Western Motors Corp
13-06-2007, 05:27
http://img214.imageshack.us/img214/5900/westernautoweeklykb2.png
“First Look: Wildfire WST”
The assignment sheet was mistaken; I wasn’t testing a mild-mannered coupe as its rather non-descript wording implied (“Test Latest Western Motors Wildfire Coupe”) but instead a far more sinister offering from the people over at Western Motors. I mean, seriously, that’s what they told me, and to top it off, I was issued a safety manual, well more of a “under no circumstances do this” book which made little sense to me since when do coupes come with a manual that proclaims “Do not stand within twenty feet of rear of car during engine operation” and “Ensure air brake is functioning prior to attempting high speed travel”. Air brakes?! Last I checked I don’t test newly developed or purchased fighter jets. So when they brought me to the test track, I was brutally unprepared for what they showed me. It was a Wildfire coupe, alright, but it was broader, taller, and well, really camouflaged its sinister intentions.
First impression: Those jokers back at the assignment crew made that safety manual up and this was just a bigger Wildfire, probably a sport version of some sort judging from the relatively low wing in the rear and sportier appearance. Reality: Those good Samaritans back at the assignment crew were trying to save my life and this was a bigger, sportier Wildfire with a turbine engine. Yes, a turbine. Not just any turbine, either, this was a one thousand three hundred fifty horsepower turbine. And it was a big turbine, which I probably didn’t have to mention judging from the horsepower figure. Regardless, after about six Western Motors test officials berated me on the safe operation of the vehicle, I was finally allowed to set foot in this… cramped machine.
http://img48.imageshack.us/img48/2879/sportscar8showlittlesmarm1.png
The interior of the Wildfire WST (Wildfire Sport Turbine) was an honest testament of the cornerstones of Western Motors – rugged, utilitarian, and not all that pretty. The seats were comfortable and looked nice, which was surprising, and the layout of the gages, controls, and other operating mechanisms was superb, like all of Western’s offerings. The materials weren’t anything to be proud of, but we’ve all come to expect that of Western Motors, but they were at least decent for a sportier car. Alright, beyond the obvious, the first thing I noticed was the presence of not one tachometer, but two. One redlined at about 30,000 RPM (Huh?) and the other at about 5,000 RPM. The first tachometer relayed the revolutions of the turbine (during full throttle it averages about 27,000 RPM) while the second measured the revolutions of the shaft after the planetary gear reduction set (which normally operated about 3,000 RPM for maximum horsepower, and surprisingly, torque too). A Western Motors engineer nearby happened to mention that the turbine itself only produces not much more than 200 or 300 pound feet of torque, but after the planetary gear reduction set, this balloons to almost 2700 pound feet (Oh? So I can cultivate row crops too, great!). The primary gage set was rounded off with the speedometer which, to my surprise and unbelief, read up to three hundred miles per hour.
With the introduction finished, it was testing time. After strapping in and donning my helmet and helmet-cam (check the website for video), I was walked through the engine start process. Thankfully, I wouldn’t have to do all that junk a helicopter pilot does before starting his turbine; the Full Digital Turbine Authority (I wouldn’t be surprised if a few years down the road, our robot overlord has the initials of FDTA) takes care of a majority of the minute details. First, I had to engage the fuel flow and prime the combustion chamber by throwing forward the fuel shut-off valve and pressing the primer button. Second? The fun part, I got to press the proverbial big red button. And when I did, wow, it blew my socks off. The Wildfire WST rolled to my right and I felt the suspension compensate as the steady roar grew into a nearly laughable whine. Although, I will say, it does sound a tad more impressive than a lot of those ‘modded imports’. Of course, it was loud, but I had my window down, but then again, I was also wearing a helmet with noise cancelling headphones. The electric window slid up and the whine noticeably deafened from within the cab, but it was still noticeable. I thought I’d put on a show for the camera crew and engineers in back and lay a little rubber on my inaugural ride. I mean, come on, 1350 HP? I better lay rubber from here to Sand Draw. Hit the parking brake, pushed in the clutch, slid her into first (of six gears, I don’t like to start out higher than one; although I’m sure this would’ve worked just as well from sixth as it did from one) and I revved that turbine to beat hell. I did the ubiquitous brake stand, or, well, tried to anyways. It didn’t work. When I released the clutch, I went, those poor brakes didn’t stand a chance, but I didn’t spin a single tire. I floored it in the hope of recovering my pride and doing a moving burnout. That, also, didn’t work. The gearing was set so incredibly low, I felt I was in an Oldsmobile taking Grandma to her weekly pinochle night. I shuttled through gears, and quickly, almost too quickly, built up a blood-curdling speed. This thing was slow to start but it was damn fast to get to speed. I thought I was in fifth judging from the speed I was going, but was only half way to six! Thinking I was shifting too slow, I quickly shuttled up in gear and that’s when I realized, this wasn’t your average sports car. I was going two hundred and fifty miles an hour in a car that weighed as much as most smaller semi-tractors. It felt rough, almost like it was going to shake apart, but I felt amazing, the adrenaline was truly pouring into my veins. There was still plenty of play left in that gas pedal and I couldn’t help but to press it further. When I did, I smoked the tires and damn near lost control. This thing let loose at 250 MPH! I think I need to reiterate that again: 250 MPH BURNOUT. TWO HUNDRED AND FIFTY MILES PER HOUR… IN A CAR… On second thought: HOW THE HELL DID I NOT PERISH IN A BALL OF FLAMES AND TWISTING METAL WHEN THOSE TIRES LET LOOSE?! Well, because this car (make that engine) weighs so damn much and stays firmly rooted to wherever its wheels are. I didn’t feel much like pushing it any more so I tapped the brakes, which brings up an interesting note, at speeds greater than 200 MPH, the brake does not mechanically slow you down but instead deploys air brakes which steadily bring you down to the point where your mechanical brakes take over. That also brings up another point- I’m pretty sure this car has a braking distance greater than the 747’s take-off distance. Of course, Western Motors isn’t exactly known for their brakes (Anyone remember Johnson et al. vs. Western Motors in court last year? Or what about the four other cases?).
Alright, I’m exceeding my word limit and I can already see the copy editor giving me a good, lengthy talk on the dynamics of magazines, besides, after that harrowing experience I felt utterly compelled to re-evaluate my non-religiousness and praise the God that is WST for sparing my soul another day, so I think I’ll finish this soon and make way for my private shrine to the WST (or maybe its that Digital Turbine Authority that’s masterminding everything now?!). Final words- It’s rugged, it’s mean, and its blow-your-mind powerful. I believe a coworker who saw my helmet cam video came up with the perfect analogy: I’m pretty sure this is the closest thing to Russian roulette you can get without using a gun – either the adrenaline is flowing or you're as good as dead, it’s as simple as that.
-Waylan Starr
Post Script- Look for the official release to come some time soon, Western Motors has so far been pretty tight on releasing information, but the car, from my standpoint, is as close to production as its going to get, so the time between now and release should be measured in days. If you want behind-the-scenes information, pictures, what-have-you, then shoot me an email at w.starr@westauto.mag.
Waylan Starr is an automotive journalist based at the Arvada headquarters of Western Auto Weekly.
OOC- Just kind of an introduction thread, updates will be posted as the design isn't finalized. A full writeup and ordering oppurtunities will be given when the time comes. Questions welcome.
“First Look: Wildfire WST”
The assignment sheet was mistaken; I wasn’t testing a mild-mannered coupe as its rather non-descript wording implied (“Test Latest Western Motors Wildfire Coupe”) but instead a far more sinister offering from the people over at Western Motors. I mean, seriously, that’s what they told me, and to top it off, I was issued a safety manual, well more of a “under no circumstances do this” book which made little sense to me since when do coupes come with a manual that proclaims “Do not stand within twenty feet of rear of car during engine operation” and “Ensure air brake is functioning prior to attempting high speed travel”. Air brakes?! Last I checked I don’t test newly developed or purchased fighter jets. So when they brought me to the test track, I was brutally unprepared for what they showed me. It was a Wildfire coupe, alright, but it was broader, taller, and well, really camouflaged its sinister intentions.
First impression: Those jokers back at the assignment crew made that safety manual up and this was just a bigger Wildfire, probably a sport version of some sort judging from the relatively low wing in the rear and sportier appearance. Reality: Those good Samaritans back at the assignment crew were trying to save my life and this was a bigger, sportier Wildfire with a turbine engine. Yes, a turbine. Not just any turbine, either, this was a one thousand three hundred fifty horsepower turbine. And it was a big turbine, which I probably didn’t have to mention judging from the horsepower figure. Regardless, after about six Western Motors test officials berated me on the safe operation of the vehicle, I was finally allowed to set foot in this… cramped machine.
http://img48.imageshack.us/img48/2879/sportscar8showlittlesmarm1.png
The interior of the Wildfire WST (Wildfire Sport Turbine) was an honest testament of the cornerstones of Western Motors – rugged, utilitarian, and not all that pretty. The seats were comfortable and looked nice, which was surprising, and the layout of the gages, controls, and other operating mechanisms was superb, like all of Western’s offerings. The materials weren’t anything to be proud of, but we’ve all come to expect that of Western Motors, but they were at least decent for a sportier car. Alright, beyond the obvious, the first thing I noticed was the presence of not one tachometer, but two. One redlined at about 30,000 RPM (Huh?) and the other at about 5,000 RPM. The first tachometer relayed the revolutions of the turbine (during full throttle it averages about 27,000 RPM) while the second measured the revolutions of the shaft after the planetary gear reduction set (which normally operated about 3,000 RPM for maximum horsepower, and surprisingly, torque too). A Western Motors engineer nearby happened to mention that the turbine itself only produces not much more than 200 or 300 pound feet of torque, but after the planetary gear reduction set, this balloons to almost 2700 pound feet (Oh? So I can cultivate row crops too, great!). The primary gage set was rounded off with the speedometer which, to my surprise and unbelief, read up to three hundred miles per hour.
With the introduction finished, it was testing time. After strapping in and donning my helmet and helmet-cam (check the website for video), I was walked through the engine start process. Thankfully, I wouldn’t have to do all that junk a helicopter pilot does before starting his turbine; the Full Digital Turbine Authority (I wouldn’t be surprised if a few years down the road, our robot overlord has the initials of FDTA) takes care of a majority of the minute details. First, I had to engage the fuel flow and prime the combustion chamber by throwing forward the fuel shut-off valve and pressing the primer button. Second? The fun part, I got to press the proverbial big red button. And when I did, wow, it blew my socks off. The Wildfire WST rolled to my right and I felt the suspension compensate as the steady roar grew into a nearly laughable whine. Although, I will say, it does sound a tad more impressive than a lot of those ‘modded imports’. Of course, it was loud, but I had my window down, but then again, I was also wearing a helmet with noise cancelling headphones. The electric window slid up and the whine noticeably deafened from within the cab, but it was still noticeable. I thought I’d put on a show for the camera crew and engineers in back and lay a little rubber on my inaugural ride. I mean, come on, 1350 HP? I better lay rubber from here to Sand Draw. Hit the parking brake, pushed in the clutch, slid her into first (of six gears, I don’t like to start out higher than one; although I’m sure this would’ve worked just as well from sixth as it did from one) and I revved that turbine to beat hell. I did the ubiquitous brake stand, or, well, tried to anyways. It didn’t work. When I released the clutch, I went, those poor brakes didn’t stand a chance, but I didn’t spin a single tire. I floored it in the hope of recovering my pride and doing a moving burnout. That, also, didn’t work. The gearing was set so incredibly low, I felt I was in an Oldsmobile taking Grandma to her weekly pinochle night. I shuttled through gears, and quickly, almost too quickly, built up a blood-curdling speed. This thing was slow to start but it was damn fast to get to speed. I thought I was in fifth judging from the speed I was going, but was only half way to six! Thinking I was shifting too slow, I quickly shuttled up in gear and that’s when I realized, this wasn’t your average sports car. I was going two hundred and fifty miles an hour in a car that weighed as much as most smaller semi-tractors. It felt rough, almost like it was going to shake apart, but I felt amazing, the adrenaline was truly pouring into my veins. There was still plenty of play left in that gas pedal and I couldn’t help but to press it further. When I did, I smoked the tires and damn near lost control. This thing let loose at 250 MPH! I think I need to reiterate that again: 250 MPH BURNOUT. TWO HUNDRED AND FIFTY MILES PER HOUR… IN A CAR… On second thought: HOW THE HELL DID I NOT PERISH IN A BALL OF FLAMES AND TWISTING METAL WHEN THOSE TIRES LET LOOSE?! Well, because this car (make that engine) weighs so damn much and stays firmly rooted to wherever its wheels are. I didn’t feel much like pushing it any more so I tapped the brakes, which brings up an interesting note, at speeds greater than 200 MPH, the brake does not mechanically slow you down but instead deploys air brakes which steadily bring you down to the point where your mechanical brakes take over. That also brings up another point- I’m pretty sure this car has a braking distance greater than the 747’s take-off distance. Of course, Western Motors isn’t exactly known for their brakes (Anyone remember Johnson et al. vs. Western Motors in court last year? Or what about the four other cases?).
Alright, I’m exceeding my word limit and I can already see the copy editor giving me a good, lengthy talk on the dynamics of magazines, besides, after that harrowing experience I felt utterly compelled to re-evaluate my non-religiousness and praise the God that is WST for sparing my soul another day, so I think I’ll finish this soon and make way for my private shrine to the WST (or maybe its that Digital Turbine Authority that’s masterminding everything now?!). Final words- It’s rugged, it’s mean, and its blow-your-mind powerful. I believe a coworker who saw my helmet cam video came up with the perfect analogy: I’m pretty sure this is the closest thing to Russian roulette you can get without using a gun – either the adrenaline is flowing or you're as good as dead, it’s as simple as that.
-Waylan Starr
Post Script- Look for the official release to come some time soon, Western Motors has so far been pretty tight on releasing information, but the car, from my standpoint, is as close to production as its going to get, so the time between now and release should be measured in days. If you want behind-the-scenes information, pictures, what-have-you, then shoot me an email at w.starr@westauto.mag.
Waylan Starr is an automotive journalist based at the Arvada headquarters of Western Auto Weekly.
OOC- Just kind of an introduction thread, updates will be posted as the design isn't finalized. A full writeup and ordering oppurtunities will be given when the time comes. Questions welcome.