A supercar/high end car brand focusing on performance, innovation and top speed.
THE ULTIMA FULMINE
This supercar is perfect for performance at a low price for the supercar world.
SPECIFICS
Top Speed: 382km/h (237mph)
0-100: 2.97s
100-0: 37.6m
Weight: 1323.7kg
Suspension F: Pushrod
Suspension R: Pushrod
Power: 334.2kW @ 8600RPM
Redline: 9000RPM
Front Brakes: 4-Piston Calipers High Performance Carboceramic Brake System
Rear Brakes: 6-Piston Calipers Ventilated Discs
Wheelbase: 2.58m (8,47ft)
Drivetrain: Mid Longitudinal AWD Helical Monocoque
Fuel System: Ultima ADINAS (Advanced Direct Injection Naturally Aspirated System)
Compression: 13.1:1
Fuel Economy: 11.5 L/100Km
Yearly Service Costs: US$ 2782.7
AWD Power Split: 40F-60R
Engine Displacement: 3.5L
Engine Type: V6 90 degrees
Bottom End: 3500cc AlSi Light Block
Top End: Aluminium DOHC-30
Aesthetics
Available Colors:
-Blue
-Jaune
-White
Tires:
-Semi-Slick Tires
Gallery
Coming at a listed price of US$ 270.000
3 Likes
Not to go against this, as i think it’s very cool, but i’d like to mention that there is already a real car brand called Ultima.
2 Likes
Yea, I know that one, but when I first created the brand (2021) I didn’t know Ultima. So I think I’m gonna keep this name
1 Like
The 90-degree bank angle is understandable, given that many such engines exist in real life, and were originally based on V8s with the same bank angle, but 5 valves per cylinder? That’s one too many for 2020 and later.
You are simply wrong.
Yamaha used one already in 1984 in a motorcycle and Toyota already used them in 1991.
So you suggest I put less?
Correction: There was indeed a time when 5 valves per cylinder was quite common, but the last engine with that valvetrain went out of production in 2006. Nobody has put a five-valve head into production since then:
I have to applaud the immense specific output from such a small engine, though.
so u sayin the engine is doing good power for how big it is?
Yes.
5 valves aren’t used anymore because they give a rather minor advantage, while making the space in the head more crowded, which makes using VVL or direct injection harder, and those two are much more effective. Automation doesn’t fully reflect that (for simplicity and clarity I guess), so you can still make a direct injection 5v engine (but not combine 5v with VVL), but if you wanna be realistic, you likely shouldn’t.
And not to bash your engineering or anything like that, but I definitely wouldn’t say that 334 kW out of a turbo 3.5, especially rather high revving, is an immense specific output in 2020. That’s around 130 hp/litre, level long since achieved in pretty regular engines. Heck, some modern economy 1.0s get near that (hey Honda!). Not saying it’s bad, just that it’s not really extreme as @abg7 seems to suggest 
One thing I’m almost certain is limiting the engine in that regard is the light block. Those have much lower power limits than heavy blocks, and honestly the weight difference is very minor (I for one use exclusively heavy ones for my performance engines, I think - and eco turbo ones too). The service costs seem a bit high, but I’m probably not the best person to judge that, I don’t have too reliable mental reference points for that. The performance seems perfectly adequate to the weight and power, economy could be better, but given the suboptimal setup for it (high revving 5v) it’s not bad either, especially considering the performance.
Overall I’d say the part of engineering that we can see is not bad 
For a more detailed look at why the 5v head is no longer found in any current road car, you might want to check out this article below:
https://www.roadandtrack.com/car-culture/a42307473/five-valve-cylinder-heads/
not a turbo.
Ooooh, right, sorry, IDK why I thought it was turbocharged. Then yeah, N/A that’s some pretty serious power, and in that light economy looks even better. Really nice engine then!
thank you!