 km/h in 2.9 to 3.3 seconds, is as much symbolic as it is real. You may floor the gas once or twice off the track to experience that heavenly sensation, but the real fun bit is telling your friends – and the bystanders that gather wherever you park – about it.

Besides, full throttle in the S7 is not for the inexperienced. Unlike some other high-end exotics these days, it isn’t adorned with driver aids – Saleen considers them mere bells and whistles that make us better drivers than we are – so there’s no ABS, no traction control, no paddle shifts, just pure muscle pulsating under that reptilian skin.

The all-aluminum powerplant pounds out 550 hp at 6400 rpm. The intergalactic gearing isn’t set up for city driving, and the clutch – already replaced in this copy from loading and unloading during short bursts of driving – is very heavy.

As for the brakes, at a red light, I experience full wheel lockup with a brush of the pedal. If you want fluff, go elsewhere, because the S7 is a driver’s car, and an experienced driver’s car at that.

On the street outside, well-dressed executives strain to look into the low, low car. I labour to elegantly enter and exit its simple gray interior. Doors that swing up and my mature bones make this a daunting task.

The big, voluptuous body draws stares on the street; I hear whispers of “What is this?” in several languages.

Passersby peer inside to discover a fairly pedestrian interior: just enough Mazda- and Ford-sourced knobs and buttons for the air conditioning, radio and the car’s one bit of high-tech wizardry, a camera to aid the view when you back up.

But who cares what’s behind us? In a car this fast, it’s the visibility out front that matters – and it’s fine.

The S7 comes from Saleen Inc., which for almost 20 years has engineered modifications for many Ford road cars and built award-winning race cars.

The Californian-born S7 road car was unveiled in August, 2000, to an appreciative audience of enthusiasts and racers. Shortly after, its maker, Steve Saleen, announced plans to race a competition version in the latter half of 2000’s American Le Mans Series.

The car did respectably well on the track, and since then, magazines have compared the road version to exotics such as the Lamborghini Murcielago. While it’s lacking in racing pedigree and brand prestige, the S7 has held its own. The first delivery was made in July, 2002.

There are, says Joseph Gambieri of Auto Bugatti in Montreal, the S7’s sole Canadian distributor, a select few buyers who want a $395,000 (U.S.) supercar with all the qualities common to that exalted category.

Although a hard-core Italian car fanatic, he acknowledges that the S7 is “a great car – for half the price of a Ferrari Enzo. Stupid fast and crazy. One test drive and it can sell itself.”

Unlike the Enzo, for instance, it spoils its drivers with power windows, locks and mirrors. There’s a six-disc CD changer to go with the lightweight, six-piston Brembo brakes and the stiff-shifting transmission.

This is a car that you can get comfortable in.

But, in true Le Mans-racer style, the S7 also reeks of testosterone and hard-core, track-inspired authority. There are no names etched on a manifold to boost Saleen’s ego, but the car’s predatory nature is evident in its design and in the way the engine delivers its power.

At low speeds, the ride isn’t bad; someone in the crowd chuckles that it’s like having a beautiful and intelligent woman that can cook. I guess what he means is that the S7 has it all – passion, performance and driveability.

If you want a fancy name, go for a Ferrari or a Lambo. But if it’s a raw, almost animalistic quality in a car that you’re after, go Saleen.

Just 300 to 400 will be built in a five-year span; the carbon-fibre body manufactured in Britain rings in at around $100,000 (U.S.) all by itself. Order an S7, and a dedicated team will need three months to build it, start to finish.

Clearly, this exclusivity speaks to some people: two S7s will be arriving in Canada in the next few months.

Another honk of a horn, more double-parked cars and a crazy Montreal driver’s kamikaze move bring me back to reality.

I wonder how Bruce Almighty parted the sea of cars. How much more he could appreciate this beast than I can, stuck in this gridlock.

Then again, he was God, and I’m just a mere traffic-bound mortal.

Maybe one day, I’ll get the opportunity to drive this car the way it was meant to be driven. But there isn’t a chance in hell… this time.

Nika Rolczewski is the founder of www.racerchicks.com.