DMC DeLorean

De Lorean DMC-12

Manufacturer	De Lorean Motor Company
Class	Sports car
Body styles	2-door coupé
Production	1981–1983
Engine	2.8 L (2849 cm³) PRV V6
Length	166 in (4216 mm)
Wheelbase	95 in (2413 mm)
Width	73.1 in (1857 mm)
Track	62.6 in (1590 mm) front 62.8 in (1595 mm) rear
Height	44.9 in (1140 mm) doors closed 77.2 in (1961 mm) doors open
Weight	2712 lb (1230 kg)
This article is part of the automobile series.

The De Lorean DMC-12 is a sports car which was manufactured by the De Lorean Motor Company from 1981 until 1983. It is most commonly known as the De Lorean, as it was the only model ever produced by the company. The DMC-12 featured gull-wing doors with a brushed stainless steel body. It was featured in the Back to the Future film trilogy as a time machine.

The first prototype was completed in 1978, and the final chassis was based on the Lotus Esprit. Production began officially in 1981 at the DMC factory in Dunmurry, Northern Ireland. During its production, several aspects of the car were changed, such as the hood (bonnet) style, wheels and interior. About 9,200 DMC-12s were made before production ended in 1983, and as of 2006, 6,000 are estimated to be in existence.

Despite being produced in Northern Ireland, DMC-12s were primarily intended for the American market. Therefore, all of the production models were left-hand drive (designed to be driven on the right side of the road). Some of them were converted to right-hand drive by specialist mechanics in the United Kingdom, but no right-hand drive De Lorean was ever put into production, thus limiting the vehicle's popularity in the United Kingdom and Republic of Ireland.

History

File:De-Lorean-Left-allclosed.JPG

A 1981 De Lorean DMC-12 with the gull-wing doors closed.

In October 1976, the first prototype De Lorean 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 V-6 because of the poor fuel economy of the rotary engine, an important issue at a time of world-wide fuel shortages. Collins and De Lorean envisioned a chassis produced from a new and untested manufacturing technology known as Elastic Reservoir Moulding (ERM), which would contribute to the weight characteristics of the car while presumably lowering its production costs. This new technology, for which De Lorean had purchased patent rights, would eventually be found to be unsuitable for mass production.

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 dubious material and manufacturing techniques with those currently being employed by Lotus; specifically, the existing suspension and chassis from the Lotus Esprit were used in the DMC-12. The original Giorgetto Giugiaro body design was left mostly intact, as were the distinctive stainless steel outer skin and gull-wing doors. (Giugiaro had also designed the Lotus Esprit.)

The DMC-12 would eventually be built in a factory in Dunmurry, Northern Ireland, a neighborhood only a few miles from Belfast City Centre. Construction on the factory began in October 1978, and although production of the DMC-12 was scheduled to start in 1979, engineering issues and budget overruns delayed production until 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 workforce was comprised of both Protestants and Catholics who were happy to put religious differences aside and work together as a team. The production personnel 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 with a five-year, 50,000-mile (80 000 km) warranty.

Although the De Lorean Motor Company went bankrupt in late 1982 following John De Lorean's October 1982 arrest, unassembled DMC-12s were completed by Consolidated (now part of KAPAC). A total of about 9,200 DMC-12s were produced between January 1981 and December 1982.^[1] Almost a fifth of these were produced in October 1981. Very few cars were produced between February and July 1982, although serious production returned in August that year.^[2] At least one source indicates that only 8,583 DMC-12s were ever produced.^[3]

Construction

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 of the DMC-12 was designed by Giorgetto Giugiaro and clad entirely in brushed SS304 stainless steel. Except for three cars plated in 24k gold, all DMC-12s left the factory uncovered by paint or clearcoat.^[4] Painted De Loreans do exist, although these were all painted after the cars were purchased from the factory. Several hundred fiberglass-bodied "black car" DMC-12s were produced to train workers, although these were never marketed. Small scratches in the stainless steel body panels can reportedly be removed with a scouring pad.^[5] 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, designed from the Lotus Elan platform.

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 issues. The DMC-12 features heavy doors supported by cryogenically preset torsion bars and gas-charged struts^[6]. These torsion bars were manufactured by Grumman Aerospace to withstand the stresses of supporting the doors.^[7] These doors only extend 11 inches (264 mm) outside the line of the car, making opening and closing the doors in crowded parking lots 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.^[8]^[9]

Engine

The DMC-12 is powered by the PRV V6, developed jointly by Peugeot, Renault, and Volvo. The engine is derived from the Volvo B28F, fitted with a Bosch K-Jetronic fuel injection system and modified to be mounted in reverse. The PRV is a 90-degree layout, displaces 2.66 L (88 mm bore, 73 mm stroke), and has a compression ratio of 8.8:1. The engine block and heads are cast of light alloy and the engine features single overhead camshafts driving two valves per cylinder. When new, this engine was rated for 97 kW (130 hp) at 5,500 rpm and 208 N·m (153 ft lbf) at 2750 rpm. Fuel efficiency was said to be 12 L/100 km (19 mpg US, 22.8 mpg Imperial) and unofficial tests largely support this figure.^[10]^[11]

Two transmissions were available for the DMC-12: a three-speed automatic and a five-speed manual transmission, both with a final drive ratio of 3.44:1. The manual transmission is a Renault 30 gearbox. Most cars were fitted with manual transmissions. The engine in the DMC-12 is mounted behind the rear axle, much like the VW Beetle and Porsche 911. The transaxle stretches forward between the axles.^[12]^[13]

Suspension

The underbody and suspension of the DMC-12 were based largely on the Lotus Esprit, with a four-wheel independent suspension using double wishbones in the front and a multilink system in the rear. All four wheels are suspended with coil springs and telescopic shock absorbers. In its original development stages, the car is said to have handled quite well—not surprising, considering that Lotus's reputation was built largely on the handling prowess of the cars the company produced. Unfortunately, changing safety standards in the US required modifications to the suspension system and, eventually, the raising of the vehicle's factory ride height, both of which had adverse effects on the car's handling capabilities.

The DMC-12 features power-assisted disc brakes on all wheels — 10 in (254 mm) front, 10.5 in (267 mm) rear. It is also fitted with a rack and pinion steering system designed for 2.65 turns lock-to-lock. The car has a 35 ft 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.^[14]

Performance

The grey interior and manual transmission in a DMC-12.

John De Lorean had originally envisioned that the car would produce somewhere around 200 horsepower, but eventually settled on a 170 horsepower output for the engine. However, stringent new US emissions regulations required that parts such as catalytic converters be added to the vehicle before it could be sold in that country. Although the new parts qualified the vehicle for sale in the US, they caused serious reductions to power output, to 130 horsepower. The 40 horsepower loss seriously impeded the DMC-12's performance, and when combined with the forced changes to the vehicle's suspension system, the US versions were regarded as disappointing. De Lorean's comparison literature noted that the DMC-12 could achieve 0–60 mph (0–96 kmh) in 8.8 s, which would have been good for the time, but Road & Track magazine clocked the car at 10.5 s. However, it's possible that the factory performance numbers were achieved using a European spec car with the 170 horsepower engine.^[15]

Pricing

New DMC-12s had a suggested retail price of $25,000 ($650 more when equipped with an automatic transmission); this is equivalent to approximately $56,000 in 2005 dollars. There were extensive waiting lists of people willing to pay up to $10,000 above the list price; however, after the collapse of the De Lorean Motor Company, unsold cars could be purchased for under the retail price.^[16]

The DMC-12 was only available with seven options including automatic transmission ($650), a car cover ($117), floor mats ($84), black textured accent stripes ($87), grey scotch-cal accent stripes ($55), a luggage rack ($269) 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, a high-output stereo system, power windows, locks, mirrors, steering wheel adjustable for both rake and reach, tinted glass, body side moldings, intermittent windshield wipers, and an electric rear window defogger.^[17]^[18]

Prices for DMC-12s vary widely with quality and demand, which varies over time. However, as of 2005, running examples command approximately $15,000 and excellent low-mileage examples have changed hands for twice that sum. There are an estimated 6,000 surviving DMC-12s today. A Texas-based company called the DeLorean Motor Company sells refurbished DMC-12s starting at $37,500, priced according to condition. The cars are available with modern amenities, such as performance engine upgrades, two-toned heated/cooled seats, and high-intensity discharge (HID) headlights. This company has no relationship with the original DeLorean Motor Company.^[19]

Production changes

Although there were no typical "yearly" updates to the De Lorean, several changes were made to the De Lorean during production. John De Lorean believed that model years were primarily a gimmick used by automobile companies to sell more cars. Instead of making massive changes at the end of the model year, he implemented changes mid-production. This resulted in no clear distinction between the 1981, 1982 and 1983 model years, with subtle changes taking place almost continuously throughout the life of the De Lorean. The most visible of these changes related to the hood style.

Hood styles

Early 1981 Hood

1983 hood

The original hood (bonnet) of the De Lorean had grooves running down both sides. It included a gas flap to simplify fuel filling. The gas flap was built so that the trunk (boot) could be added to the total cargo area of the De Lorean. These cars typically had a locking gas cap to prevent siphoning. In 1981, the hood flap was removed from the hood of the cars (although the hood creases stayed). This style was retained well into 1982. Based on production numbers for all three years, this hood style is probably the most common. After the supply of locking gas caps was exhausted, the company switched to a non-locking version (resulting in at least 500 cars with no gas flap, but with locking gas caps). The final styling for the hood included the addition of a De Lorean logo and the removal of the grooves, resulting in a completely flat hood. All changes to the hood were made not to alter the look of the car, but for a much more practical reason: Production was faster with the non-grooved design.

Other changes

John DeLorean was well over six feet (183 cm) tall, and he designed the car to comfortably fit someone of his stature. For shorter people, the addition of a pull strap made closing the doors much easier from the inside. Pull straps were manufactured as an add-on for earlier vehicles in November 1981. These attach to the existing door handle. Late-model 1981 cars, and all cars from 1982 and 1983, have doors with permanent pull straps attached.

The side bolstering in the De Lorean was originally separate from the main interior pieces. There is a tendency to place pressure on this piece when entering and exiting the car. This will eventually cause the bolstering to become separated from the trim panel. To help fix this problem; cars built in and after late 1981 have one solid trim piece with the bolster permanently attached.

As an addition to later cars, a foot rest — in the form of an unusable pedal — was added to the cars to help prevent fatigue while driving. This is one of the few changes that is directly tied to a model year. These were not built in to any 1981 vehicles, and were added to all cars starting with 1982 production.

Although the styling of the De Loreans wheels remained unchanged, the wheels of early-model 1981 vehicles were painted grey. These wheels sported matching grey centre caps with an embossed DMC logo. Early in to the 1981 production run, these were changed to a polished silver look, with a contrasting black centre cap. The embossed logo on the centre caps was painted white to add contrast.

In 1981, the De Lorean came stocked with a Craig radio; this was a standard 1980s tape radio with dual knob controls. Since the Craig did not have a built-in clock, one was installed in front of the gear shift. De Lorean's switched to an ASI stereo in the middle of the 1982 production run. Since the ASI radio featured an on-board clock, the standard De Lorean clock was removed at the same time.

The first 2,200 cars produced used a windshield embedded antenna. This type of antenna proved to be inadequate for most motoring needs, so a standard whip antenna was added to the outside of the front right quarter panel. While improving radio reception, this resulted in a hole in the stainless steel, and an unsightly antenna. As a result, the antenna was again moved, this time to the rear of the car. Automatic antennas were installed under the grills behind the rear driver's-side window. While giving the reception quality of a whip antenna, these completely disappear from view when not in use.

The small sun visors on the De Lorean have vinyl on one side, and headline fabric on the other side. Originally these were installed such that the vinyl side would be on the bottom when not in use. Later on in 1981, they were reversed so that the fabric side would be on the bottom.

The original alternator supplied with the early production DMC-12s could not provide enough current to supply the car when all lights and electrical options were on; as a result, the battery would gradually discharge, leaving the driver stranded on the road. This happened to De Lorean owner Johnny Carson shortly after he was presented with the vehicle.

Special DMC-12s

Several special-edition DMC-12 cars have been produced over the years, including several that were used in the films of the Back to the Future trilogy. Twelve De Loreans were used and modified with props after purchase to make them look like time travel machines. At least three DMC-12s were used in pornographic films that parodied the Back to the Future trilogy.

One of several De Lorean prototypes is still in existence, and is currently undergoing a complete restoration at the De Lorean Motor Company of Texas. Production of the De Lorean started at VIN 500. VINs #502 and 530 were used by Legend Industries as a proof of concept for a twin-turbo version of the standard De Lorean PRV-V6 engine. VIN 530 is undergoing restoration at P. J. Gradys in New York. Only one other twin-turbo engine is known to exist: it was purchased in the late 1990s by an enthusiast, who swapped it with his standard De Lorean.

VIN 500, notable for being the first production De Lorean to roll off the line in 1981, is on display in the Crawford Auto-Aviation Museum in Cleveland, Ohio.^[20]

Only 23 right-hand drive models were made for use in the United Kingdom, and as of 2002 these are valued at £25,000 each. ^[21]

A De Lorean/American Express promotion planned to sell one hundred 24k gold-plated DMC-12s for $85,000 each to its gold card members, but only two were sold. One of these was purchased by Roger Mize, president of Snyder National Bank in Snyder, Texas. VIN #4301 sat in the bank lobby for over 20 years before being loaned to the Petersen Automotive Museum of Los Angeles. It has black rather than the saddle brown interior, and an automatic transmission ^[22]

The second gold-plated American Express DMC-12 is located at the William F. Harrah Foundation/National Automobile Museum in Reno, Nevada. This car, VIN #4300, is the only one of the three existing gold-plated examples to be equipped with a manual transmission. Like its golden siblings, it is a low-mileage vehicle with only 1,442 miles (2,307 km) on the odometer.^[23]

A third gold-plated car exists with 636 miles (1,018 km) clocked up; it carries the VIN plate for the last production De Lorean, #20105.^[24] This car was assembled with spare parts that were acquired by American Express. All necessary gold-plated parts were on hand, with the exception of one door. The car was assembled after another door was gold-plated, though the added door does not precisely match the rest of the car in color and grain. The car was first acquired by the winner of a department store raffle. Consolidated International, which owned the department store, had purchased 1,374 DMC-12s during the De Lorean Company's financial troubles, acquiring the remaining stock after the company went into receivership. Now held by a private owner in La Vale, Maryland, the third and last gold-plated De Lorean is currently for sale at the price of $250,000. Both this car and the example in Reno have saddle-brown leather interiors, a color scheme which was intended to become an option on later production cars. However, these two cars were the only ones to be thus equipped from the factory.

Insurance costs on the gold vehicles were approximately $1,000 a month (in 1981 dollars) and a small dent in the car body could cost as much as $24,000 to repair.

Famous DMC-12 owners

Johnny Carson - talk show host/comedian
Matthew Reilly - Australian author
Patrick Swayze - dancer/actor
Danny Lee - Football League coach

DMC-12 in pop culture

Dr. Emmett Brown converts a DMC-12 into his time machine in the Back to the Future trilogy.
Actor Troy McClure drives a DMC-12 in The Simpsons season 7 episode "A Fish Called Selma".
Glenn Guglia drives a DMC-12 in 1998's The Wedding Singer.
A crew on The Discovery Channel show Monster Garage attempted to convert a DMC-12 into a hovercraft, but failed. The car was subsequently crushed under an APC.
Peter drives a DeLorean into a mall simulating "Back To The Future" on "Family Guy".

DMC-12 in video games

All of the Back to the Future video games
Interstate '82 (1999)
Resident Evil 3: Nemesis (1999)
Vigilante 8: Second Offense (1999)
Wreckless: The Yakuza Missions (2002)
Gran Turismo 4 (2005)
R: Racing Evolution (2005)

Notes

References

John Z. De Lorean, Ted Schwarz, Delorean, Zondervan (September, 1985), ISBN 0310379407
J Lamm, DeLorean Stainless Steel Illusion, 2nd edition (2003), ISBN 0974414107
R. M. Clarke, Delorean 1977-1995 Gold Portfolio (December 28, 1995), ISBN 1855203316

External links

Delorean Motor Company Official site of Delorean Motor Company, Humble, Texas
The DeLorean Connection describes the history of the DMC-12 with respect to the Lotus Esprit.
Gold DeLorean Car of Texas describes the history of one of the 24k gold-plated DMC-12s.
Tamir's Delorean Site Extensive DMC-12 website.
The Quintessential DeLorean Website Extensive information, and an online shop
Mid-Atlantic State Delorean Club Highly active owners and enthusiasts club from the East Coast/Mid-Atlantic area. Site features hundreds of photos, and calendar containing information on several annual events hosted by the club.
DeLorean Norge is a De Lorean club in Norway.
DMC-News The DeLorean Mailing List is an enthusiast site for DMC-12 owners with extensive model information.
DeLorean Owners Association Founded in 1983, the DOA is the oldest and largest association for DeLorean owners in the world
Automove--Exclusives: DeLorean The history of the man, the company, and the car.