Hot Saleen S7

[Jaguar D-Type]

Laguna Seca in 2004



















Thursday night practice





Saturday race

[Jaguar D-Type]

S7 Twin Turbo

[Jaguar D-Type]

The S7R finished 3rd in GT1 at Mid-Ohio.

[Jaguar D-Type]

2003 Saleen S7









Terry Borcheller, Johnny Mowlem, and David Brabham finished 3rd in GTS (now called GT1 for the 2005 season) at the 2004 12 Hours of Sebring.

ACEMCO Motorsports races a Saleen S7R.

http://www.acemcomotorsports.com/index.htm

[Jaguar D-Type]

Saleen finished second in the 2001 GTS Manufacturers Championship of the American Le Mans Series with wins at Sebring and Laguna Seca and finished on the podium at Portland, Sears Point, Mosport, Mid-Ohio, and Atlanta.

http://www.konradmotorsport.com/

2001 12 Hours of Sebring







The race at Laguna Seca in 2000 marked the debut of the Saleen S7R. This one finished 6th in GTS.

[Jaguar D-Type]

Unlike most exotic cars, Saleen S7Rs have been raced in the FIA GT Championship, the American Le Mans Series, and the 24 Hours of Le Mans.

http://www.fiagt.com/

http://www.americanlemans.com/home/index.aspx

[Jaguar D-Type]

2005 Saleen S7 Twin Turbo









Made in the USA

[jcsaleen]

Nice S7 pic's....

http://cgi.ebay.com/ebaymotors/ws/eB...&category=6212

F.s as well...

http://cgi.ebay.com/ebaymotors/ws/eB...&category=6472

[Jaguar D-Type]

Check the link for Terry Borcheller's website

http://www.tborcheller.com/

Here is an article about Terry Borcheller

Borcheller

[Jaguar D-Type]

Saleen S7R in the Le Mans Endurance Series

http://www.lmes.net/fr/index.asp

[Jaguar D-Type]

A prototype S7 was unveiled at the 2000 Monterey Historic Races.

On August 19, 2000, the Saleen S7 officially went on sale for $375,000. Though it went on sale in the year 2000, the first Saleen S7 wasn't handed to its owner until June 6, 2002.

Motor Trend tested a 2003 Saleen S7. It had 550 hp and 525 lb-ft of torque.

It accelerated from

0-30 in 1.5 seconds

0-40 in 2.0

0-50 in 2.6

0-60 in 3.6

0-70 in 4.3

0-80 in 5.2

0-90 in 6.5

0-100 in 7.7

0-100-0 in 12.4

1/4 mile in 11.36 @ 127 mph

200-ft skidpad with 0.98 lateral g

Road & Track June 2003

As the factory tour continues, it starts to become obvious why the S7 costs as much as it does. Billy Tally, Saleen's enthusiastic vice president of engineering, holds up a front suspension upright that's been CNC-machined from a solid aluminum billet, its elegant latticework of openings designed to admit cooling air to the brakes. It's one of hundreds of like-machined parts that are hand-assembled, welded and jigged up on the premises. Only the immaculately done carbon-fiber bodywork is done off-site, though it's painted in Saleen's booth. Saleen admits that the English Midlands is the epicenter for this work: "The weave pattern is better-looking, it's lighter, and it's stronger."

We move to engine final assembly, where Steve clears up the misconception that the 7.0-liter V-8 is Ford-based. The aluminum block is a Saleen-exclusive lightweight casting that has small-block external dimensions with big-block capacity. "I did borrow Ford bore centers so I didn't have to reinvent head gaskets and some other bracketry," explains Steve. Tally points with obvious pride to an S7 cylinder head and pokes a finger in the gaping ports, the exhaust valve seats done in beryllium. "It has the best heat conductivity of just about any metal on the planet," he says, adding that with ultra-precise computer machining of both ports and combustion chambers, most heads are within 0.5 percent of one another on the flow bench.

Intake air enters through the roof-mounted scoop, is ducted to a triangular airbox, then forward to the plenum, with its long vertical runners helping make all that torque.



The Saleen S7 in built by hand in Irvine, California.

Each Saleen S7 begins life on this chassis jig, which ensures accurate alignment of each tube of 4130 chrome-moly. Note the two sturdy roll hoops, and the stout lower perimeter structure.



At this stage, the firewall and numerous other reinforcement panels of aluminum honeycomb are riveted and bonded to the chassis, resulting in a completed tub.



An example of the meticulous hand measurement and assembly of each S7. Here, a worker fits the steering rack to the tub.



The steering rack itself, quite the showpiece with its red anodized fittings, is made to order for Saleen from an outside supplier. It employs electric/hydraulic assist, and is the exact same piece used in the S7R.



I wouldn't suggest you actually eat off the floors of the S7's engine final assembly room, but they're that clean. A Saleen technician prepares to fit pistons to the aluminum 7.0 liter block.



Forged aluminum pistons and connecting rods forged form 4340 billet steel are prepped and ready to ultimately produce 550 hp.



Cylinder heads, based on a Saleen-exclusive casting, have both their ports and combustion chambers carved out by a CNC mill for optimum uniformity.



The S7's forged crankshaft, another machined objet d'art. Once in place, it'll spin to 6,500 rpm.



At 8.0 in., the S7's twin-disc clutch is of relatively small diameter, in order to place the engine lower in the car. Buyers get a choice of organic or metallic friction plates, depending on the car's intended duty.



The stainless steel exhaust system not only routes spent gases, but serves to absorb crash energy in a rear impact.



The entire rear subframe, engine and rear suspension can be unbolted from the main portion of the chassis for service. Note that many of the engine's accessories are offset to the side to shorten the overall engine length.





The carbon-fiber bodywork is the only thing about the S7 that's not made in America. Steve Saleen concedes that the craftsmen in the English Midlands are the best at this specialty.



An S7 nears completion as the rear window is carefully lowered in place by four technicians.



The S7's doors swing up on a hinge line angled at about 45 degrees.



As with any hand-built car, a series of final checks is in order before the owner arrives to be custom-fitted to the seat and pedals.



Those four pipes aren't just for show. Neither are the car's many vents, ducts and gills, which serve to admit air, evacuate heat and create downforce.

[Jaguar D-Type]

Road & Track September 2005

0-60 mph: 3.4 seconds

0-100: 6.3

0-150: 12.1

0-200: 23.4

100-150: 5.7

100-200: 17.1

1/4 mile: 10.8 seconds at 138.7 mph

1/2 mile: 16.5 at 171.8

3/4 mile: 21.4 at 193

Full mile: 25.9 at 205.7

$555,000

2,950 pounds

3.9 pounds per hp

"This is a race car for the street, and it it's able to pull redline in top gear, Saleen says the S7 is capable of hitting 235 mph."

For comparison, a Lamborghini Murcielago in the same test.

0-60 mph: 4.0 seconds

0-100: 9.6

0-150: 21.3

100-150: 11.7

1/4 mile: 12.6 seconds at 118.4 mph

1/2 mile: 19.4 at 144

3/4 mile: 25.4 at 157.2

Full mile: 30.9 at 168

$279,000

4,020 pounds

6.9 pounds per hp

[Jaguar D-Type]

John Dinkel drove a 2005 Saleen S7 Twin Turbo along Calfornia's Highway 74, the famous Ortega Highway, for AUTO Aficionado Sept/Oct 2005.

Bill Tally is Saleen's Vice President of Engineering.

"The TT is an all-new ballgame. Dare I say the steering is now Lotus-like in its feedback and precision, with effort - low speed or high - that is appropriate for a car capable of speeds well beyond 200 mph? According to Tally, this transformation is the result of major changes to the steering arms and how they are mounted to the car, along with the stiffer A-arm bushings."

"With the firmer bushings," Tally says, "side loads are transferred from the tire directly into the chassis and to the driver. We're no longer compressing rubber, which is one of the major reasons for the much improved steering precision."

"The S7 responded like pure poetry in motion: on-rail cornering stability, a direct connection between the steering wheel and my brain, anchors-out braking. Think of any of the usual cliches to describe a great driving experience. The S7 exceeded all of them."

"Ortega Highway's numerous narrow, tight and twisty turns are better suited to cars like the Mini Cooper or Porsche Boxster than a 747-size S7 Twin Turbo. Funny, I felt like I was playing the supporting actor's role in a remake of Honey, I Shrunk the S7 Mid-engine Supercar. That's how comfortable and confident I feel zooming from one turn to the next."

"Along with the slightly larger master cylinders front and rear, the S7 now has a firm brake pedal that virtually defies locking under any road or speed condition, even without ABS."

"The 2005 S7 Twin Turbo uses dual-stage coil springs front and rear. The first spring has a lower rate than the single springs fitted to the previous S7, resulting in a softer less jolting ride during normal street driving. In the case of the S7's new dual-stage springs, the second stiffer spring starts coming into play at around 100 mph when the car begins to develop serious downforce. Combined with revised shock valving front and rear, these chassis changes result in an S7 that never loses its composure regardless of what Ortega throws at it."

"True story. Bill Tally and Steve Saleen are out in the S7 one night on a wide four-lane, dead-end road that is neither staight nor level, but which has no access and no center divider for about three miles, making it ideal for checking high-speed stability and handling. Steve is in the Twin Turbo. Bill is sitting at the dead-end turn-around in a Twin Turbo chase car, a naturally aspirtated S7.

Steve radios back to Bill. "I don't think I feel as stable through that high-speed corner as I do in the old S7."

Bill replies: "Same speed?"

Steve: "Yeah, but I wasn't looking at the speedometer. I'm using the tach."

Bill: "What's it reading?"

Steve: 55 to 57 hundred. Same as last time."

Bill: "In fourth gear?"

Steve: "No, I'm in sixth."

Bill: "Steve, that means you are doing about 195. With the old car you were running around 140 at 55 to 57 hundred in FOURTH gear through that turn."

Steve: "Oh . . . never mind!"

That about says it all for the new Saleen S7 Twin Turbo."

Check the link

http://www.autoaficionado.net/

[Jaguar D-Type]

"The S7's chassis is built upon a steel-tube spaceframe which is grafted to aluminum-honeycomb panels. Some of Saleen's competetive supercar manufacturers use a composite structure chassis, but Saleen chose to use a steel-tube spaceframe for very practical reasons. Because the S7R basically uses the same chassis, it was realistic to think that crashes would occur. If a crash occured using a composite chassis, the whole chassis would have to be scrapped. With the steel-tube spaceframe, the damaged part of the chassis can be taken off and new pieces can be bolted on. The frame of the S7 is extremely strong and with the help of the carbon fiber body has helped Saleen set new standards in crash-testing.

The S7 can accomodate people 6' 7" tall."

- fast-autos.net

[Jaguar D-Type]

Terry Borcheller led the first 27 laps in his class (GT1) at the Portland Grand Prix, but the car didn't finish the race.

Check the links

ALMS

http://www.acemcomotorsports.com/index.htm

http://www.tborcheller.com/

Practice and qualifying



Saturday night race