An extract on #twinturbo
APP Automotive consists of two departments: a streetcar-department and the APP Racing Engines-department. Over the years they have been involved in several projects working with cars like: Porsche, Pagani, Ferrari and Corvette. In 1998 they started racing in the Ferrari-Porsche Challenge with a 993 Supercup Porsche. One year later they had won 8 races with the 993 GT2 EVO with David Hart as the driver. In 2000 and 2001 they competed in Spanish GT with Klaas Zwart and Nicolas Dalli. That same year they were also building the 996 GT2 twinturbo race car. In 2004 they built the engine commissioned by Toine Hezemans for the Pagani Zonda GT1-car. And in the winter of 2005 APP Racing Engines started the Corvette GT3 race car project also commissioned by Toine Hezemans. APP Racing Engines mapped the stock Chevrolet engine and Callaway Competition prepared the car. When it became clear that the engines were not reliable enough, APP started development to make the engine stronger and more reliable for the following seasons. The APP engine development program proved to be extremely successful and can be seen clearly from the results they achieved:
2007 GT3 FIA European Champion
2008 GT3 FIA European Champion
2009 ADAC GT Masters Champion
2010 GT3 FIA European Champion
2013 ADAC GT Masters Champion
The W8 was essentially an upgrade of the same company's earlier prototype, the Vector W2. The semi-aluminum monocoque chassis was epoxy bonded and riveted with an aluminum honeycomb structure floor pan, and 5,000 aircraft specification rivets were used in the car's assembly. Everything on the Vector was designed to last the life of the owner, assuming reasonable maintenance. The body was made largely of lightweight carbon fiber and Kevlar, known for its strength, and lightness. The car was based around a Rodeck Aluminum resleevable, 365 cu. in. racing engine coupled to very highly modified Turbo Hydro 425 General Motors three-speed automatic transmissions that had been used in front wheel drive Oldsmobile Toronados dating back some two decades earlier. The engine had intercooled twin-turbos, and produced an advertised 625 bhp (466 kW) at 5700 rpm and 649 lbft (880 Nm) of torque on 8 lbs of boost. Boost levels were driver adjustable between 8 and 14 lbs and during dyno testing at the factory the engine put out 1200 bhp at 14 lbs of boost.
Vector claimed the W8 could reach projected top speed of 242 mph (389 km/h), with an acceleration of 0-60 mph (97 km/h) in 3.9 seconds. However, in testing at the Bonneville Salt Flats, the W-2 prototype reached 242 mph (389 km/h) with the less powerful Donovan block, as reported by Top Wheels magazine. This top speed was reached while still using the "high downforce" rear wing. Later aerodynamic testing further honed efficiency, bringing the car's drag coefficient (Cd.) down to just .32 prior to Department of Transportation crash testing in Ann Arbor, MI. The W8 design included subtle changes to the body during the production run, so that the initial car off the line looked slightly different from the last. These include the elimination of some gills, a lower front fascia and air splitter, revised rear wing, mirror intakes, and front grill. After undisclosed top speed testing was completed, production Vector W8s were no longer fitted with a removable glass roof due to buffeting that occurred at extreme speeds. Road & Track magazine published tests of the W8 in its March 1991 and August 1992 issues, and held high overall praise in nearly every aspect of the cars performance. In their own tests, the W8 recorded a 0-60 time of 4.2 seconds, and despite not conducting a top speed test, set an estimated calculation of 218MPH in coherence with its redline RPM range of the W8s 3rd gear auto transmission. Automotive journalist Douglas Kott concluded the review of the W8 with high regard for Vector and the W8; "Hats off to Gerald Wiegert and his team of dedicated engineers, and to all others with the fortitude and determination to have their dreams see the light of day."