Kraft Haus Technik (Completed company)

[squidhead]

#1985 C3

Having experienced moderate success at selling the 1981 NOTO C1 Scura, KHT has seen the need to continue the production of the platform. By 1982 course of action was developed, first re-working the transmission and suspension, to provide for a more competitive car.

1981 Noto C1

The first tests on the new components were conducted in 1983, when the C1 was upgraded to the international “Category 5” standards, used for “survival of the fittest” challenges. The evolution model had the name C2 and was not available to public. The components tested by motorsport were the new suspension and improved drivetrain, which was still a 5 speed manual, now sporting un-even split. Suspension featured new more rugged settings, allowing for even higher offroad abilities. The whole car got upgraded to help it survive the full racing challenge, but sadly the race conditions were not ideal for the C2, with speed being on par, yet the car proved too tricky to drive fast.

NOTO C2 Category 5 racing car.

In 1983 KHT has formed a partnership with Inline designs, who were to provide the new engines for the upcoming C3, as well as for the KHT Nemesis. While the Nemesis could do with a v6, the front engined v8 was a formula with which KHT did not want to part, since the 60’s. In 1985 the first engines were put to the test in C2 mules and racing trims of those in the 1985 Survival of the fittest. The C2 Category 5 Evo model was once again, unavailable to the public, as it was only a test bed for new technology.

Noto C2 Category 5 Evo

By 1986 the works have been done in the test mules and the new model, named C3 was to be released, sporting a brand new body, by a brand new chief designer, Marco Noto’s protege, young Klaus Hilleman, who in 1986 became KHT’s new chief designer, allowing Noto to concentrate on the management duties. The now proven technology has been finally installed into the new shell, and a car, similar to the outgoing model on the inside, yet very futuristic on the outside has seen the world

1986 KHT Noto C3

The 4 liter v8, helped by twin turbocharges now produced 330hp, transferred to the road via a 5 speed manual with overdrive, to all 4 wheels at 40/60 split. That was enough to propel the 1250kg car to 100 kph in 4.1 seconds and to top out at 265 kph, a result formidable to this day. The idea of lowering the production costs meant that the engine only had 16 valves, and used a bit dated ECU settings, but the upside was the engine turned out to be about 30 kilograms lighter than the initially drafted prototype, while retaining high reliability and easy access to power shall the owner want the car to be modified.

The interior now consisted of a much nicer sports cabin, clad in quality materials, and unlike the c1, it even featured the stereo, and unlike the c1 a lot of attention was given to safety and comfort of the driver and passengers. The C3 was a succes, costing at $34,000, cheaper than the C1 it replaced, which allowed the factory to grow over the years and bought much needed breathing space to the company.

[Speedemon]

You have reminded me that I need to make my own car company still. And actually make cars for it.

[Hshan]

Nice one, looks very… eigthies Although I prefer C2 race cars, I somehow associate them with B Group, which I love What vents did you use on the sides of them? I don’t recognize them, and the effect looks good.

And it seems that I’ve failed in something Something particularly, or the whole engine?

[squidhead]

Those are Gallardo vents. Also overall your engine is more expensive and heavy than the engines others have sent in, with the one from Inline able to over 500hp also.

[Hshan]

Meh. Seems that I have overall problem with weight in Automation. My third try on a hypercar - this time with a not McLaren body - is like 100-200 kg too heavy, and I have no idea why.

[squidhead]

#1990 Tsukuba
By 1988, KHT Atlantic has been released, and with the feeling of his job being done, loyal KHT materials specialist Claus Hoch has retired, having dedicated over 30 years to the company which goal was to go fast. The new age of materials was upon the motoring world, and it demanded new approach, which was delivered by KHT’s new materials specialist - Tadao Ueno. Having examined previous works by KHT young Tadao confronted company’s CEO on the wrong direction the company has taken, with the Atlantic, it being a dated design even before it was first conceived, heavy and inefficient. The CEO Marco Noto has reluctantly agreed to hear the ideas of mr.Ueno. A few weeks of brainstorming and discussion between the CEO, Materials specialist and marketing director have come to a fruition in a conclussion that a new project was required bringing in a new philosophy.

Having seen success of lightweight affordable sportscars, it was decided that KHT would bring it’s cards to the table by presenting it’s own cheap and light sportscar, in to the playing field. Not having a lot of funds to play with, the chassis was a very simple steel monocoque, covered by a very light fiberglass bodywork, designed by the new designer Klaus Hilleman. The interior was one of the things KHT decided to save money on, providing a basic sporty interior with a basic cassette player, the budget cuts also affected the safety and suspension departments, as the car had no outstanding safety features and looked adequate in mid to late 80s in that department. The suspension used the most basic conventional shocks and springs, with conventional antiroll bars to finish off the job.

Deciding to not spend any money on developing an engine for the car, KHT has gone to contact a Japanese automotive giant Saminda, who agreed to provide the H22 series i4 engine from their hot hatch the CZ2. Since the CZ was a FF car, and the new KHT project was an MR it fit easily into the engine bay along with the gearbox, which only needed new cv axles and gear linkage to work properly.

The car was named “Tsukuba” as a nod of respect to Japanese automotive and motorsport culture, which helped shape the project, both as an engine manufacturer and the car’s inspirational father’s home town.

The end result weighed in at 909 kilograms, and was riding on 225 wheels front and 245 rear to give the car maximum predictability. The stock version also came with steel wheels, which was another cost saving measure. The tiny coupe was powered by an unmodified Saminda H22 series engine which provided for 144hp, and pushed to the rear wheels via a 5 speed manual, also unmodified from Saminda, still with an open diff, which was deemed sufficient for the first attempt at a cheap automobile for the sportscar masses.

The performance was quite good, as the car managed to get to 100kph in 6.9 seconds and top out at 211kph. Cornering was easily dealt with at 1.22g and managed a lap of the Green Hell in 9.04.7 . But the main competitive edge for the car came from the same budget cuts that compromised the technical innovation. The end result even after all the generous 100% markups came to a $22.600. The car was so popular (by KHT standards) that it allowed to build an entire facility to mass produce Tsukubas by 1993.

[Razyx]

Great cars (and pics) !!

[squidhead]

Thanks. I try.

[Razyx]

You find really good landscapes for your pics, and these last cars, the Atlantic and Tsukuba are magnificent…, a good balance on fixtures and placed with sense (from pov).
GJ man.

[phale]

Out of curiosity, what’s the mileage of the Tsukuba?

[squidhead]

about 7.6l / 100km

[DeusExMackia]

Just scrolling through the post and thinking “It’s gonna look amazing. It’s gonna look amazing. It’s gonna look amazing…”

Disappoint, you did not.

[Sillyworld]

@squidhead

The end result even after all the generous 100% markups came to a $22.600. The car was so popular (by KHT standards) that it allowed to build an entire facility to mass produce Tsukubas by 1993

I called it

@Sillyworld

will we see a huge jump thanks to the sells of a mass production model(…)?

[squidhead]

#1990 Atlantic GT

With the first draft of the Atlantic proving moderately successful, the team was split in two departments. One experimental one, who went on to develop the Tsukuba, and the others’ mission was to update the Atlantic. As with the Tsukuba the car saw light in 1990, under the guise of Atlantic GT

The visual changes were not too noticeable, mainly the headlights, and the taillights were changed. A new aero package was introduced, which included a new rear wing. Most of the changes, however were under the skin. The engine was re-tuned and updated, now producing massive 730hp from the same 6.5 liter block, using the same turbochargers and components as the initial version.

The extra 60hp did improve on the car’s straight line performance, with new stats of 0-100 in 3.4 seconds (0.2 seconds quicker than before) and the top speed of 342 kph (7kph faster than before) and on par with the fastest production car in the world of that time - the Ruf CTR Yellowbird. The immense weight of the car was still an issue for KHT, limiting the cornering and braking abilities of the car, but it did provide for a stable and easy car for the high speed autobahn dashes, where it felt most at home. There were 220 GT’s made, each sold at a price of $130,000

[squidhead]

#Evolution of Tsukuba

The first introduction of the Tsukuba was successful in 1990, and not at peace with the idea of “leaving it as is” the company first turned their attention to the powerplant and gearbox supplied by Saminda. Within a year a power upgrade was developed and implemented into a “Tsukuba S”, with S standing for “sport”. At the same time a convertible option was added along with a minor restyle of the tail lights, engine cover and front end, finished off by a small wing on the back to improve the aerodynamics.

The S version boasted new camshafts, ignition and fuel map, along with a new exhaust, to return 201hp. A new limited slip differential unit was designed to be retrofit into the saminda diff, which also improved handling and acceleration figures. This helped the car to reach 100kph in 5.9 seconds, with the top speed of 242kph. Both figures improvement on the 6.9 seconds and 211kph.

As the popularity of the car rised, KHT has started noticing a lot of the cars being transformed into racing versions and used by teams on a budget and enthusiasts on track days, so a new, extreme version was planned. That combined with the rumors that Lotus is planning a very similar trackday special to be released soon has led to the creation of the Tsukuba R. The team has removed the option of a targa roof or a convertible for the R version (for “Racing”, obviously) to improve the rigidity of the chassis, a wider fenders were introduced to the R version only, to host the wider wheels. Re-worked the front and rear aero to optimize the cooling and went on to save weight on anything they could find. The new wheels were magnesium units, a lot of carbon fiber panels were introduced on the inside, along with a new carbon fiber engine cover and a GT type wing, which sadly was not legal in many countries and had to be designed to come off for street use.

The engine was given a complete work-over, now producing 237hp, still in naturally aspirated trim, as KHT did not wish to resort to turbocharging and remove the clear engine response to the accelerator pedal. Mated to the same gearbox and diff as the S version the clutch was an upgraded heavy duty unit, now allowing the car a 0-100 time of 5.5 sec and top speed of 256 kph. The Nurburgring lap time dropped to 8:24

The Tsukuba S was available from 1991 to 1997 at a price of $25,400
The Tsukuba R was available from 1994 to 1997 at a price of $30,000

[strop]

^ If the MR were sexy.

[squidhead]

@strop

^ If the MR were sexy.

Baaaaw. <3
Also “cheaper and quicker”

[Hshan]

Tsukuba S Convertible is absolutely wonderful. Even though I usually don’t like mid-engined cars much. I think I should start my “Automation dream car” list

[squidhead]

#1996 Monte Carlo concept

With the growing production of the Tsukuba, and a new materials laboratory working overtime, advancements were made by 1994 in lightweight parts production. First seen implemented on the Tsukuba R. The next step was needed, in which KHT would follow through with it’s second experiment in lightness. By 1996 the world saw the first fully carbon fiber concept car by Kraft haus, the Monte Carlo. Sporting a tiny MR chassis, roughly based on the tsukuba geometry, it was covered in full carbon fiber body, with basic interior devoid of any luxuries. T

The Monte Carlo was a fully working concept, and was powered by a 2.5 liter 2 valve Alfa Romeo Busso V6 , sporting a custom KHT tuneup, reaching 247hp. Which allowed the 710 kilogram car to reach 100 kph in 4 seconds flat, and top out at 280 kph. A light aero was implemented to compliment the slick racing tires, which allowed the early concept to reach 1.25g while cornering. The reception of the car was good, and encouraged the KHT marketing department to start working on a less expensive version of the car that could be sold to the masses

[squidhead]

… akhem…

#2000 Pacific

As KHT has picked up the pace after producing a concept of Monte Carlo things turned to worse, as the deal with Alfa never went through, and the only company with a v6 small enough available was Mazda, who turned down the proposition of outsourcing their engines. The search for engines continued for the next 2 years but to no avail, and while that project was on hold, the team of KHT engineers found a new side project. In 1997 Using the left over Atlantic parts new molds were created and implementing the new found knowledge of lightweight materials the chassis was given a new life in the form of Pacific.

Unlike the Atlantic the car used carbon fiber monocoque and body of the same materials, which naturally increased costs, but resulted in immense weight savings. By 1999 the first prototype was created, powered by the same IMP v12 unit found in the 1990 Atlantic. This however had drastic effect on weight distribution, and after a few test tries with multiple engines, a modified BMW M62 V8 engine displacing in 4.4 liters was chosen as a good basis for power and weight. At first an idea of a deal between the two companies was considered, but after close consideration it was decided to build a custom engine in house.

The all new 5 liter v8 engine blocks made of AISI steel, featured the head of the same material, housing 2 cams and 4 valves per cylinder. Deals with Mahle and Eagle were made to provide for internals, which were forged. The complicated to develop VVT and VVL were never considered, and the whole engine was built with race grade standards, producing 611hp at 7500 rpm and redlining 300 rpm later, without the use of a turbocharger. A very sophisticated individual throttle body intake and race grade tubular exhausts were chosen as the best options, without a single muffler or resonator in the whole system.

The car was powering the rear wheels through a 6 speed sequential gearbox provided by summit racing, and was able to reach 100 kph in 3.4 seconds and top out at 364kph, while the handling ability spiked at 1.2g while cornering. The interior was basically a full blown racecar spec, providing competition to the McLaren F1 and a Willis Jeep, while retaining some resemblance of a basic in car entertainment. The updated design of the car did not, however hide the fact that under the new engine and new materials this was a late 80’s design, and it did not please many customers, who did not wish to spend $140,000 for the supercar that was basically new when they still had it as a poster on their bedroom wall. The sales were weak, and eventually the Pacific hasn’t even gotten back the money it owed the factory for the engine alone.