SSC North America

6.3L twin-turbo V8 producing 1183hp. 1289Nm torque. Six-speed manual transmission. RWD mid-engine layout. 4470mm length. 2660mm wheelbase. 1247kg curb weight. Two-seat hypercar. Steel tube frame chassis. Carbon fiber body panels. 0-60 mph 2.78 seconds. 412.28 km/h top speed verified. Guinness World Record September 2007. Faster than Bugatti Veyron at time. World's fastest production car 2007-2010. Richland Washington headquarters. Shelby SuperCars Inc. Jerod Shelby founder. American hypercar. 24 units produced total. Nelson Racing Engines twin-turbo. Low production exclusive. American speed record. Independent hypercar manufacturer.

5.9L twin-turbo flat-plane crank V8 producing 1750hp on E85. 1735Nm torque. Seven-speed automated manual CIMA. RWD mid-engine layout. 4470mm length. 2667mm wheelbase. 1247kg dry weight. Two-seat hypercar. Carbon fiber monocoque. Carbon fiber body panels. 0-60 mph 2.5 seconds. 331 mph claimed controversial. 282.9 mph verified January 2021. 455 km/h verified. Active aerodynamics. Adjustable ride height. 0.279 Cd drag coefficient. Washington state manufacturing. Jason Castriota design. Italian styling American engineering. 100 units planned. SSC V8 engine bespoke. American speed monster. Exotic hypercar challenger.

The record-shattering twin-turbo small block that propelled SSC to the production car speed record in 2007. This 6,350cc pushrod V8 started as a Chevrolet LS-based architecture but was completely re-engineered for four-digit horsepower. The block was a proprietary aluminum casting with siamesed cylinders, six-bolt main bearing caps, and priority main oiling. The turbo system used twin Garrett GT35R ball-bearing turbochargers with 1.06 A/R turbine housings, producing 25.0 psi of boost. The cylinder heads were CNC-ported LS7 units with 2.25-inch titanium intake valves and 1.61-inch Inconel exhaust valves. The valvetrain employed Jesel shaft-mounted rockers with 1.8:1 ratio and dual springs good for 7,800 RPM. The fuel system used eight individual 90mm throttle bodies with 2,200 cc/min injectors and dual Bosch 044 fuel pumps. With 8.5:1 compression and a Motec M800 ECU managing boost-by-gear, it produced 1,183 hp at 6,950 RPM and 1,094 lb-ft at 6,150 RPM. The engine's masterpiece was its air-to-water intercooling system that used ice-water reservoirs for record attempts, reducing intake temperatures to just 15°C above ambient at maximum boost. Complete with turbos and intercoolers, it weighed 598 pounds while delivering 1.98 hp per pound—a record that stood for years.

The ground-up billet-aluminum V8 developed specifically for SSC's 300+ mph hypercar ambition. This 5,900cc pushrod V8 featured a block machined from solid 6061-T6 aluminum billet with plasma-coated cylinder bores and eight-bolt main bearing caps. The turbo system used twin Precision Turbo 68mm ball-bearing turbos with billet compressor wheels and electronic wastegates, capable of 32.0 psi of boost. The cylinder heads were CNC-machined from solid aluminum with 2.30-inch sodium-filled intake valves and 1.65-inch Inconel exhaust valves. The valvetrain employed T&D shaft rockers with 1.85:1 ratio and beehive springs good for 8,800 RPM. The fuel system combined direct injection (3,625 psi) with port injection, using sixteen 1,650 cc/min injectors and quad turbine-style fuel pumps. With 8.8:1 compression and a Life Racing F88R ECU, it produced 1,350 hp on 91 octane and 1,750 hp on E85 at 7,200 RPM. The engine's innovation was its 'variable boost profile' that could alter boost pressure mid-gear to maintain optimal traction. The dry-sump oil system used a five-stage Peterson pump with 18-quart capacity and oil-to-water heat exchangers. Despite its immense power, the complete engine weighed just 437 pounds, achieving an unprecedented 4.0 hp per pound in its highest state of tune.

The absurd quad-turbo small block built for SSC's ultimate power variant before the Tuatara project. This 6,998cc pushrod V8 featured a Donovan aluminum block with splayed four-bolt main caps and a forged 4340 steel crankshaft. The turbo system used four Garrett GTX3076R Gen II turbos arranged in two-stage configuration, with the primary turbos providing boost from 2,500 RPM and secondary turbos engaging at 4,500 RPM. The cylinder heads were Brodix BB2 Xtra with 2.40-inch titanium intake valves and 1.88-inch Inconel exhaust valves. The valvetrain employed Jesel Pro Series rockers with 1.7:1 ratio and triple springs good for 8,200 RPM. The fuel system used mechanical fuel injection with eight stacks and twelve 2,200 cc/min injectors, fed by a MagnaFuel 750 pump. With 9.0:1 compression and 42.0 psi of combined boost, it produced 1,600 hp at 7,000 RPM and 1,450 lb-ft at 5,800 RPM. The engine's party trick was its 'boost-by-speed' calibration that matched boost pressure to available traction at each gear ratio. The intercooling system used twin air-to-water units with dedicated ice tanks for each turbo stage. Though never put into production, this engine demonstrated SSC's commitment to pushing forced-induction technology beyond reasonable limits.

The bespoke DOHC V8 developed as an alternative to turbocharged power before SSC committed to forced induction. This 6,998cc 90° V8 featured an aluminum block with pressed-in iron liners and gear-driven dual overhead camshafts. The valvetrain employed 32 valves with 40° included angle and pneumatic springs for 9,500 RPM operation. The intake system used eight individual throttle bodies with 60mm bores and carbon fiber velocity stacks. The fuel system employed sequential port injection with individual coil-on-plug ignition. With 13.5:1 compression and a Motec M600 ECU, it produced 680 hp at 8,800 RPM and 480 lb-ft at 7,200 RPM. The engine's innovation was its 'tumble-flap' intake system that created high turbulence at low RPM for improved combustion stability. The dry-sump oil system used a three-stage Dailey pump with 16-quart capacity and oil-to-air heat exchangers. Though ultimately rejected in favor of turbocharged power, this engine demonstrated SSC's capability to design sophisticated four-valve architectures when necessary.

The C8 Corvette-derived twin-turbo V8 adapted for SSC's track-focused hypercar variant. This 6,162cc pushrod V8 started as a GM LT5 but received extensive modifications for hypercar duty. The block was reinforced with additional main cap webbing and ARP studs throughout. The turbo system used twin BorgWarner EFR 9180 turbos with 1.45 A/R turbine housings and electronic wastegates. The cylinder heads were stock LT5 units but with upgraded valve springs and titanium retainers. The valvetrain employed stock rockers with 1.8:1 ratio and upgraded pushrods. The fuel system used the stock direct injection system supplemented with secondary port injection using 1,300 cc/min injectors. With 9.0:1 compression and 22.0 psi of boost, it produced 1,200 hp at 6,500 RPM and 1,100 lb-ft at 4,800 RPM. The engine's advantage was its production-based reliability and serviceability compared to SSC's fully bespoke engines. The cooling system used triple heat exchangers—one for coolant, one for charge air, and one for transmission fluid—all packaged within the Tuatara's advanced aerodynamics. This engine demonstrated SSC's pragmatic approach when production-based architecture could meet performance targets.

The ambitious V12 design study that preceded SSC's commitment to V8 architecture for production. This 7,300cc 60° V12 featured an aluminum block with wet liners and gear-driven quad overhead camshafts. The valvetrain employed 48 valves with 25° included angle and mechanical bucket followers. The intake system used twelve individual throttle bodies with 52mm bores and magnesium velocity stacks. The fuel system employed sequential multi-point injection with individual ignition coils. With 12.5:1 compression and a Bosch ME 9.6 ECU, it produced 720 hp at 8,500 RPM and 520 lb-ft at 6,800 RPM. The engine's innovation was its 'cross-plane' crankshaft that provided V8-like exhaust pulses while maintaining V12 smoothness. The dry-sump oil system used a seven-stage pump with separate scavenge stages for each cylinder bank. Though this engine never reached production, its development informed SSC's understanding of high-RPM engine dynamics and influenced the valvetrain design of their subsequent V8 engines. The complete prototype weighed 687 pounds and demonstrated that SSC had the engineering capability to develop complex multi-cylinder architectures when market conditions justified the investment.

The bespoke 7-speed sequential manual transmission developed specifically for the Tuatara's 1750 hp V8 engine. This transmission features an electro-hydraulic shift system capable of completing gear changes in under 100 milliseconds, with paddle-shift control and multiple performance modes. The gearset is manufactured from vacuum-melted, case-hardened steel with REM-finished tooth profiles to handle the 1300 Nm of torque while minimizing friction losses. The case is CNC-machined from billet aluminum with integrated oil galleries and cooling channels, weighing just 98 kg complete with hydraulic actuators. The clutch is a multi-disc carbon-carbon unit capable of withstanding 10,000 RPM launches and operating temperatures exceeding 800°C. The transmission control unit features predictive shift technology that anticipates gear changes based on throttle position, lateral g-forces, and GPS data from pre-programmed tracks. The final drive ratio is optimized for the Tuatara's 316 mph top speed capability, with seventh gear acting as an overdrive for reduced engine RPM at extreme velocities.

The heavily modified 6-speed manual transmission used in the record-breaking Ultimate Aero TT. Based on a robust production gearbox, this unit was completely re-engineered with custom gear ratios, strengthened synchronizers, and a billet aluminum case to handle the 1190 hp twin-turbo V8. The gearset features shot-peened and cryogenically treated teeth with diamond-like carbon coatings to reduce friction and increase fatigue resistance. The shift mechanism uses a short-throw, direct-linkage system with titanium shift rods and ceramic bearings for precise engagement. The limited-slip differential is a torque-sensing helical design with 60% lock-up under power to manage the immense torque delivery. The clutch system employs a twin-plate ceramic-metallic design with a lightweight chromoly steel flywheel, requiring significant pedal effort but providing immediate engagement. The transmission fluid is circulated through a dedicated cooling system with its own radiator and electric pump to maintain optimal temperatures during sustained high-speed runs. This transmission was instrumental in achieving the Ultimate Aero's 256.18 mph world record in 2007.

The competition-spec straight-cut gearset option for the Tuatara, designed for track use and maximum durability. This configuration eliminates synchronizers in favor of dog-ring engagement, requiring precise rev-matching but providing near-instantaneous shifts under full power. The straight-cut gear teeth are wider and stronger than helical gears, manufactured from 300M aerospace-grade steel with titanium nitride coatings. The transmission features a strain gauge torque measurement system that monitors power delivery to each gear, with data logged for performance analysis. The shift actuators are pneumatic rather than hydraulic, reducing weight and providing even faster shift times of approximately 50 milliseconds. The clutch is reduced to a single carbon-carbon disc for minimum rotational inertia, requiring expert operation but enabling faster engine acceleration. The transmission case incorporates magnesium panels to further reduce weight, and the lubrication system includes a dry-sump arrangement with dual scavenge pumps to ensure proper oiling during extreme cornering. This version is rated for sustained operation at 9000 RPM and can withstand the repeated shock loads of professional track use.

The enhanced manual transmission developed for the limited-production Ultimate Aero XT edition. This transmission features revised gear ratios with a closer spread between second through fifth gears for improved acceleration, while maintaining a tall sixth gear for top speed capability. The synchronizers are carbon-lined triple-cone units on second and third gears, with double-cone synchronizers on the remaining gears to handle the increased rotational inertia. The shift linkage is completely re-engineered with heim joints and aircraft-grade aluminum rods to eliminate deflection and provide rifle-bolt precision. The case is reinforced with additional ribbing and uses high-tensile fasteners to withstand the additional 200 hp over the standard Ultimate Aero. The limited-slip differential incorporates a pre-load adjustment mechanism that allows owners to fine-tune the lock-up characteristics for different track conditions. The transmission mounts are manufactured from CNC-machined aluminum with polyurethane bushings to minimize powertrain movement while maintaining some vibration isolation. This transmission represents the ultimate evolution of the manual gearbox in SSC's record-breaking platform.

The automated manual transmission option developed for SSC's North American market customers seeking maximum performance with easier operation. This transmission uses the same robust gearset as the manual version but adds electro-hydraulic actuators for clutch and shift operation. The system offers multiple driving modes: Comfort for street use with smoother shifts, Sport for track days with faster shifts, and Race for maximum attack with no-lift shifting capability. The transmission control unit features launch control programming with adjustable RPM limits and slip targets for optimal acceleration. The clutch is a multi-disc carbon unit with hydraulic actuation that provides both automatic operation and manual override via paddles. The system includes automatic rev-matching for downshifts, with the aggressiveness of the throttle blip varying by driving mode. The transmission also features a creep function for parking lot maneuvers and a thermal management system that monitors clutch and fluid temperatures, adjusting shift parameters to prevent overheating during extended track sessions. This option maintained the durability of the manual transmission while making the car more accessible to drivers less experienced with high-power manual gearboxes.

The ultra-lightweight transmission option featuring titanium gearsets for the Tuatara Lightweight model. This transmission saves 28 kg compared to the standard unit through extensive use of titanium, magnesium, and carbon composite materials. The gears are CNC-machined from Ti-6Al-4V aerospace titanium, then ion-implanted for surface hardening and coated with molybdenum disulfide for lubrication. The case is magnesium with carbon fiber reinforcement in low-stress areas, and the shift actuators are manufactured from carbon fiber-reinforced PEEK polymer. Despite the weight reduction, the transmission maintains the same torque capacity through careful finite element analysis and strategic reinforcement of load-bearing surfaces. The gear ratios are slightly revised to take advantage of the Tuatara Lightweight's reduced mass, with taller gearing that still enables sub-2.5 second 0-60 mph times while improving high-speed efficiency. The limited-slip differential uses titanium internal components and a special low-viscosity fluid to further reduce parasitic losses. This transmission represents the absolute minimum weight possible while maintaining reliability at 1750 hp, contributing significantly to the car's overall performance envelope.

The compact 2-speed sequential transmission developed for SSC's electric vehicle prototype. This transmission addresses the unique challenges of electric motor torque delivery, featuring an ultra-fast single-clutch design that can handle the instant torque of electric motors. First gear is optimized for maximum acceleration from 0-150 mph, while second gear provides efficient high-speed operation up to the car's 250 mph target. The gearset uses helical-cut teeth for quiet operation, manufactured from case-hardened steel with diamond-like carbon coatings. The clutch is a multi-disc wet design with ceramic composites, electronically controlled to provide smooth engagement despite the electric motor's instant torque. The transmission incorporates a unique torque-reduction strategy during shifts that momentarily reduces motor output to protect the driveline, with shift times of approximately 120 milliseconds. The case is aluminum with integrated cooling channels that circulate transmission fluid through the motor cooling system for thermal management. The differential is an electronically controlled limited-slip unit that can vary lock-up from 0-100% based on traction conditions and driving mode. This transmission demonstrates SSC's adaptation of high-performance transmission technology to the unique demands of electric hypercars.

Founded in 1998 as Shelby SuperCars Inc. by Jerod Shelby (no relation to Carroll Shelby) from Richland, Washington headquarters, SSC introduced the Ultimate Aero concept in 2004 before Twin Turbo production in 2006 culminated in the 2007 Guinness World Record at 412 km/h verified as the world's fastest production car, briefly defeating the Veyron. Tuatara development began in 2011 with Italian designer Jason Castriota debuting at Geneva 2011, though extensive production delays pushed first delivery to 2020 amid controversial speed record attempts—the disputed October 2020 claim of 331 mph was later verified at 282.9 mph in January 2021. This American independent hypercar manufacturer maintains low-volume production with primary speed focus from Washington state manufacturing, representing American engineering ambition in the exotic car market through limited production exclusive V8 power tradition and turbocharged performance embodying the American dream hypercar. SSC demonstrates that American manufacturers can compete in hypercars without European heritage or exotic locations—operating from Washington state rather than Modena, using American V8 power instead of European exotics, and pursuing absolute speed records with single-minded focus that sometimes leads to controversial claims requiring verification. The Tuatara's development delays and speed record controversies illustrate challenges small manufacturers face in hypercar validation, but also prove that passion and engineering talent can create legitimate top-speed contenders regardless of pedigree or location when ambition refuses to accept that Europeans monopolize extreme performance.