RUF has been a manufacturer since the old man built buses in Germany. So they can stamp their VIN on a car. In the US a potential car maker would have to submit to the DOT. I'm not an expert so I can't tell you if there are any exemptions to things like crash testing.

IMHO, Singer is better off making 'modified' cars using the original make and model VIN. A RUF is not a Porsche, it just uses some Porsche parts. So, a RUF is not a 911 in my mind with respect to your question. A Singer still is if only on the tag under the windshield.

To be able to sell cars in the USA I was told Singer have to build there cars around an existing car ie Porsche 964 I'm guessing this covers them for crash testing homologation/DOT type approval and other legislation issues etc

The RUF chassis to my eyes is a much more advanced and better engineered solution. I believe RUF only had to show crash simulation analysis and did not crash test a full car.

Won, neat looking chassis, what project was that for. Only carbon fibre roadcar chassis I've worked was on the McLaren F1. A very different beast to what is mass produced today as it was all made using F1 manufacturing techniques.

Sorry to go off topic guys, but good to see you back Milt! There is a company in Vancouver called Intermeccanica (sure some here will know them). They're a manufacturer but I think they grandfathered all of the current, highly restrictive homologation requirements. But still, for a company like Singer and the level they play at, surely they could do so much more as a manufacturer. Sometimes I do appreciate the UK's approach to allowing kit cars and small builders to be registered, "as long as it's MOT'd".

Capt, that car is called Visio.M. It was a collaboration between Germany OEMs led by TUM. I was on the manufacturing side at the time so a lot of hands-on stuff. That's where I first saw acoustic emission stuff, too. We outsourced the front/rear metallic subframe work to a German company that usually fabricates tower crane cockpits and such. It was such a shock (for them and for me) to try to explain the "automotive" tolerances of +/- 2mm with regards to hole centres, etc. I thought it was way too loose, still nothing lined up and we ended up using a lot of different sledge hammers, some too heavy for me to even lift.

Which bits of the DLS did you work on, then?

Interesting detail with the steering wheel. I was thinking there is no way Momo would expose themselves with a composite wheel on a road-going car, et voila it seems to be more a carbon cover on top of a normal Prototypo-typo design.

http://forums.pelicanparts.com/uploa...1532293633.jpg

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I've just finished testing for a "permanent" restoration process for Singer nickel plated door frames, etc.

Very cool.

At one time I thought that operation may be a flash in the pan sort of thing. I'm happy to have been quite wrong. The current business seems to have a singular purpose and to be bent on relentless improvement. In today's disposable appliance climate, it's very admirable.

There are many reasons for Singer's success, most notably for me is their dedication to building a car far past anyone else's expectations with absolutely no compromises, other than nickel plating oxidation that is. :D I'm not surprised that they are selling for 2X original price on BaT.

Cool cars, as usual. I find the host in the video grates on my nerves.

Could see how that might be. Currently, I find Henry Catchpole to be a good balance between information and presentation. I enjoy American restomod stuff but the Autotopia LA guy...not so much.