We were recently made aware of two Ultima kits being built on opposite sides of the Atlantic: a racy, sleek Ultima GTR, built by Englishman Nigel Dean, and a sexy, competitive Ultima Can Am, built by American Jack Rosen. What follows are these two builds, showing the by-the-book, factory-accepted work in the UK vs. the customized individuality approach here in the States. We think it shows that the Ultimas are awesome cars that can be built, driven, and raced successfully both ways, and it's your choice as to how YOUR finished Ultima will emerge.-Mike Blake, Editor
If a street-legal McLaren car is your dream of the ultimate automotive project, then the Ultima is one central character that should enter that dream. Whether it is the Can Am model or the GTR version, Ultima is one sporty, racy street car that can compete big-time at track events.
In one build-up approach, The USA's Jack Rosen put his own mark on his customized Ultima Can Am, with inventiveness and deviation from the norm, while another approach was embraced by the UK's Nigel Dean, who went by the book to finish his Ultima GTR.
Customized In The USA
Jack Rosen, an airplane engineer and competitive racer said, was intrigued by the Can Am: "The Ultima is, in my opinion, the only car different enough from the norm of kit cars available. I wanted to see an Ultima in person, so I went down to the Daytona 24 Hour, where K&N Filters had a GTR entered. I wanted even more so I went to the Carlisle Kit Car Nationals and saw their Can Am in person. I was sold on the spot. There's nothing else out there like it."
He continued, "According to the sales literature, 'Ultima is the UK's leading self-assembly supercar manufacturer.' The Can Am looks more slender and streamlined-it's like a grown-up version of the old car. The Spyder may have been a toy, but the Can Am is for when you want to get seriously hardcore!"
Taking its inspiration from the awesome mid-engined racers that competed in the American Can Am series during the '60s and '70s, the Ultima Can Am represents a modern interpretation of these amazing machines.
At the heart of every new Can Am is the company's race-proven space frame chassis engineered to accept a mid-mounted Chevrolet V-8 engine mated to a five- or six-speed Porsche transaxle.
The Ultima's powdercoated chassis is a full 100-inch wheelbase space frame, constructed of 38mm and 1.5mm tubing with 16-gauge aluminum panels.
The suspension is traditional, unequal-length, double-wishbone with cast LM25 aluminum uprights and adjustable special Ultima coils over Intrax shocks on all four corners. Customers can choose between Urethane, Nylatron, or Rose joints.
The 2.4-turn steering rack has its input shaft in the center, making it universal for left- and right-drive applications. The rack and all other steering components were supplied by Ultima.
Power for Rosen's Ultima Can Am started with a '72 Chevrolet 350ci block. The engine modifications, performed by Motor Tech in New Bedford. Massachusetts, include stoking to 383 with an Eagle stroking kit using the H-type casting. The Federal Main bearings have been bolstered with four-bolt splayed caps.
Because the engine is expected to turn up to 8,000 rpm, Rosen machined a custom, dual-belt large alternator pulley to reduce the likelihood of overdriving the 65-amp alternator. The Ultima provided polished stainless steel headers, and a Canton racing oil pan with baffles will help keep the oil at the pump pickup during the hard corning at New Hampshire International Speedway and Watkins Glen Raceway. To keep things properly lubricated, a high-volume oil pump moves a whopping 9 quarts of oil from the windage tray-equipped large volume pan through an Earl's cooler.