S now end with these half-baked comparisons. Time to show the world what it really means to be a racing car for the road - the Mosler MT900 GTR XX makes this its mission. The fact that it is a seven-liter car only relates to the displacement, not the consumption. And the green line at most includes the color. The Mosler MT900 has only one goal: to be the fastest on the racetrack. The mid-engine bolide should prove this on the Nordschleife this year.
The Mosler MT900 GTR XX is a real racing car
Its inventor and producer gave it its name Warren Mosler, a very rich American. The fact that the Mosler MT900 is available in this country is thanks to its few buyers, Christof Flugel, the former TVR importer, and Raeder Automotive. Both bring the racing car across the Atlantic and, together with development partner Hegemann, a supplier, make it fit for TÜV - and best times. A long-tail appearance like the Mosler is more likely to be expected on a van than on the asphalt. Clear case, this is what a racing car looks like. Also under the front hood: fan packages, crash boxes, subframes, wheel suspension and steering. The engine follows behind the passenger cell in monocoque construction. Everyday practicality with a wink is in the rear overhang - a trunk big enough for a vacation for two. And since a facelift, the Mosler not only has power steering, but also air conditioning and a reversing camera. The price from 250,000 euros owes a little luxury.
Supersport body made of carbon fiber plastic
It is relatively easy to slide under the wing doors into the Mosler's bucket seats, which you would not have expected. Even in the light lying position with the Schroth harness straps on, all buttons are accessible. Only the double door disappears too far up. Therefore: first close the doors and then lash your shoulders.
The smell of a modern racing car rises in the nose: The gasoline is not mixed with a metal smell, but a slightly pungent resin smell - Supersport bodies are made of carbon fiber Plastic instead of sheet metal. The standing pedals cuddle tightly, ready for the heel-toe ballet of narrow racing driver's shoes. The height of the steering wheel is adjustable, there is a footrest for the left foot and a small pocket on the sill for a mobile phone and wallet.
TheThe tuned V8 engine comes from the Corvette Z06
When you first look outside, you are struck by the sheer size of the body, which raises concerns about threading into traffic. After all, the bulbous fenders with their slots help with the direction finding - like in a Le Mans racing car. And there is actually a little window to the side for a look over the shoulder. Start the test. A thunderstorm sounds with trembling vibrations. The tuned V8 of the Corvette Z06 Corvette rages rigidly in the The subframe is suspended and transmits its shaking frequencies to the seat. Deep bass rumbling through the stomach and chest, vibrations massage the back. The demanding clutch is only available with trained man's calves, the tightly shiftable gearbox can only be controlled by a strong arm. Let the clutch come and the Corvette V8 pushes with a slightly delayed response. The naturally aspirated engine acoustically simulates the sound mountain of a displacement giant: the ear assumes 14 instead of the actual seven liters.
The only real competitor is the Gumpert Apollo
The typical V8 -Bollern of a CAN-AM racing car is mixed with high-pitched hammering as the engine speed rises, plus the frequency shreds of mechanical cacophony from 4,000 rpm. 600 hp pull the Mosler, which weighs around 1,200 kilograms, forwards as if it were made of cardboard, smoothing out the driver's laugh lines. Shift gears twice, accelerate three times, and you catapult yourself from an administrative offense into a criminal offense on the country road.
The only real competitor is the Gumpert Apollo, which offers a similar experience value. The power of its double-charged eight-cylinder is even more impressive. But only professional racing drivers dare to give full throttle under suboptimal conditions. The power development of the Mosler MT900 makes things a little easier: It is more broadband and therefore easier to control. Torque roller instead of biturbo hammer.
Neither ESP nor traction control keep the 791 Newton meters in check
Although the power of the Mosler MT900 can be placed amazingly confidence at the exit of a curve, cold tires are the natural enemy of torque; neither ESP nor traction control keep the 791 Newton meters in check. The border area needs to be conquered with feeling, and whoever enters it has to show their colors: Is the ability enough to wrestle the Mosler down?
When cautiously accelerating, he still seems stubborn and wants to be forced into the curve with a hard hand. Encouraged by the good mechanical traction, the right foot accelerates and the Mosler MT900 becomes smoother. Nevertheless, he demands constant vigilance: Even patches of asphalt bring the nervous sniffer dog on the wrong track.
Conclusion of the Mosler driving report:
Better, it's always both handsCorrect on the steering wheel. Especially if the stern slips. If you have to get hectic, you have reacted too late - there is little steering angle available. Here, too, the Mosler remains true to himself. Not only does it drive like a racing car, it is one.