“The idea is to build a reputation, not ride a horse,” Gerald Wigert said in a voice that was both soft and harsh. The president of the Vector Aeromotive Corporation does not have the luxury of the latter, although since 1971 he has been designing and building the Vector twin-turbo, a 625-horsepower, 2-seat, mid-engined supercar using advanced materials and aerospace systems technology. construction. From sketches to foam models to full scale models, the Vector was first shown at the 1976 Los Angeles Auto Show. Two years later, a working prototype was completed, assembled from components collected from landfills and washed of parts, to supply the house. He said the weak economy and damaging criticism in the automotive media undermined efforts to secure funding, while his dream of building a ground-based fighter for the streets seemed destined to come true.
Wigt deserves some kind of medal for perseverance, some kind of reward for sheer perseverance. Steer clear of the trend by ignoring the howling ghosts of the failed adventures of Tucker, DeLorean and Bricklin. Vector Aeromotive Corporation in Wilmington, California is finally ready to build one car per week. Opponents need only visit the final assembly area, where two of the cars we photographed were being prepared for shipment to their new owners in Switzerland (the first production twin-turbo Vector W8 was sold to a Saudi prince, whose collection of 25 cars also includes a Porsche 959 and a Bentley Turbo R). About eight more Vectors are under construction at various stages of completion, from rolling chassis to near-finished vehicles.
Those who are still unconvinced should know that the company has grown from one building and four employees in 1988 to four buildings totaling over 35,000 square feet and almost 80 employees at the time of writing. And the Vector passed excellent DOT crash tests (30 mph front and rear, door and roof crash tests with only one chassis); emissions tests are ongoing. Raised over $13 million in working capital through two public OTC offerings.
But under the scorching midday sun at the Pomona, California fairground, Wigt’s final act of faith was evident. A flatbed truck with two Vector W8 TwinTurbo engines crosses a wide paved road to a drag strip. The two experimental cars were unloaded and road test editor Kim Reynolds fitted one with our fifth wheel and road test computer in preparation for Auto Magazine’s first performance test.
Since 1981, David Kostka, Vector’s VP of Engineering, has provided some advice on how to get the best run times. After familiar testing, Kim pushes the Vector to the intermediate line and reboots the test computer.
A worried look appeared on Kostya’s face. Must be. Ten years of working 12-hour days, seven days a week, almost a third of his waking life, not to mention a large part of his soul, is dedicated to the machine.
He has nothing to worry about. Kim steps on the brake pedal, selects 1st gear, and steps on the gas pedal to load the transmission. The roar of the 6.0-liter all-aluminum V-8 engine is more intense, and the whoosh of the Garrett turbocharger harmonizes with the howl of the Gilmer-style accessory belt drive. The rear brake engages in a dead-end battle with V-8 torque and the car’s front-wheel drive, sliding a locked front cable across the pavement. This is an analogue of an angry bulldog pulling his car.
The brakes were released and the Vector catapulted away with a slight wheel slip, a plume of smoke from the fat Michelin and a slight lean to the side. In the blink of an eye – a measly 4.2 seconds – it accelerates to 60 mph, moments before the 1-2 shift. The Vector streaks past like a large-bore Can-Am, continuing to race down the track with increasing fury. A whirlwind of sand and orbital debris swirls in vacuum as its wedge-shaped shape rips a hole through the air. Despite almost a quarter of a mile, the sound of the engine was still audible as the car sped past in a trap. speed? 124.0 mph in just 12.0 seconds.
Twelve o’clock. By this figure, Vector is well ahead of flagships such as Acura NSX (14.0 seconds), Ferrari Testarossa (14.2 seconds) and Corvette ZR-1 (13.4 seconds). Its acceleration and speed entered a more exclusive club, with the Ferrari F40 and the untested Lamborghini Diablo as members. Membership has its perks, but it also has its costs: The Vector W8 TwinTurbo sells for $283,750, which is more expensive than a Lamborghini ($211,000) but less than a Ferrari (the US version of the F40 costs about $400,000).
So what makes the Vector W8 work? To answer my every question and give me a tour of the Vector facility, Mark Bailey, VP of Manufacturing, former Northrop employee and former member of the Can-Am line.
Pointing to the engine bay of the Vector under construction, he said, “This is not a small engine that has been spun to death. It’s a big engine that doesn’t work as hard.”
Six liter all-aluminum 90 degree V-8 pushrod, Rodeck made block, Air Flow Research two-valve cylinder head. The long blocks were assembled and dyno tested by Shaver Specialties in Torrance, California. For what it’s worth, the engine parts list looks like a Christmas list of circuit racers: TRW forged pistons, Carrillo stainless steel connecting rods, stainless steel valves, roller rocker arms, forged connecting rods, dry oil with three separate filters. steel hose bundle with anodized red and blue fittings to carry fluid everywhere.
The crowning achievement of this engine is an open intercooler made of aluminum and polished to a dazzling shine. It can be removed from the vehicle in minutes by loosening four quick-release aerodynamic clamps. It is coupled to a twin water-cooled Garrett turbocharger and consists of a vehicle center section, an aircraft-specific impeller and casing.
Ignition is handled by separate coils for each cylinder, and fuel is delivered through multiple serial ports using custom injectors from the Bosch development team. Spark and fuel delivery are coordinated by Vector’s proprietary programmable engine management system.
The mounting plates are as beautiful as the motor itself, positioning it on the side of the cradle. Blue anodized and embossed milled aluminum billet, one bolts to the sub side of the block and the other serves as an engine/transmission adapter plate. The transmission is a GM Turbo Hydra-matic, which was used in front wheel drive Olds Toronado and Cadillac Eldorado V-8s in the 70s. But nearly every component of the 3-speed transmission is purpose-built by Vector’s subcontractors with materials capable of handling 630 lb-ft. Torque generated by the engine at 4900 rpm and 7.0 psi boost.
Mark Bailey enthusiastically walked me around the production floor, pointing out the massive tubular chrome-molybdenum steel frame, aluminum honeycomb floors, and epoxy glued to the frame to form the aluminum sheet in the extruded hard shell area. He explained: “If [the design] is all monocoque, you get a lot of twists and it’s hard to build it accurately. If it’s a full space frame, you knock out one area and then affect everything else, because each pipe root all takes over all” The body is made up of varying amounts of carbon fiber, kevlar, fiberglass mats, and unidirectional fiberglass, and there is no voltage.
A stiffer chassis can better handle loads from huge suspension components. The Vector uses beefy double A-arms up front and a massive De Dion pipe in the rear, mounted on four trailing arms that reach down to the firewall. Koni adjustable shock absorbers with concentric springs are widely used. The brakes are huge 13 inches. Ventilated discs with Alcon aluminum 4-piston calipers. The wheel bearings are similar in design to those used on the 3800 lbs. A standard NASCAR car, the machined aluminum wheel casing looks about the diameter of a coffee can. No part of the chassis is substandard or even just adequate.
The factory tour lasted all day. There was so much to see and Bailey worked tirelessly to show me every aspect of the operation. I have to get back and go.
It was Saturday, and the slate gray experimental machine we were testing beckoned us with its open door. Entering the cabin is a challenge for the uninitiated, with moderate sills and fairly little space between the seat and the front of the door frame. David Kostka uses his muscle memory to climb over the window sill with gymnastic grace into the passenger seat, and I climbed into the driver’s seat like a newborn deer.
The air smells of leather, as almost all interior surfaces are covered in leather, with the exception of the wide instrument panel, which is trimmed with a thin suede material. Wilton wool carpeting is completely flat, allowing electrically adjustable Recaros to be placed within inches of each other. The center seating position allows the driver’s feet to rest directly on the pedals, although the wheel arch protrudes significantly.
The big engine comes to life with the first turn of the key, idling at 900 rpm. Important engine and transmission functions are displayed on what Vector calls an “airplane-style reconfigurable electroluminescent display,” meaning there are four different information screens. Regardless of the screen, there is a gear selection indicator on the left. Instruments ranging from tachometers to dual exhaust gas temperature pyrometers have a “moving tape” display that runs vertically across the fixed pointer, as well as a digital display in the pointer window. Kostka explains how the moving part of the tape provides rate of change information that digital displays alone cannot provide. I pressed the accelerator to see what he meant and saw the tape jump up the arrow to about 3000 rpm and then back to idle.
Reaching for the padded shift knob, deeply recessed into the window sill to my left, I backed up and carefully made my way back outside. Choosing a road, we headed down the streets of Wilmington to the San Diego Freeway and into the hills above Malibu.
As is the case with most exotic cars, rear visibility is virtually non-existent, and the Vector has a blind spot that the Ford Crown Victoria can easily accommodate. Lengthen your neck. Through the narrow shutters of the hood, all I could see was the windshield and the antenna of the car behind me. The outside mirrors are small but well placed, but it’s worth scheduling an appointment with a mental map of the surrounding traffic. Ahead, perhaps the largest windshield in the world extends and connects to the dashboard, providing an intimate view of the asphalt just yards from the car.
The steering is a power-assisted rack and pinion, which features moderate weight and excellent precision. On the other hand, there is not much egocentrism here, which makes it difficult for unaccustomed people to get along. By comparison, non-booster brakes take a lot of effort—50 pounds for our 0.5-gram stop per meter—to drop 3,320 pounds. vector from speed. Distances from 80 mph to 250 feet and 60 mph to 145 feet are the best distances for a Ferrari Testarossa, although Redhead uses about half the pressure on the pedal to slow down. Even without ABS (a system to be offered eventually), the feet are straight and precise, with offset set to lock the front wheels ahead of the rears.
Kostka headed for the exit onto the highway, I agree, and we soon found ourselves in a calm traffic to the north. Gaps begin to appear between the cars, revealing an enticing open fast lane. On David’s advice, risking licenses and limbs. I pressed the shift knob into the groove about an inch and then pulled back, from Drive to 2. The engine was on the verge of overclocking, and I pressed the big aluminum gas pedal into the front bulkhead.
This is followed by a brute, momentary acceleration which causes the blood in the brain tissues to flow to the back of the head; one that makes you focus on the road ahead because you’ll get there when you sneeze. The electronically controlled wastegate fires at about 7 psi, releasing the boost with a characteristic thud. Hit the brakes again, I hope I didn’t startle the guy in the Datsun B210 in front of me. Unfortunately, we cannot repeat this process in top gear on an unrestricted highway without fear of police intervention.
Judging by the W8′s impressive acceleration and wedge shape, it’s easy to believe it will hit 200 mph. However, Kostka reports that the 3rd redline is achievable – 218 mph (including tire growth). Unfortunately, we’ll have to wait another day to find out, as the car’s aerodynamics at top speed are still a work in progress.
Later, as we drove along the Pacific Coast Highway, the rather civilized nature of the Vector became apparent. It seems smaller and more agile than its large width and rather imposing style. The suspension swallows small bumps with ease, larger ones coolly (and more importantly no sag) and has a firm, slightly rocky ride that reminds me of our longtime Tour Shock valve tuned Nissan 300ZX Turbo. Check on the display that all temperatures and pressures are normal.
However, the temperature inside Vector Black is a bit high. – Does this car have air conditioning? I asked louder than usual. David nodded and pressed a button on the air conditioning control panel. Truly efficient air conditioning is rare in exotic cars, but a stream of cold air blasts out almost instantly from a few black anodized eye vents.
We soon turned north into the foothills and some difficult canyon roads. In the previous day’s test, the Vector scored 0.97 grams on a Pomona skateboard, the highest we’ve ever recorded on anything other than a race car. On these roads, the huge trail of Michelin XGT Plus tires (255/45ZR-16 front, 315/40ZR-16 rear) inspires confidence. Cornering is quick and sharp, and cornering stability is excellent. Huge windshield pillars tend to block the view at the top of the tight-radius corners we ran into, where the 82.0-inch-wide Vector feels a bit like an elephant in a china shop. The car craves big, big turns where you can hold the gas pedal and its huge power and grip can be used with precision and confidence. It’s not hard to imagine we’re riding a Porsche enduro as we race through these long-radius corners.
Peter Schutz, Chairman and CEO of Porsche from 1981 to 1988 and a member of Vector’s advisory board since 1989, would not ignore the comparison. “It’s really more like building a 962 or a 956 than building any production car,” he said. “And I think this car goes beyond what I had to do with racing in the early eighties.” Kudos to Gerald Wiegert and his team of dedicated engineers, and to everyone else who had the courage and determination to make their dreams come true.