DeLorean S2 '04

History

The DeLorean DMC-12 is a sports car that was originally manufactured in Dunmurry, a suburb of Belfast, Northern Ireland by John DeLorean's DeLorean Motor Company for the American market in 1981–1982. It is most commonly known
simply as the DeLorean, as it was the only model ever produced by the company. The DMC-12 features gull-wing doors with a fiberglass "underbody", to which non-structural brushed stainless steel panels are affixed. A modified
version of the car became iconic for its appearance as a time machine in the Back to the Future film franchise.

The first prototype appeared in March 1976, and production officially began in 1981 (with the first DMC-12 rolling off the production line on January 21) at the DMC factory in Dunmurry, Northern Ireland. During its production,
several features of the car were changed, such as the bonnet (hood) style, wheels and interior. Approximately 9,000 DMC-12s were made before production stopped in late 1982. Today, about 6,500 DeLorean Motor cars are believed
to still exist.[2]

Texas entrepreneur Stephen Wynne started a separate company in 1995 using the "DeLorean Motor Company" name and shortly thereafter acquired the trademark on the stylized "DMC" logo as well as the remaining parts inventory of the
original DeLorean Motor Company. The company, at its suburban Houston, Texas location, completes newly assembled cars from new original stock (NOS) parts, original equipment manufacturer (OEM) and reproduction parts on a "made
to order" basis using existing Vehicle Identification Number (VIN) plates. Technically, there are no "new" DeLoreans, only remanufactured original cars.

In October 1976, the first prototype DeLorean DMC-12 was completed by William T. Collins, chief engineer and designer (formerly chief engineer at Pontiac). Originally, the car's rear-mounted power plant was to be a Citroën
Wankel rotary engine, but was replaced with a French-designed and produced PRV (Peugeot-Renault-Volvo) fuel injected V6 because of the poor fuel economy of the rotary engine, an important consideration at a time of worldwide
fuel shortages. Collins and DeLorean envisioned a chassis produced from a new and untested manufacturing technology known as Elastic Reservoir Moulding (ERM), which would lighten the car while presumably lowering its production
costs. This new technology, for which DeLorean had purchased patent rights, was eventually found to be unsuitable.

These and other changes to the original concept led to considerable schedule pressures. The entire car was deemed to require almost complete re-engineering, which was turned over to engineer Colin Chapman, founder and owner of
Lotus. Chapman replaced most of the unproven material and manufacturing techniques with those then employed by Lotus. The Backbone chassis is very similar to that of the Lotus Esprit. The original Giorgetto Giugiaro body design
was left mostly intact, as were the distinctive stainless steel outer skin panels and gull-wing doors.

In an interview with James Espey of the new incarnation of the DeLorean Motor Company of Texas, a drawing surfaced showing that the car was potentially to be called Z Tavio. John DeLorean's middle name and his son's first name
were both Zachary while Tavio was his father's name and his son's middle name. Due to only sporadic documentation, there is little more that is currently known about the Z Tavio name and why it was ultimately rejected in favor
of the DMC-12.

DeLorean required $175 million to develop and build the motor company. Convincing Hollywood celebrities such as Johnny Carson and Sammy Davis Jr to invest in the firm, DeLorean eventually built the DMC-12 in a factory
in Dunmurry, Northern Ireland, a neighborhood a few miles from Belfast city centre.

The company had originally intended to build the factory in Puerto Rico but changed their plans when the Northern Ireland Development Agency offered £100 million towards it, despite an assessment by consultants hired by the NIDA
that the business had only a 1-in-10 chance of success.

Construction on the factory began in October 1978, and although production of the DMC-12 was scheduled to start in 1979, engineering problems and budget overruns delayed production until early 1981.

By that time, the unemployment rate was high in Northern Ireland and local residents lined up to apply for jobs at the factory. The workers were largely inexperienced, but were paid premium wages and supplied with the best
equipment available. Most quality issues were solved by 1982 and the cars were sold from dealers with a 12 month, 12,000-mile (19,300 km) warranty and an available five-year, 50,000-mile (80,000 km) service contract.

The DeLorean Motor Company went bankrupt in late 1982 following John DeLorean's arrest in October of that year on drug trafficking charges. He was later found not guilty, but it was too late for the DMC-12 to remain in production.
Approximately 100 partially assembled DMCs on the production line were completed by Consolidated International (now known as Big Lots). The remaining parts from the factory stock, the parts from the US Warranty Parts Center, as
well as parts from the original suppliers that had not yet been delivered to the factory were all shipped to Columbus, Ohio in 1983–1984. A company called KAPAC sold these parts to retail and wholesale customers via mail order.
In 1997, DeLorean Motor Company of Texas acquired this inventory. There has also been a long-standing rumor that the body stamping dies were dumped into the ocean to prevent later manufacture. More recently, evidence emerged
that the dies were used as anchors for nets at a fish farm in Ards Bay, Connemara.

The DMC-12 features a number of unusual construction details, including gull-wing doors, unpainted stainless-steel body panels, and a rear-mounted engine.

Body

The body design of the DMC-12 was a product of Giorgetto Giugiaro of Ital Design and is panelled in brushed SS304 stainless steel. Except for three cars plated in 24-karat gold, all DMC-12s left the factory uncovered by paint or
clearcoat. Painted DeLoreans do exist, although these were all painted after the cars were purchased from the factory. Several hundred DMCs were produced without stainless panels, for training workers, and are referred to as
"black cars" or "mules", in reference to their black fiberglass panels instead of stainless, though these were never marketed. Small scratches in the stainless steel body panels can be removed with a non-metallic scouring pad
(since metal pads can leave iron particles embedded in the stainless steel which can give the appearance of the stainless "rusting"), or even sandpaper. The stainless steel panels are fixed to a glass-reinforced plastic (GRP,
fiberglass) monocoque underbody. The underbody is affixed to a double-Y frame chassis, derived from the Lotus Esprit platform.

The unpainted stainless body creates challenges during restoration of the cars. In traditional automotive body repair, the panel is repaired to be as original ("straight") as possible and imperfections are sculpted back to form
with body filler like Bondo or lead (body solder). This poses no problem (aside from originality) with most cars, as the filler will be hidden by the car's paint (for example, most new cars have filler hiding the seam where the
roof meets the quarter panel). With an unpainted stainless body, the stainless steel must be reworked to exactly the original shape, contour and grain—which is a tremendously difficult job on regular steel (a dented or bent
panel is stretched and a shrinking hammer or other techniques must be used to unstretch the metal) and even more difficult with stainless due to its tendency to work-harden. Furthermore, it is exceedingly difficult to paint
stainless steel due to difficulties with paint adhesion. DeLorean envisioned that damaged panels would simply be replaced rather than repaired; each DeLorean service center today has at least one experienced body repair person
on staff, and there are decades worth of new stainless panels still available in most instances.

Another novel feature of the DMC-12 is its gull-wing doors. The common problem of supporting the weight of gull-wing doors was solved by other manufacturers with lightweight doors in the Mercedes-Benz 300SL and an air pump in
the Bricklin SV-1, although these designs had structural or convenience disadvantages. The DMC-12 features heavy doors supported by cryogenically preset torsion bars and gas-charged struts. These torsion bars were developed by
Grumman Aerospace (and built by Unbrako in the UK, a division of SPS Technologies of Jenkintown, PA) to withstand the stresses of supporting the doors. A popular misconception of the DMC-12's gull-wing doors is that they require
far more side clearance to open relative to ordinary side-hinge doors, such as when parked in a parking lot. In fact, the opposite is true: the DMC-12 requires far less clearance than side-hinge doors, and this can be physically
demonstrated. This misconception of side clearance may stem from a misunderstood location of the hinge point of the doors by persons unfamiliar with DMC-12s. These doors, when opening, only require 11 inches (264 mm) clearance
outside the line of the car, making opening and closing the doors in crowded spaces relatively easy. Much like the doors fitted to the Lamborghini Countach, the DMC-12 doors featured small cutout windows, because full-sized
windows would not be fully retractable within the short door panels.

Suspension

The underbody and suspension of the DMC-12 were based largely on the Lotus Esprit, with a four-wheel independent suspension, coil springs, and telescopic shock absorbers. The front suspension used double wishbones, while the
rear was a multi-link setup. In its original development stages, the car is said to have handled quite well. Considering that Lotus's reputation was built largely on the handling prowess of the cars the company produced, the
DMC-12's smooth ride wasn't a surprise. Unfortunately, changing U.S. government bumper height regulations required modifications to the suspension system and an increase in the vehicle's factory ride height, both of which had
adverse effects on the car's handling capabilities. Many owners have subsequently replaced or modified the front springs to return the front height to the original design specification.

Steering was rack and pinion, with an overall steering ratio of 14.9:1, giving 2.65 turns lock-to-lock and a 35 ft (10.67 m) turning circle. DMC-12s were originally fitted with cast alloy wheels, measuring 14 in (356 mm) in
diameter by 6 in (152 mm) wide on the front and 15 in (381 mm) in diameter by 8 in (203 mm) wide on the rear. These were fitted with Goodyear NCT steel-belted radial tires. Because the engine is mounted in the very rear of the
vehicle, the DMC-12 has a 35%/65% front/rear weight distribution.

The DMC-12 features power-assisted disc brakes on all wheels, with 10 in (254 mm) rotors front and 10.5 in (267 mm) rear.
Performance

John DeLorean had originally envisioned that the car would produce somewhere around 200 horsepower (150 kW), but eventually settled on a 170 horsepower (130 kW) output for the engine. However, United States emissions regulations
required that parts such as catalytic converters be added to the vehicle before it could be sold there. This caused a 40 horsepower (30 kW) reduction to the vehicle's power output, a loss which seriously impeded the DMC-12's
performance. When this combined with the suspension system changes, the US version was regarded as disappointing. DeLorean's comparison literature noted that the DMC-12 could achieve 0–60 mph (0–96 km/h) in 8.8 s, respectable
for the early 1980s, but Road & Track magazine clocked the car at 10.5 s. It is possible that the factory performance numbers were achieved using a European-spec car with the 170 horsepower (130 kW) engine.

The DMC-12 was only available with two factory options including a no-cost manual transmission or automatic transmission and the choice of a grey or black interior. Several dealer options were available, including a car cover;
floor mats; black textured accent stripes; grey scotch-cal accent stripes); a luggage rack and a ski-rack adapter. The standard feature list included stainless steel body panels; gull-wing doors with cryogenically treated
torsion bars; leather seats/trim; air conditioning; an AM/FM cassette stereo system; power windows, locks and mirrors; a tilt and telescopic steering wheel; tinted glass; body side mouldings; intermittent/constant windshield
wipers; and an electric rear window defogger.

About 9,200 DMC-12s were produced between January 1981 and December 1982.[13] Almost a fifth of these were produced in October 1981. About 1,000 1982 models were produced between February and May 1982, and all of these cars had
the VIN's changed after purchase by Consolidated International to make them appear as 1983 models. There are the 15XXX, 16XXX, and 17XXX VINs which were originally 10XXX, 11XXX and 12XXX VINs. Only twelve 12XXXX VIN cars still
exist. These are the Wooler-Hodec right-hand drive cars

Pricing

The car was named the DMC-12 because of its original price of US$12,000. New DMC-12s had a suggested retail price of $25,000 ($650 more when equipped with an automatic transmission); this is equivalent to approximately $60,371
in 2011. There were extensive waiting lists of people willing to pay up to $10,000 above the list price; however, after the collapse of the DeLorean Motor Company, unsold cars could be purchased for under the retail price.

 

GT5 Specs

 

Country
Production
Start
End
Cost
US$
Body Style
2 DR
4 DR
Hatch
Wagon
SUV
Seats #
Engine
Type
Displacement (cc)
Power (HP)
Matrix Power (HP)
Best
Stock
Stealth
Max
Torque
LB/FT
Stock
Stealth
Max
PowerPoints
Default
Minimum
Maximum
Stock
Stealth
Weight
Min
Max
Aspiration
Stock
Supercharger
Turbo
Drivetrain
FF
FR
MR
RR
AWD