Tag Archives: S7

Editorial

WILD HORSES: SALEEN S7S, MODIFIED MUSTANGS

By: GERRY MALLOY on August 31, 2002
Original Article: TORONTO STAR (CANADA)

Supercar, Muscle Car Combo Drives Early Racing Success

Steve Saleen stunned the automotive press at the Monterey Historic Races at Laguna Seca when he not only announced that he was going into the supercar business, but unveiled a sleek prototype.

That was two years ago. Much has happened since.

The high-performance, mid-engined supercar is the purest form of the modern automobile.

Exemplified by such exotica as the Ferrari F50, Lamborghini Murcielago and McLaren F1, it is a barely tamed race-car, adapted for use on the street.

Predominantly a product of Europe, the genre has been the subject of numerous North American concept cars. The few attempts that have been made to build and market such cars on this continent have ended in ignominy.

Saleen aims to break that pattern. If anyone outside the Big Three can do it, he is probably the one.

He is already well on his way. When I visited the Saleen assembly plant in Irvine, Calif., his fabricators were working on chassis number 19 in the company’s S7 lineage.

Not only does he have the facilities and expertise to achieve his production goal of 15 to 20 vehicles a year, he has the critical mass to support it; he is also building 20 Saleen Mustangs a week in the same plant.

Total production of those highly modified Mustangs has approached 10,000 units over the 19 years since he began the business.

Saleen himself is a racer at heart. He competed in everything from autocross and Formula Atlantic to Trans-Am and Indy cars.

He is a businessman, with a degree from USC and a flair for promotion. He is the most successful private North American auto manufacturer in modern history.

Because most of his creations are Mustang-based, many regard Saleen as little more than a tuner. But the changes he makes to the Mustangs are such that the cars must be individually certified for both emissions and crash-test performance.

So Saleen’s operations are afforded full-fledged manufacturer status.

Everything about his 14,000-square-metre plant, located in the heart of California’s aerospace and automotive community, supports that designation.

The Mustangs are disassembled as they arrive from Ford, then they go on dollies through a 13-station assembly line, each with its own team and tasks, for reconstruction.

Saleen supplies three body styles: coupe, roadster and speedster for each of three models, designated S281, S281 Supercharged and S281-E.

The number 281 derives from the displacement, in cubic inches, of the Ford 4.6-litre SOHC V8 that serves as a base for modification.

In S281 trim, the Saleen engine is rated at 285 hp. Adding a supercharger bumps that figure to 365, and the E-model raises it again, to 425 hp and 440 lb-ft of torque – which is delivered through a six-speed, quick-ratio manual gearbox.

Suspension, drivetrain, brakes, interior, wiring, front and rear fascias, hoods, and, in some cases, even external body panels, are replaced by Saleen-designed and, in many cases, Saleen-produced components.

Many of the cars are fitted with full roll cages.

A separate finishes-and-composites division, soon to be integrated into the main plant, is responsible for manufacturing many of those parts, and for finishing them and the cars themselves in a range of exclusive and evocatively-named Saleen colours, including Lizstick red, named for his wife.

The combined operations employ more than 150 people, including a support team for Saleen-owners’ many racing efforts.

The success of Saleen’s Mustangs on the track have pushed him and his cars into the limelight, and supported the success of the manufacturing business..

The real excitement these days lies on the other side of the shop in the eight race-car bays where the exotic S7s and S7Rs (the racing versions) are assembled.

Developed with Ray Mallock, a British race- and specialty-car builder of considerable repute, the original protype supercar was as stunning as its Laguna Seca announcement.

Long and low, with the engine amidships and air vents everywhere (every one with a purpose, Saleen says), its silhouette showed the influence of cars such as the Jaguar XK 220 and Lamborghinis and Bugattis.

But it had its own distinctive form.

It remains powered by a 7.0-litre, OHV V8, which had its genesis as a Ford service-parts aluminum racing block, but is now all-Saleen.

The engine is rated at 550 hp at 6400 rpm, and 525 lb-ft of torque at 4000 rpm – more in racing trim, and more than enough to make it a supercar.

Just as impressive are the rest of its credentials, which resonate pure race car: lightweight tubular-steel space frame with aluminum honeycomb structural panels; carbon-fibre body panels; double-wishbone front-and-rear suspensions; six-speed transaxle; and gigantic Brembo brakes.

Some members of the automotive press, who had seen such hopes raised and dashed before, dismissed the idea as a publicity stunt or a dream.

Saleen made believers by fielding a racing version of the prototype – which showed considerable promise – before the end of the year.

In 2001, an S7R won the 12-hours of Sebring, beating GM’s Corvette C5-Rs, qualified on the GTS class pole and finished on the GTS podium at Le Mans, and propelled lead driver Terry Borcheller to the ALMS GTS driver’s championship, beating out Ron Fellows (who’s dominating this season).

Saleen S7Rs won four separate championships in Europe and North America in their first full year.

Some people, Saleen says, have suggested that he is in the production car business just to support his racing habit – a motivation Enzo Ferrari openly admitted. But he claims it is the other way around; he races to support his production car business.

The production cars reflect this. They have high quality materials throughout, impeccable workmanship and a host of premium features, including a custom-fitted driving seat, an integrated DVD/GPS/TV/NAV-system, and custom-fitted luggage by Mulholland Brothers.

Would you expect less for US$395,000? Automobiles Bugatti of Montreal has been appointed Canadian distributor for the S7, which, Saleen says, will comply with all Canadian regulations, but price and delivery details have yet to be determined.

Press Release

SALEEN S7 TO APPEAR AT WOODWARD DREAM CRUISE

A Celebration of Cars, Music and Cruising Oldies

Birmingham, Mich., August 16, 2002 — The first road going Saleen S7 mid engine supercar will make an appearance at The Woodward Dream Cruise on Saturday, August 17, 2002.

The mid-summer Woodward Dream Cruise is a celebration of the cars, the music and the memories of cruising in the Fifties and Sixties on Woodward Avenue in Detroit, the city that put America on wheels.

The Lizstick Red S7 will be on display along with five specially painted Saleen Mustangs for the cruise and a collection of legendary Saleen Mustangs from the Saleen Owners and Enthusiasts Club at the Saleen/Jerome-Duncan Ford hospitality area located at Papa Joe’s Market, 34244 Woodward Ave., Birmingham, Mich. 48009 (east side of Woodward just South of Maple). Cars will be on display from 7am to 11pm.

The Saleen S7, America’s first true supercar, competes with the fastest, quickest, best handling and most exotic sports cars in the world. It is designed, engineered, manufactured andmarketed by Saleen, Inc., a high-performance vehicle manufacturer headquartered in Irvine, Calif.

The S7 is powered by Saleen-designed all-aluminum 7Iiter V8 generating 550 horsepower at 6400 rpm and delivering 520 foot-pounds of torque at 4000 rpm. And in true supercar fashion, the S7 is capable of speeds exceeding 200 miles per hour, with a zero-to-60 time of less than four seconds.

The Lizstick Red Saleen S7 at the Woodward Dream Cruise is owned by Jerry and Kathy Ritzow of Milwaukee, Wisc. , who will be special guests of Saleen for the weekend.

Product Review

S7th HEAVEN

By: MARK VAUGHN on July 2002
Original Article: AUTOWEEK, VOL. 52, ISSUE 27

But can heaven wait any longer for a Saleen S7 street car?

Yes, it’s a great supercar, how could you expect anything else from the very same chassis, heck, almost the very same car that won the 2001 ALMS GTS championship and a host of other real race titles? No, it’s not as smooth, supple and ergonomically cozy as Ferraris, Lamborghinis or other supercars, far from it. But on tight, winding roads and around racetracks with lots of turns it works better than almost anything you can put a license plate on. It is a race car for the street, and despite all the other carmakers that have come before claiming to have a race car for the street, this one really is.

Or it will be real soon. Before we get to how much fun this is to drive, and it is fun, we have to ask that supercar question that has always plagued supercars: Will the things ever get here? The street versions, that is.

Since the S7’s unveiling at the Monterey Historics on Aug. 19, 2000 (reminder, that year the Historics featured Maserati, as opposed to Bentley last year and Corvette next month), we’ve been given several delivery dates. We’ve been promised and promised like an abused boyfriend in a dysfunctional relationship that S7s would be in customer hands, and-at this writing-still there is none. Well, there is one, the keys of which were handed over to Jerry and Kathy Ritzow of Milwaukee during an elaborate ceremony at Saleen headquarters June 6. But that car and all the other theoretical S7 street cars still hadn’t passed all the certification hurdles necessary to hang a license plate on the back and drive to Taco Bell. When this story went to press the S7 was scheduled to complete its final certification, a cold-start emissions test, on June 22. For your review, here are the promised S7 delivery dates with their accompanying (paraphrased) reasons given us that the cars weren’t done:

  • First date: “The second quarter of 2001.” Reason we got no S7s then: “I meant race cars.”
  • Second date: “Fall 2001.” Reason we got no S7s then: “We were real busy with lots of other stuff.”
  • Third date: “March 2002.” Reason we got no S7s then: “Did I say March?”
  • Fourth date: “July 2002.”

This time for sure! Full production of the street cars will be up and running by the end of July, Steve Saleen promises. He even showed us a flat, empty cement area in Saleen world headquarters that will serve as the assembly line. And if a flat, empty cement area isn’t proof enough for you skeptics out there, well, we can’t help you.

But we know street cars will be coming. How? Because the street S7s are necessary if Saleen wants to keep racing his S7Rs. And he will do darn near anything to keep racing. Saleens are currently banned from FIA GT Cup competition because Saleen hasn’t delivered any street-legal vehicles. The cars carry a weight and restrictor penalty in ALMS competition for the same reason, though the penalty has been lessened recently because Saleen keeps convincing organizers that he really, truly intends to start making street cars. ALMS competitors gripe that while Corvette makes 30,000-plus street cars and Viper over 1000 a year, Saleen has made no S7s other than S7Rs. Saleen says that the Corvettes and Vipers on the racetrack bear precious little resemblance to any Corvette or Viper he has ever seen. The argument continues.

All technicalities when you’re behind the wheel of the “street” S7, which is a major blast to drive.

Oh man.

With unequal-length aluminum A-arms and unheard-of-for-a-street-car tires (Pirelli P Zero 275/30ZR-19s in front and 345/25ZR-20s rear), the car grips like a Hoover vacuum cleaner on a fur ball. The torque band is so flat and wide that the six-speed transmission doesn’t seem to care what gear it’s in. The disc brakes are 15 inches in front and 14 inches in the rear (yikes!), made by Brembo to Saleen specifications. The thing feels like a Group C car or, more precisely, the ALMS GTS car it is.

Here are the facts: The basic layout and almost all the details of the street car are just about exactly the same as the race car. Start with the monster 7.0-liter aluminum-block V8 that is the heart of the whole beast. That engine traces its roots back to big desert racing trucks of SCORE. It has torque, it has horsepower, it has unstoppable growl. In its current form it sits longitudinally just behind the cockpit, putting out 550 horsepower and 520 lb-ft of torque, both at 6400 rpm. The race engine makes 600 horsepower and 550 lb-ft of torque at the same engine speeds.

The torque comes on low in this two-valves-per-cylinder mill. Each stainless-steel valve is controlled by a hydraulic roller lifter and a roller rocker. The race car gets solid rockers and titanium valves. Both race and street engines are topped with eight vertical air intake trumpets stacked directly on top of the plenum like an old Can-Am powerplant. The heads are CNC-machined aluminum. Pistons are forged aluminum and the rods and crank are forged steel.

The transmission is a six-speed manual mated to a 3.22:1 final drive ratio with a limited-slip differential. The race car uses a viscous differential.

The powertrain is nestled in a 4130 alloy steel space-frame chassis with honeycomb composite panels. The body panels are carbon fiber baked in an autoclave. The whole thing weighs 2750 pounds in street trim, 2530 pounds in race. That gives it an unbelievable power-to-weight ratio of 1:5 in the street car and 1:4.22 in race trim. A Lamborghini freakin’ Murcielago (AW, June 17) is 1:6.93.

Great jumpin’ catfish.

We drove both an S7R on a racetrack and, later, what was described as a pre-production prototype S7 street car in the hills north of Santa Barbara, California. There was little significant difference between the two. The race car had a ride height that put it two and a half inches off the ground while the street car rode four inches above the pavement. The race car had electronics bolted inside the cabin, a racing seat and a racing radio in place of the S7’s finished interior and six-disc CD player, but otherwise there was little difference.

Our turn in the race car was limited to five laps around the Streets of Willow, a tight, curvy track near Edwards Air Force Base in the Southern California desert. We were limited to five laps at Willow both because of time constraints and to reduce the likelihood of smacking the thing up. The race car belonged to Park Place Ltd., which fields a winning team in the ALMS, and they needed it.

It was mighty tight inside for a six-foot-tall driver, but a race car doesn’t need to be spacious; any space in a race car immediately gets the preface “wasted.” The seat and pedals have to be fitted for each driver, and a change-over fitting later in the day for some gangly six-foot-four-inch colleagues took 45 minutes of pedal adjustment.

The engine sounded full-throat blasty at ignition, but with the clutch controlled by non-racer feet, it stuttered out from a stop before opening up nicely on Willow’s short straight. The race car’s 600 horsepower gets lost in its 550 lb-ft of torque. Since it doesn’t come on gradually or hit a sudden peak as it would in a turbocharged or nitrous-fed engine, there’s nothing immediately obvious to compare it to. All that power and torque are just there all the time. It’s a mountain of force. Saleen claims a 0-to-60 time of less than four seconds and a top speed of “200-plus” mph. Murcielago numbers, using a little less power and a lot less mass.

The shifter in the S7R is a quick, race-type box that also takes a few turns to get used to, but shifting seems almost unnecessary with power and torque curves this wide.

In some race cars, sports prototypes for example, the most impressive thing is the brakes, especially if they’re carbon fiber. These brakes are very good, vented aluminum discs 15 inches in front and 14 in the rear, no doubt designed to last 24 hours at Le Mans. But the most impressive thing about driving the S7R was its cornering ability. Pushed hard into a wide, fast turn at Willow, the car just held on like it was entering another dimension. Your body’s not used to that much side force and has to readjust. The Saleen press kit says with ground effects in full use at 160 mph the S7R “could be driven upside down and still maintain contact with the road.” They mean driven like on the roof of a tunnel, not sliding along on its roof, though that would work, too.

The street car was very much the same as the race car. The finished interior was a little nicer, might be more comfortable on a date for instance, but was similar in performance. Our street-car drive being in a prototype meant some quirks were to be expected. The speedometer didn’t work, for one (Saleen says the gauges are made in China and are being sent “by slow boat”), interior trim pieces weren’t connected all the way and the steering wasn’t hooked up. Yes, the steering wasn’t hooked up, at least not properly. That was a bit disconcerting.

When we pointed out what felt like loose steering to a Saleen engineer, he spoke about the very close relationship between racing and the street, about making compromises and finding the right balance of performance and comfort, about many things, none of which had to do with part of the steering not being hooked up. At more than 100 mph, with the car wandering around on the road, we figured maybe the caster was just set for lower resistance or something. At the end of our first day’s drive in the street car another engineer tried it out and said something like, “My God, there’s something wrong with the steering!” We got back in the car a few days later and it cornered almost like we remembered the race car. (Note to self: Don’t say “loose” or “not hooked up” when talking to chassis engineers. Say “broken.”)

On our second drive, Steve Saleen himself was riding shotgun. With the car assembled properly it was a brilliant, if somewhat rattly ride. Though the chassis is rigid thanks to its steel space frame, NVH is not a strong point. It’s not anywhere near as bad as a Consulier, but the Consulier did come to mind. Other beefs: The shifter was recalcitrant about going into first gear at stoplights; the pedals are so close together we drove the street car with bare feet and wished we’d driven the race car that way; and the rear glass, positioned vertically right behind our heads, reflected the oncoming traffic in the rearview mirror, which was terrifying for a little while until we got used to it.

But we could spin the tires off the line and slot through corners all day long. Everything else in front or behind simply dove out of the way. The street car was as much fun as the race car, and that was a lot of fun.

“It’s addictive, isn’t it?” said Saleen.

It is. But at $395,000, it is an expensive addiction. The price, the car’s performance and the wild dimensions of the S7 (it’s 41 inches high, for instance) put it in a very elite class. Cross-shoppers will be looking at Murcielagos, Ferrari FXs and Porsche Carrera GTs. Those guys can afford to cross-shop. And if they’re willing to wait for an FX or Carrera GT, well, why not wait while Saleen gets a factory up and running?

We’d like to be those guys. Except for that part about waiting.

Press Release

CHAMPAGNE RECEPTION ACCOMPANIES DELIVERY OF FIRST SALEEN S7 ROAD CAR

“A Lady in Red” Makes a High-Performance Debut

IRVINE, Calif., June 6, 2002 – At a champagne reception today at the Saleen World Headquarters, President Steve Saleen handed over the keys to “a Lady in Red,” the first S7 road car, the beautiful mid-engine, exotic supercar produced by this American auto maker, to owners Jerry and Kathy Ritzow.

For the past year the S7 has been burning up the road circuits of America and Europe, winning four different GT Championships during 2001, a remarkable feat for an all-new car. And while the S7 continues its winning ways in 2002, and is set for a repeat appearance at the most prestigious endurance race in the world, the 24 Hours of Le Mans, where it placed third in class last year, the key ceremony is the fulfillment of a promise made by Steve Saleen at the very beginning of the S7 project.

“We will race the S7,” Saleen said, “because much of what we have learned about how to make a better performing Mustang for the street came from our racing. We will apply similar lessons from the S7 in competition to the street version we will produce.”

Manufacturing and marketing a fully DOT and NHTSA certified automobile isn’t easy and this is especially true of a small manufacturer like Saleen. But Saleen has been doing just this with his high-performance Mustangs since 1994.

“Some people don’t realize, Steve continued, “that the Mustangs we sell are certified for sale in all 50 states. That’s why the delivery of this car to Jerry and Kathy is such an important step for this company. No one else in America has done what we have done: Start with an initial concept and build a ground-up fully certified mid-engine supercar.”

“Besides being drop-dead gorgeous and offering incredible performance, we believed in Steve’s commitment to the S7 by being the first to put down a $100,000 deposit with our S7 dealer, Motorcars International,” said Jerry Ritzow. He and his wife live in Milwaukee, Wisconsin where Jerry founded an aquarium manufacturing company in 1967, which has grown to be the largest in the world.

Jerry has always been interested in fast cars, but during the last 10 years the interest has turned into a serious hobby. “Kathy and I both enjoy cool cars,” Jerry says, “and we’ve added a number of them to our collection over the last several years.”

In addition, Jerry has attended a number of racing schools including Buck Baker for stock car racing, Skip Barber for road racing and the Frank Hawley drag racing school.

Obviously, the first of many S7 to come has been handed over to four very enthusiastic and competent hands.

Photo available at http://racingpr.com using the User Name “Saleen” and the Password “Saleen”

Automotive News

STREET SALEENS ON TRACK

By: N.A. on April 1, 2002
Original Article: AUTOWEEK, VOL. 52, ISSUE 14

Saleen says it will have no trouble producing 12 road-going (as opposed to racetrack-going) S7s required by the Automobile Club de l’Ouest for homologation in time to race without weight and intake penalties May 19 at Sears Point.

Saleen says it has 16 S7s in existence now, all of which could be converted to “road cars” to meet ACO rules requiring manufacturers to produce at least 12 road cars to qualify for Le Mans. Because ALMS uses the same rules as ACO, S7Rs in the Sebring ALMS race ran with 70 kilograms (154 pounds) of ballast and 15 percent smaller engine air restrictors.

Saleen claims the first S7s will be in customer hands before the press launch of the road cars May 10. The company says all U.S. government certifications are currently complete on the car except EPA emissions, which will be done in April.

Press Release

BARRETT-JACKSON CLASSIC CAR AUCTION DEFIES ECONOMIC UNCERTAINTIES WITH $26.9 MILLION IN SALES

The Classic Car Market Barometer Sets Eight World Records

SCOTTSDALE, Ariz., Jan. 22 /PRNewswire/ — There was little evidence of a recession in Scottsdale, Arizona, this past weekend as a record number of car collectors and enthusiasts from around the globe descended upon the Barrett-Jackson Classic Car Auction, presented by Dodge-Chrysler-Jeep.

An unrivaled selection of historic racecars, award-winning street rods and muscle cars, European sports cars, and American classics were sold on the auction block at the 31st annual edition of what is internationally recognized as the barometer of the industry, and tagged as “The World’s Greatest Classic Car Auction.”

According to Barrett-Jackson President Craig Jackson, this year’s sale clearly demonstrated it was a seller’s market. “Our bidders showed us they are prepared to pay top, and in some cases world record prices, for the very best quality cars,” said Jackson.

Throughout the four-day auction, capacity crowds watched as prices paid on the auction podium skyrocketed and bidders dueled it out over an unparalleled selection of collector cars. “This year’s auction saw top prices paid in nearly all categories of cars,” commented Jackson. “We continued to realize unprecedented prices for high quality hot-rods, and also exceeded a number of previously established world record prices for certain other car models,” continued Jackson.

Record prices were achieved for a 1956 Ford Thunderbird at $109,080; a 1970 Chevrolet Chevelle LS-6 convertible at $172,800; a 1965 Chevrolet Corvette L-78 Roadster at $124,200; and a 1958 Chevrolet Impala Convertible at $86,400. An award-winning 1932 Ford Hi-Boy Roadster known as “Black Jack” topped the extensive list of significant hot rod sales with an unmatched price of $172,800.

Of the nearly 800 cars, and an extensive collection of racing memorabilia consigned to the auction, an impressive 86% of the lots were sold, pushing total sales volume to an unprecedented $26.9 million. The results exceeded last year’s record-breaking auction.

Legends from the motor racing world including Bobby Unser, Danny Sullivan and Parnelli Jones, together with Arizona Diamondback’s Cy Young Award winner Randy Johnson, joined television stars Tim Allen and Mark Harmon at Barrett-Jackson as record prices were achieved on the auction block. Baseball Hall of Fame’s Reggie Jackson, together with Cecil “Big Daddy” Fielder were both on the auction platform when avid collectors snatched up each of their rare Chevrolet Camaros. The $48,600 paid for Fielder’s 1969 Camaro COPO was eclipsed by “Mr. October’s” 1967 Camaro COPO that commanded $78,840. A record price was also paid for another example of the soon-to-be-discontinued Camaro, when a collector paid $118,800 for a 1967 Chevrolet Camaro SS Yenko.

The top price paid on the auction block went to the 2000 Saleen S7 Factory Prototype at $432,000, followed by a 1966 Ford GT40 used in the MGM movie “Grand Prix,” at $405,000.

All one hundred and fifty lots from the Race Rock Las Vegas restaurant, a one-of-a-kind automotive collection of race cars and rare racing memorabilia from every form of motorsport, brought over $520,000.

A one-of-a-kind Dodge “American Spirit” Viper Roadster was auctioned at No Reserve for $80,000 with all net proceeds going to benefit the DaimlerChrysler Help the Children Fund. This fund was established to help the children of victims from the events of September 11th.

The Barrett-Jackson auction is an automotive lifestyle event that continues to be one of the most influential worldwide drawing Hollywood celebrities, sports stars, legendary race car drivers, and serious collectors. The auction was also televised live for two days on the Speedvision / Speed Channel television network.

Each year the Barrett-Jackson Auction reaffirms its leadership position in the collector car market by elevating consignment standards, breaking annual records, and serving as the barometer for market trends. A listing of the sales prices can be found at http://www.barrett-jackson.com/auctionresults/byevent.asp and images of the cars sold at the Scottsdale auction can be found on the Barrett-Jackson website at www.barrett-jackson.com . The 32nd Annual Barrett-Jackson Classic Car Auction is scheduled for January 15th – 19th, 2003.

For further information, please contact: Timothy McGrane of Barrett-Jackson Auction Company, +1-480-421-6694, ext. 118, emedia@barrett-jackson.com.

SOURCE Barrett-Jackson Auction Company

Editorial

PAST DUE NOTICE

By: MARK VAUGHN on May 8, 2014 at 4:56 am
Original Article: AUTOWEEK, VOL. 51, ISSUE 54

Where are those Saleen S7s, anyway?

When we put the Saleen S7 on our cover (AW, Sept. 25, 2000), Steve Saleen told us the cars would be ready for delivery by “the second quarter of 2001.” Now, here it is a week away from 2002. Has anyone seen an S7 driving down any city street? No they haven’t, not unless that city street was bordered in concrete and fence to masquerade as a racetrack. Nor did we see street cars at a promised press intro last July. So what happened?

Saleen insists the project is on schedule and S7 supercars will be in dealer showrooms by March ’02. When he gave the original delivery date, he says, he didn’t mean just street cars; he meant race cars, too, and there are S7R race cars competing. Four Saleen customer teams won four championships in 2001, the S7’s first full year of competition, from the FIA Spanish GT to the ALMS GTS drivers’ championships. Impressive, but still none are being valet parked.

“We’re probably running about six months later than what we had anticipated [on the street car],” said Saleen. “Which is somewhat normal, I guess.”

Here’s how that happened: When the Saleen team went to test for the Rolex 24 Hours of Daytona a year ago, race car customers came out of the wood-or rather, carbon-fiber-work. So the attention Saleen intended to devote to developing a street version S7 instead went toward making race cars. That, and Saleen had to set up a dealer network. And add content to the street version. And work out “all the nickel-dime issues.” And crash an S7 for the Feds (successfully). And tune the engine to meet EPA standards (he expects U.S. certification in a month or two). And consolidate operations in a new building. And launch the S281-E Mustang. And put out the dog and bring in the cat.

He’s been busy.

What got this question raised is that the prototype S7, the one shown at the Monterey Historics in 2000, is for sale at the Barrett-Jackson Scottsdale auction Jan. 16-20, 2002. But that car is not legal for the street. The prototype is being offered by a Saleen dealer who convinced Saleen to let him buy it. The dealer, Park Place Ltd. of Bellevue, Washington, expects it to go for more than $500,000, citing “historical value potential.”

And there are two other things. The street car’s price that was originally $375,000 is now $395,000, an increase Saleen says was requested by dealers. Saleen’s race cars look like they’ll be legal for another run at Le Mans and another season in ALMS. However, the FIA, the international racing governing body, will almost certainly ban the car because of the firm’s failure to build-homologate-production cars (AW, Dec. 10).

We’ve been led down this supercar path before, a path paved with amazing performance claims and ever-changing price tags, by guys like Weigert, Bricklin, Mosler, Shelby and DeLorean. We always go along because it’s such a cool path. Like an abused spouse in a dysfunctional relationship, we want to believe this time we really will go 0 to 60 mph in less than four seconds, hit a top speed of more than 200 mph and find cars in showrooms all across America at the original price.

Predictably, Saleen bristles at any parallel between him and failed supercar makers who have come before him. Saleen has a proven track record of building more than 8000 cars, he says. He has strong financial backing from a major automotive supplier. He’s not selling stock options (though Saleen says 41 customers have handed dealers $100,000 to make an order, with an undisclosed portion of that going to Saleen. Of that, dealers say 29 deposits are for street cars). He claims to have 95 percent of the tooling ready. He has a 150,000 square-foot industrial monolith in Irvine, California. He has CAD-CAM machines and computer guys clacking away at the keyboards. And there is no outcry (yet) from dealers or customers demanding their S7s, as there was with the Shelby Series 1 and other supercars. In fact, almost all the dealers we spoke with were happy with Saleen.

“I have no problem with them being late,” said Steve Serio of Aston Martin of New England. “The first Vanquish we got was a year late. If it [the S7] is being pushed back to make sure it’s finished right, that’s fine. I’d rather have it arrive in one beautiful piece.”

But come March-really, a short three months away-we expect to see S7s in showrooms and to drive one legally registered for the street. We want to believe, we really do. Because this time it really is going to be different. Isn’t it, Steve?

Press Release

200 MPH SALEEN S7 REACHES 60 IN UNDER 4 SECONDS

First American Supercar to Be Offered at Barrett-Jackson Auction In Scottsdale, AZ.

SCOTTSDALE, Ariz., Nov. 15 /PRNewswire/ — The original factory prototype Saleen S7 supercar will be offered for sale at the 31st Annual Barrett-Jackson Classic Car Auction in Scottsdale, AZ, January 16th – 20th, 2002.

Saleen, Inc., a specialty vehicle manufacturer for 18 years, created the first true American supercar to take on the most exclusive cars in the world with the launch of the Saleen S7. Conceived to combine the performance of a track-only racecar with the driving pleasure of a road car, the S7 incorporates the very best in modern racing motor technology with the best in luxury and creature comforts.

Introduced in August 2000 at the famed Monterey Historic Races, the original Factory Prototype #0001 was used to announce the Saleen S7 road-going supercars and the Saleen S7R racecars.

The aerodynamic carbon-fibre body, tube frame construction, 200 mile-per-hour road going supercar features an aluminum 7-litre engine putting out 550 hp and capable of 0 to 60 in under 4 secs.

The 31st Annual Barrett-Jackson Classic Car Auction, presented by Dodge-Chrysler-Jeep, will be held January 17th through January 20th 2002 at WestWorld in Scottsdale, Arizona. An updated listing and images of the cars consigned to the auction can be found on the company website at; www.barrett-jackson.com .

For further information, please contact Timothy P. McGrane of Barrett-Jackson, +1-480-421-6694 ext 125, emedia@barrett-jackson.com.

Press Release

EXIDE TECHNOLOGIES NAMED EXCLUSIVE BATTERY SUPPLIER FOR SALEEN S7

EXIDE SELECT ORBITAL THE BATTERY OF CHOICE FOR AMERICAN SUPERCAR

PRINCETON, N.J., June 15 /PRNewswire/ — Exide Technologies (NYSE: EX), the global leader in stored electrical energy solutions, has signed an agreement to supply Exide Select Orbital(R) batteries to Saleen, Inc. Based in Irvine, California, Saleen specializes in the manufacture of high-performance vehicles for street and track; produces and markets a broad line of performance parts; and provides design, engineering and certification services. As a battery supplier to Saleen, Exide Technologies will provide the original-equipment batteries for all Saleen S7 street and racing vehicles.

The agreement calls for Exide Technologies to supply the Exide Select Orbital(R) — the world’s only original-equipment approved spiral-wound lead-acid battery — for use in Saleen’s top-of-the-line vehicles, including the Saleen S7, an American supercar, and the Saleen S7R, the racing version of the S7. Further, Exide Technologies will be an associate sponsor of the Saleen/Allen Speedlab race team starting with the prestigious 24 Hours of LeMans event on June 16 and 17. And Saleen will specify the Exide Select Orbital(R) as the preferred replacement battery for all Saleen S7 vehicles.

Saleen offers a full line of consumer vehicles as well as a wide array of parts and accessories designed for improving performance. Saleen’s S281 naturally-aspirated and supercharged models, available as coupes, convertibles or speedsters; the XP8 Performance Utility Vehicle; and the race-bred SR coupe are mainstays of the company’s high-performance vehicle line.

The crown jewel of Saleen’s vehicle lineup is the 2001 S7 supercar, one of the most exotic supercars in the world, capable of speeds exceeding 200 miles per hour, with a zero-to-60 time of under four seconds. The Saleen S7 redefines high-tech and modern racing technology with its 7-liter V-8 engine, advanced suspension system and aerodynamic design.

“We chose the Exide Select Orbital(R) because it is the only spiral-wound, sealed, absorbed glass mat lead-acid battery that has withstood the rigors required for original-equipment certification,” said Steve Saleen, Founder and President of Saleen. “In addition, Exide Technologies supports its products with a high-quality global service network.”

The Exide Select Orbital(R) features a highly efficient design and construction of tightly wound plates that provide unparalleled power among conventional automotive batteries. It holds its charge longer — and has a shelf life three times longer — than conventional batteries. The battery can be recharged in a fraction of the time, has greater power output and resists vibration better than any other lead-acid battery. Because the Exide Select Orbital(R) is completely sealed, it eliminates leaks and spills. It is extremely resistant to vibration, heat and cold and offers greater safety because it contains no free liquid electrolyte and does not produce gas.

“The Saleen signature on a vehicle signifies the state-of-the-art in design, performance, engineering and manufacturing,” said Craig Muhlhauser, President and Chief Operating Officer of Exide Technologies. “The Exide Select Orbital(R) is the only spiral-wound, sealed, absorbed glass mat lead-acid battery in the world that can meet these exacting, high-performance criteria for the Saleen vehicle line.”

Note:
Exide Technologies is the global leader in providing electrical energy storage solutions. The company has operations in 89 countries, serving the industrial and transportation markets.

Industrial applications include network-power batteries for telecommunications systems, fuel-cell load leveling, electric utilities, railroads, photovoltaic (solar-power related) and uninterruptible power supply (UPS) markets; and motive-power batteries for a broad range of equipment uses, including lift trucks, mining vehicles and commercial vehicles.

Transportation uses include automotive, heavy-duty truck, agricultural, marine and other batteries, as well as new technologies being developed for hybrid vehicles and new 42-volt automotive applications. The company supplies both aftermarket and original-equipment transportation customers.

Further information about Exide Technologies, its financial results and other information can be found at www.exide.com .

Media contact: Tim Yost, 734-827-3282; tyost@exideworld.com
Investor contact: Thomas J. Smith, 609-919-4946, tsmith@exideworld.com.

Certain statements in this press release may constitute forward-looking statements as defined by the Securities Litigation Reform Act of 1995. As such, they involve known and unknown risks, uncertainties and other factors that may cause the actual results of the company to be materially different from any results expressed or implied by such forward-looking statements. These are enumerated in further detail in the company’s Form 10-K.

MEDIA CONTACTS at LeMans:
Frederic Guyonneau for Exide: 678-361-7321
Jack Gerkin for Saleen: 714-814-9901

MEDIA CONTACTS in U.S.:
James Chew for Exide: 610-698-4458
Tim Yost for Exide: 734-827-3282

INVESTOR CONTACT:
Thomas J. Smith for Exide: 609-919-4946

[SOURCE: Exide Technologies]

Press Release

SALEEN S7 SUPERCAR TO USE NEWTECH’S HIGH-PERFORMANCE BRAKE SYSTEM AS ORIGINAL EQUIPMENT

DETROIT, March 6 /PRNewswire/ — NewTech Group International today announced that its revolutionary new full-contact brake system will be installed as original equipment on the 2002 Saleen S7 supercar, making Saleen, Inc. the brake company’s first OE customer. The system will also be available as an option on the high-performance 2002 special edition Saleen Mustangs (S281 and SR). The announcement was made at the 2001 SAE World Congress in Detroit.

The full-contact brake system, fully developed by NewTech and its French affiliates, is composed of sensors and an Intelligent Braking System (IBS) and a radically different single, circular pad that distributes pressure over the full 360-degree surface of the disc. Compared to conventional brakes that use pads to apply pressure to only a small percentage of the disc, the NewTech brake is much higher performing, virtually fade-free, costs less to install and produce and is much more durable. NewTech’s technology can even enable the automotive industry to offer lifetime warranties on the product.

Under the agreement, Saleen will handle the certification process by conducting an extensive road-testing program. NewTech, meanwhile, will continue to develop its braking system to meet the needs of its customers, to whom it sells the system under licensing agreement.

The 200+ mph Saleen S7 is the first true American supercar, a category that includes Ferrari and Lamborghini models. Saleen expects to build 400 S7 vehicles over the next four years.

More than 1,000 Saleen Mustangs were sold in 2000. The California-based manufacturer is aiming to boost its 2001 sales by 20%.

NewTech/Saleen

About NewTech:
NewTech Group International is an independent Quebec-based company offering a full range of research and development, design and full-contact brakes to the automotive and heavy truck industries. NewTech’s mission is to develop the best brake system in the world.

To this end, the company has hired 50 of the top researchers and engineers from Europe, Asia and North America. Including technicians, communication personnel and administrators, NewTech employs about 120 full-time staff.

About Saleen, Inc.
Saleen, Inc. was founded by Steve Saleen in 1983. The company, which recently marked its 18th year of operation, specializes in designing and producing high-performance sports cars. Saleen is the largest American manufacturer of specialty cars. The company’s goal is to build the highest-performing cars, at the most competitive price, in its category.

The Saleen partnership is the first automobile original equipment supply contract that NewTech has signed with a car manufacturer, and second with a vehicle manufacturer. Four months ago, NewTech signed a deal to supply Renault’s truck division with a brake system adapted to its Class 8 heavy-duty vehicles.

SOURCE: NewTech Group International