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Here is a bunch of info on the brand newish Orca 113R - according to this article it is to be featured in GT4, which is due out in december according to the article......
SUPERCAR PROTOTYPES will always represent one of the most exciting propositions in the business of automotive enthusiasm, though the prospect of driving one hard is always fraught with dangers, foreseeable and otherwise.
We spotted the Orca C 113 for the first time in Italy this past April and knew we had to give the Le Mans aspirant a try.
ORCA C 113
AS TESTED
ON SALE: N/A
BASE PRICE: N/A
POWERTRAIN: 2.3-liter, 375-hp, 399-lb-ft Volvo T5; rwd, five-speed manual
CURB WEIGHT: 1650 pounds
0-60 MPH: 3.5 seconds (mfr.)
PRODUCTION
ON SALE: April 2004 in Europe (mfr. est.)
BASE PRICE: $260,000 (mfr. est.)
POWERTRAIN: 4.2-liter, 641-hp, 664-lb-ft Audi V8; rwd, seven-speed sequential
CURB WEIGHT: 1874 pounds (mfr. est.)
0-60 MPH: 2.7 seconds (mfr. est.)
A few years back, when creator René Beck was finalizing the design for the car, a seven-year-old girl saw the cars rear wing and said, Look, its a Free Willy. Hence the name Orca. The first 1 in the 113 moniker is to signify the first car and the 13 is there because its Becks lucky number.
Every single part of the car has been lovingly worked and assembled by Beck in the two-car garage at his home in Bern, Switzerland. The 440-pound aluminum chassis and 75-pound Aramid Kevlar composite body both emerged from the garage. The C 113 has been a 15-year project funded almost exclusively from Becks pockets500,000 Swiss francs of his own ($374,000) and 250,000 ($187,000) from his dad, Harry, just for the materials. Father Harrya plasterer by dayis in charge of the cars overall fit-and-finish, both of which are impressive.
This mean blue ultralight prototype immediately puts you in mind of the B Engineering Edonis out of Campogalliano near Modena, a brutish acceleration animal driven by a twin-turbo version of the V12 from the short-lived Bugatti EB110. The transverse mid-engine in the current C 113 is the inline five-cylinder, 2.3-liter T5 Volvo unit that takes the 1650-pound supercar to a top speed of 205 mph and from 0 to 60 mph in just 3.5 seconds. With the help of a ceramic-rotor turbo (good for 18.9 psi of pressure and a short-term overboost of 21.8 psi) crafted specifically for this engine by local engineering whiz kid Roger Rutschi, maximum horsepower hits 375 at 5400 rpm, with torque maxing at 399 lb-ft at 3800 rpm.
Why the Volvo powertrain? Beck explains, At first we had some interest in our project from Ford, but when the GT40 was approved all such outside high-performance involvements were stopped. He adds with a grin, At least this engine helps us meet the tough Swiss decibel regulations. The limit is 74 decibels and were at 73.9.
Seeing as Orca wont be getting any powerplants from the Ford group, another source was needed for the anticipated future C 113s. The turbocharged 4.2-liter V8 from the Audi S6 is already being worked over for that purpose by German tuner MTM (Motoren-Technik-Mayer) to the point that the only recognizable carryover from the S6 will be the aluminum block. The twin turbos this time are crafted by MTM and provide 11.6 psi of pressure each. Output is projected at 641 hp at 5400 rpm and 664 lb-ft at 4200, while dry weight goes up to just 1874 pounds.
Expert projections based on these variablesalso taking into account the 0.26 Cdput top speed at 258 mph and 0-to-60-mph acceleration at 2.7 seconds. It should take less than seven seconds to touch 200 km/h (125 mph) and in 15 seconds, the kilometer posts should be clicking by at 300 an hour (187 mph).
We want the fastest road car in the world, asserts Beck, echoing the seldom-realized ambitions of many a visionary.
We were the first magazine allowed to drive this sleek beast and good times were had. Getting in is a dance move: Step in with your right leg, firmly grab, underhanded, the roll bar at the headliner, ball yourself up pretty good and then swing in like a chimp.
We were right at home in the molded bucket seats created by Beck, with enough support to baby anyone for hundreds of miles. Snugging you in are four-point safety belts. Only problem inside is the steel roll bar that currently forces you to sit with your head cocked toward the center of the car, outer flank of skull leaned tenderly on said bar. This is only for the prototype, says Beck, this will not be there in production. Beck has covered 17,000 miles in this initial C 113 and its tough to imagine how. Overall height of the car is 40 inches, a la original GT40. When the roll bar is gone, headroom will still be at a premium though tolerable for anyone up to about six-foot-two.
Soft and grippy sport materials cover the seats and entire dash, and steering-column switchgear is pulled from the Volvo bin. (This will change in the new version as well.) Turn the ignition key and the pumped-up T5 burbles to life. The T5 engine barks pretty nicely during throttle blips and acceleration is like nothing Volvo ever had in mind. Transmission is also the standard Volvo five-speed manual, but the linkages have been dramatically shortened to the point that shifts require about a two-inch throw of the stubby, custom-aluminum lever milled by Beck.
A rather blatant sign that the C 113 is meant for competition is the Momo steering wheel, clamped to the tilted column in such a way that it remains in the same orientation as you turn it in tighter maneuvers, bringing the bottom edge awfully close to your face in a U-turn. The steering itself is highly responsive, of course, given the belly-scraping height, wide tracks and wheel/ tire combos. The wheels are 18x9.5 inches in front, 18x13 inches in back. Tires are Yokohama Z-rated, 255/35 front and 345/35 rear. Koni shocks actually provide a fairly supple ride.
Current brakes are pulled from a Formula Ford in front and from a late-1990s Ford Scorpio/Granada in back. Giggle you might, but they work superbly at this weight. The new C 113 will go high-tech with ceramic units from AP Racing.
Among other things changing on the new version is a seven-speed sequential stick shift as standard equipment and a nine-speed as an option. To aid in tight maneuvers while keeping the big wheels, a hydraulic system will lift the car an inch or so to avoid the tires scraping the wheel wells. Air conditioning and CD stereo with satellite navigation, non-existent in the car you see here, will be options.
Though things are moving ahead on C 113 No. 2, Beck, like all prototypists, is in search of investors to take the car to the next level. While I was there they were waiting to hear word from a private investor in northern Italy, a venture capital group in southern Germany and a Swiss brokerage house.
We really only need five million francs ($3.8 million) to get started properly, he tells me. Thats not a lot of money in my supercar dreamer experience and from what I saw during the drive, well worth it. Beck is aiming to sell 99 C 113s per year at a starting price of 390,000 Swiss francs ($280,000). Theres also an R 113 designed and ready to go. C is for coupe as well as C class racer, R for roadster.
The car is already homologated for Switzerland, and the rest of Europe is an easy next step. But Beck has his sights firmly set on North America.
You have to sell there if youre serious about all this, he says. If all this takes off for these lovable Swiss lugs, Orca will be the first Swiss manufacturer since Monteverdi stopped building GTs in Basel in 1982. The latest version of the hit video game Gran TurismoGT4 due in Decemberincludes the C 113 as one of the supercars you can select to raise hell on the virtual streets. One more big step toward reality
SUPERCAR PROTOTYPES will always represent one of the most exciting propositions in the business of automotive enthusiasm, though the prospect of driving one hard is always fraught with dangers, foreseeable and otherwise.
We spotted the Orca C 113 for the first time in Italy this past April and knew we had to give the Le Mans aspirant a try.
ORCA C 113
AS TESTED
ON SALE: N/A
BASE PRICE: N/A
POWERTRAIN: 2.3-liter, 375-hp, 399-lb-ft Volvo T5; rwd, five-speed manual
CURB WEIGHT: 1650 pounds
0-60 MPH: 3.5 seconds (mfr.)
PRODUCTION
ON SALE: April 2004 in Europe (mfr. est.)
BASE PRICE: $260,000 (mfr. est.)
POWERTRAIN: 4.2-liter, 641-hp, 664-lb-ft Audi V8; rwd, seven-speed sequential
CURB WEIGHT: 1874 pounds (mfr. est.)
0-60 MPH: 2.7 seconds (mfr. est.)
A few years back, when creator René Beck was finalizing the design for the car, a seven-year-old girl saw the cars rear wing and said, Look, its a Free Willy. Hence the name Orca. The first 1 in the 113 moniker is to signify the first car and the 13 is there because its Becks lucky number.
Every single part of the car has been lovingly worked and assembled by Beck in the two-car garage at his home in Bern, Switzerland. The 440-pound aluminum chassis and 75-pound Aramid Kevlar composite body both emerged from the garage. The C 113 has been a 15-year project funded almost exclusively from Becks pockets500,000 Swiss francs of his own ($374,000) and 250,000 ($187,000) from his dad, Harry, just for the materials. Father Harrya plasterer by dayis in charge of the cars overall fit-and-finish, both of which are impressive.
This mean blue ultralight prototype immediately puts you in mind of the B Engineering Edonis out of Campogalliano near Modena, a brutish acceleration animal driven by a twin-turbo version of the V12 from the short-lived Bugatti EB110. The transverse mid-engine in the current C 113 is the inline five-cylinder, 2.3-liter T5 Volvo unit that takes the 1650-pound supercar to a top speed of 205 mph and from 0 to 60 mph in just 3.5 seconds. With the help of a ceramic-rotor turbo (good for 18.9 psi of pressure and a short-term overboost of 21.8 psi) crafted specifically for this engine by local engineering whiz kid Roger Rutschi, maximum horsepower hits 375 at 5400 rpm, with torque maxing at 399 lb-ft at 3800 rpm.
Why the Volvo powertrain? Beck explains, At first we had some interest in our project from Ford, but when the GT40 was approved all such outside high-performance involvements were stopped. He adds with a grin, At least this engine helps us meet the tough Swiss decibel regulations. The limit is 74 decibels and were at 73.9.
Seeing as Orca wont be getting any powerplants from the Ford group, another source was needed for the anticipated future C 113s. The turbocharged 4.2-liter V8 from the Audi S6 is already being worked over for that purpose by German tuner MTM (Motoren-Technik-Mayer) to the point that the only recognizable carryover from the S6 will be the aluminum block. The twin turbos this time are crafted by MTM and provide 11.6 psi of pressure each. Output is projected at 641 hp at 5400 rpm and 664 lb-ft at 4200, while dry weight goes up to just 1874 pounds.
Expert projections based on these variablesalso taking into account the 0.26 Cdput top speed at 258 mph and 0-to-60-mph acceleration at 2.7 seconds. It should take less than seven seconds to touch 200 km/h (125 mph) and in 15 seconds, the kilometer posts should be clicking by at 300 an hour (187 mph).
We want the fastest road car in the world, asserts Beck, echoing the seldom-realized ambitions of many a visionary.
We were the first magazine allowed to drive this sleek beast and good times were had. Getting in is a dance move: Step in with your right leg, firmly grab, underhanded, the roll bar at the headliner, ball yourself up pretty good and then swing in like a chimp.
We were right at home in the molded bucket seats created by Beck, with enough support to baby anyone for hundreds of miles. Snugging you in are four-point safety belts. Only problem inside is the steel roll bar that currently forces you to sit with your head cocked toward the center of the car, outer flank of skull leaned tenderly on said bar. This is only for the prototype, says Beck, this will not be there in production. Beck has covered 17,000 miles in this initial C 113 and its tough to imagine how. Overall height of the car is 40 inches, a la original GT40. When the roll bar is gone, headroom will still be at a premium though tolerable for anyone up to about six-foot-two.
Soft and grippy sport materials cover the seats and entire dash, and steering-column switchgear is pulled from the Volvo bin. (This will change in the new version as well.) Turn the ignition key and the pumped-up T5 burbles to life. The T5 engine barks pretty nicely during throttle blips and acceleration is like nothing Volvo ever had in mind. Transmission is also the standard Volvo five-speed manual, but the linkages have been dramatically shortened to the point that shifts require about a two-inch throw of the stubby, custom-aluminum lever milled by Beck.
A rather blatant sign that the C 113 is meant for competition is the Momo steering wheel, clamped to the tilted column in such a way that it remains in the same orientation as you turn it in tighter maneuvers, bringing the bottom edge awfully close to your face in a U-turn. The steering itself is highly responsive, of course, given the belly-scraping height, wide tracks and wheel/ tire combos. The wheels are 18x9.5 inches in front, 18x13 inches in back. Tires are Yokohama Z-rated, 255/35 front and 345/35 rear. Koni shocks actually provide a fairly supple ride.
Current brakes are pulled from a Formula Ford in front and from a late-1990s Ford Scorpio/Granada in back. Giggle you might, but they work superbly at this weight. The new C 113 will go high-tech with ceramic units from AP Racing.
Among other things changing on the new version is a seven-speed sequential stick shift as standard equipment and a nine-speed as an option. To aid in tight maneuvers while keeping the big wheels, a hydraulic system will lift the car an inch or so to avoid the tires scraping the wheel wells. Air conditioning and CD stereo with satellite navigation, non-existent in the car you see here, will be options.
Though things are moving ahead on C 113 No. 2, Beck, like all prototypists, is in search of investors to take the car to the next level. While I was there they were waiting to hear word from a private investor in northern Italy, a venture capital group in southern Germany and a Swiss brokerage house.
We really only need five million francs ($3.8 million) to get started properly, he tells me. Thats not a lot of money in my supercar dreamer experience and from what I saw during the drive, well worth it. Beck is aiming to sell 99 C 113s per year at a starting price of 390,000 Swiss francs ($280,000). Theres also an R 113 designed and ready to go. C is for coupe as well as C class racer, R for roadster.
The car is already homologated for Switzerland, and the rest of Europe is an easy next step. But Beck has his sights firmly set on North America.
You have to sell there if youre serious about all this, he says. If all this takes off for these lovable Swiss lugs, Orca will be the first Swiss manufacturer since Monteverdi stopped building GTs in Basel in 1982. The latest version of the hit video game Gran TurismoGT4 due in Decemberincludes the C 113 as one of the supercars you can select to raise hell on the virtual streets. One more big step toward reality
nitro_2003...there was once a time when you were a lot worse then what this guy has done.And, nitro 
you are still fairly new 
We'd be like a limo
