2000 Ultima GTR Absolute Madness $ 100.300 Pasang Mesinnya biar Tambah Cepat Sobat

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2000 Ultima GTR Absolute Madness - Hallo sobat otomotif, kabar menarik dari pabrikan inggris kali ini yang menghadirkan mobil cantik seperti gambar di bawah ini, Ultima GTR yang bisa Anda miliki dengan menuliskan cek senilai $ 100.300 maka akan segera dikirimkan paket besar berupa satu unit mobil cantik ini. Hanya saja tanpe mesin sobat

2000 ultima GTR 

www.marchelloka.com - Hello automotive friends, interesting news from the British manufacturer this time who presents a beautiful car like the picture below, the Ultima GTR that you can have by writing a check for $ 100,300 will soon be sent a large package in the form of one unit of this beautiful car. 

Dan tentunya mobil ini terdengar lebih buruk dari Mustang seharga $ 75.000 itu. Sebentar dulu sobat otomotif, meski demikian sobat bila Anda menginfestasikan $40.000 untuk biaya mesin dan transmisi ini, Anda bakalan mendapatkan mobil dengan kecepatan Porche Turbo terbaru, dan beberapa penampilan mobil Ferrari bahkan dengan Dodge Viper yang kita bilang menakutkan. Berbeda dengan mobil lain pada umumnya untuk 2000 Ultima ini merupakan mobil sungguhan yang diimpor dari inggris dan merupakan kelas mobil balap yang disetel untuk jalanan komersial dan tidak memiliki airbag. serta ruang bagasi yang sangat kecil sehingga sangat sulit ketika masuk.

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And surely this car sounds worse than that $75,000 Mustang. Soon, but if you invest $40,000 on the cost of this engine and transmission, you'll get a car with the latest Porche Turbo speeds, and some Ferrari looks even with the scary Dodge Viper. Unlike other cars in general, for the 2000 this Ultima is a real car imported from England and is a class of racing car that is tuned for commercial streets and does not have airbags. as well as the luggage space is so small that it is very difficult when entering.

Penampilan mobil dengan pintu model gunting

Mobil keren dan terlihat berkelas ini sobat  disebut Ultima GTR, berasal dari rerumput mobil balap subur Inggris, dimana tempat atau tanah yang menjadi mobil saat ini di mana McLaren, Reynard, Williams, dan Van Diemen membangun mobil mobil balap yang menang dengan keteraturan yang luar biasa. 

Lee Noble, yang merupakan seorang desainer mobil freelance, merancang dan membangun Ultima pertama pada tahun 1983 untuk seri balap kit-car Inggris. Ini menggunakan banyak bagian Renault, termasuk mesin V-6 270-tenaga kuda yang dipasang di tengah kapal. Itu sukses di trek, jadi Noble melanjutkan untuk menjual 40 mobil balap sebelum 1988, ketika dia memperbaruinya. Salah satu dari 13 model baru dibeli seharga sekitar $ 25.000 oleh seorang insinyur sipil bernama Ted Marlow.

This cool and classy looking car is called the Ultima GTR, derived from the lush British race car grass, where the place or land that is the current car where McLaren, Reynard, Williams, and Van Diemen build winning race cars with incredible regularity. 

Lee Noble, who was a freelance car designer, designed and built the first Ultima in 1983 for the British kit-car racing series. It uses many Renault parts, including a midship-mounted 270-horsepower V-6 engine. It was a success on the track, so Noble went on to sell 40 race cars before 1988, when he updated them. One of the 13 new models was purchased for about $25,000 by a civil engineer named Ted Marlow.

Tampak belakang Ultima GTR

Seorang pembalap akhir pekan, Marlow melakukan apa yang dilakukan sebagian besar pemilik mobil balap — dia menyesuaikan Ultima sesuai keinginannya. Dia menukar V-6 dengan Chevy small-block V-8 440-hp. Pada tahun 1992, setelah empat tahun memodifikasi dan menyempurnakan mobilnya, Marlow, yang saat itu berusia 44 tahun, membeli perusahaan Noble. 

Tujuannya adalah mengubah Ultima menjadi mobil jalanan yang beradab namun tetap mempertahankan kehebatannya di lintasan. Proyek ini memakan waktu 18 bulan. Marlow mengganti suku cadang Renault dengan unit khusus Ultima. Dia bertani beberapa bagian dan potongan-potongan tetapi melakukan sebagian besar pekerjaan sendiri. Rem, misalnya, dirancang oleh perusahaan terkenal AP Racing. sistem bongkar pasang sobat tentunya

A weekend racer, Marlow did what most race car owners do—he customized the Ultima to his liking. He traded the V-6 for a 440-hp Chevy small-block V-8. In 1992, after four years of modifying and perfecting his car, Marlow, then 44, bought the Noble company. 

The goal is to turn the Ultima into a civilized street car while still maintaining its prowess on the track. The project took 18 months. Marlow replaced Renault parts with special Ultima units. He farmed some bits and pieces but did most of the work himself. The brakes, for example, were designed by the well-known company AP Racing. Install and unload system buddy of course

Dashbord bagian dalam Ultima

Sejak tahun 1995, pabrikan kecil milik Marlow di Hinckley, Inggris, telah menghasilkan sekitar 200 Ultimas. Dan tahun ini, di California yang jauh, seorang pensiunan eksekutif pemasaran bernama Mike Mullin telah mulai menjual GTR Ultima dari tokonya di Costa Mesa.

Sebagai mobil kit tanpa mesin, Ultima melewati peraturan federal. Setelah berada di Amerika Serikat, Mullin akan memasang mesin apa pun yang ingin Anda bayar, tetapi saat ini, ia memiliki dua opsi — Chevy V-8 blok kecil aftermarket atau LS1 V-8 produksi saat ini dari C5 Corvette. Kedua mesin menggunakan transmisi dan diferensial Porsche 911 model akhir. Mesin blok kecil dan transaxle 911 berharga $ 38.000; mesin LS1 dengan transaxle berharga $ 42.000. Uang semua sobat itu

Since 1995, Marlow's small factory in Hinckley, England, has produced about 200 Ultimas. And this year, in faraway California, a retired marketing executive named Mike Mullin has started selling the Ultima GTR from his store in Costa Mesa.

As a kit car without an engine, the Ultima passed federal regulations. Once in the United States, Mullin will install whatever engine you want to pay for, but currently, he has two options—an aftermarket small-block Chevy V-8 or the current production LS1 V-8 from the C5 Corvette. Both engines use transmissions and differentials of the late-model Porsche 911. The small block engine and transaxle 911 cost $ 38, 000; LS1 engine with transaxle costs $ 42, 000. Money all those friends

Namun, jika Anda tinggal di negara bagian dengan undang-undang emisi yang ketat dan tes kabut asap tahunan yakni California, salah satunya Anda memerlukan LS1 V-8. Keindahan pemasangannya adalah bahwa sistem kontrol mesin stok, katalis, dan diagnostik OBD II tetap tidak berubah. Hal ini sangat menakjubkan tentunya sobat bagi kita yang jarang sekali melihat mobil mobil seperti ini.

The LS1 engine in the car we tested felt perfect. Pumping out 345 hp, the alu­minum V-8 is a proven, trouble-free, instantly responding gem. Our Ultima GTR weighed just 2314 pounds, so the Vette engine practically lifts the front wheels off the ground at full throttle. Zero to 60 mph flashes by in 3.3 seconds. It'll hit 100 mph in 8.4 seconds, and that's quicker than any current production car we've tested—it even outruns Warren Mosler's Raptor, the other street-legal Group C wannabe. (But remember that the nearly $160,000 Raptor has passed federal crash standards, a feat the Ultima GTR has not attempted since it is, technically, a kit car.)

 At more than 150 mph, which comes in 26.3 seconds from standstill, the Ultima's high-drag shape and optional $3700 rear wing slow things down a bit, but nonetheless, the 157-mph top speed occurs at the 6000-rpm redline in fifth gear. The car felt solid and didn't play sen­sitive even once during our tough perfor­mance testing. And, there's a 12-month warranty.

There is nothing kit-carish about it in reality. Most kit cars borrow heavily from existing vehicles. Not so with the GTR. Other than the engine, transmission, and lights, it's virtually all original.

In England, race shops dot the countryside, and it's apparent that skilled fabricators with talented hands have turned out this car. The fiberglass body of our test car had not a ripple across its curvy flanks. Every weld of the steel-­tube frame displayed nearly perfect beads. The doors didn't hint of binding, and the interior displayed impeccable fit and finish.

The Ultima's suspension employs unequal-length control arms all around and big vented, cross-drilled disc brakes that performed without fade. We experienced some early rear lockup that lengthened the stopping distance from 70 to 0 mph to 199 feet, but Mullin said some brake tuning would shorten that distance quite a bit. Considering how well the car hooked up under acceleration and the excellent 0.98-g lateral-acceleration figure, we know the Ultima has plenty of grip.

Scorching performance is all well and good on the track. The real test comes on public roads, and that's where the Ultima really surprised us.

The ride is certainly firm, and yes, we did drive the car on smooth California roads. But even when we could see a nasty patch of road ahead and braced ourselves for some kidney upset, the unpleasantness never came. On the highway, the Ultima didn't wander a bit. Since Mullin retained the cats and muffler that come with the LS1 engine, the loudest noise we heard was some wind roar. Overall, the ride is acceptable and nonpunishing. The low ride height made us fear driveway ramps and parking lots, but the short overhangs prevented the front end from scraping.

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We wouldn't call the Ultima GTR a grocery getter, simply because it's a bit difficult to get into and out of. You won't need a gymnast's license to obtain entry, but the wide, tall sill and the low seat will give pause to consider how you're going to get in. Our test car came with the optional $2050 safety cage, which pro­vided some handholds for entry. Once in, you're blessed with a low, snail's-eye view of the road, a small steering wheel, a metal shifter emerging directly from the floor, and room for anyone as long as they are not much taller than six feet two. The interior is refreshingly simple, with five plain white gauges logically placed. The climate controls are another matter, however, since they're under the dash and require memorization to use. Despite the large glass area, the $3100 optional A/C worked well, as did the heater (another $1000).

For kicks, we took a few laps on a race­track and couldn't believe how confident the Ultima GTR made us feel. It is simply a well-engineered and well-built car. In every corner, straight, and braking zone, our test car was rock solid, with absolutely no twitchiness despite our prodigious speeds. We could gush on forever, but the bottom line is we'd sacrifice plenty for a day of track time in the GTR.

At $152,150, there are numerous cars that'll give you a thrill, but we have to put the Ultima GTR in with the top five cars that push all the right auto-enthu­siast buttons. As of this writing, it's been two months since we drove it, and we're still smiling.

Specifications 2000 Ultima GTR

Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe

PRICE

Base/As Tested: $138,300/$152,150

ENGINE

pushrod 16-valve V-8, aluminum block and heads, port fuel injection

Displacement: 346 in3, 5663 cm3

Power: 345 hp @ 5600 rpm

Torque: 350 lb-ft @ 4400 rpm 

TRANSMISSION

5-speed manual 

DIMENSIONS

Wheelbase: 100.0 in

Length: 162.0 in

Curb Weight: 2314 lb

Demikian informasi mengenai mobil 2000 Ultima GTR yang mencuri perhatian pada mobil kecepatan ini. Semoga bermanfaat dan berguna bagi Anda yang sedang mencari keterangan lebih lanjut ini. Atas perhatiannya kami ucapkan terima kasih dan "SALAM OTOMOTIF"

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