The Monterey Pre-Reunion is a sort of practice session that kicks off the start of the week. Racecar owners and their teams could get laps in and dial in their cars for the fastest lap times. It’s a great opportunity to get really close to the action since it’s not as crowded as the Rolex Monterey Motorsports Reunion. In fact, it’s very similar to the Spring Classic series at Laguna Seca.
Of course, I’ve been getting ready for Monterey Car Week by tidying up my Lightroom Library! Plus, I got my Media Credentials in the mail! I’ll be shooting behind the fences once again!
To understand exactly how fast that is, first, you have to understand how big the Nordschleife is, and how fast a racecar can go around it. The original “Nordschleife” or “North Loop” was built in the 1920s around the town of Nürburg, in the Eifel mountains. Also nicknamed “The Green Hell”, the Nordschleife is almost 13 miles long, with 73 turns and massive elevation changes. Sports car manufacturers often use the Nordschleife to develop their cars, and it’s not uncommon for a car maker to boast about its cars’ lap times.
How fast is six minutes and 5 seconds?
A “fast” car can make the loop at around 8 minutes. The Alfa Romeo 4C did 8:04 back in 2013. A “very fast” car like the Ferrari 458 Italia can do it by roughly 7:30. An “extremely fast” car like the Lamborghini Aventador 770-4 SVJ can do it in under seven minutes. These are just production cars though, and the Volkswagen ID R is clearly not a production car.
The previous record holder for the fastest electric car was the Nio EP9, which made 1000 kilowatts or 1,361 horsepower equivalent. The EP9 was only a shade slower than the Lamborghini Aventador 770-4 SVJ at 6:45, which we already knew was “extremely fast.”
The Volkswagen ID R did it 40 seconds faster than a 1,300 horsepower electric car. That is insanely fast!
What’s more surprising is the fact that the ID R makes less power than the previous record holder. It “only” makes around 700 horsepower, but the car has an incredibly lightweight body weighing only 1,100 kilograms or 2,500 pounds. In addition, the ID R sports a very low-drag and high-downforce body, meaning that the car could take the Nordschleife’s 73 turns at a much higher speed.
Just imagine; in a few years, electric race cars like the ID R will be making insane lap times at our favorite tracks like the Circuit de la Sarthe, or even WeatherTech Raceway Laguna Seca!
Japan was becoming a hotbed for industry in many sectors, including steel manufacturing, electronics, and of course, automotive manufacturing. Several manufacturers including Nissan, Toyota, Honda, and Mazda were engaged in an arms race to build fun and affordable sports cars for export markets. Starting in the late ’60s, drivers here in the USA saw the introduction of the Nissan 240Z, an affordable and reliable offering with the classic European styling cues that relay the hallmarks of a proper sports car.
Motorsport of course was no exception. Cars like the legendary Toyota 2000GT and Datsun 240Z were picked up by notable teams like Shelby Racing and Brock Racing Enterprises and raced with varying degrees of success. In Japan, several home-grown outfits also began racing their own cars. Dome is one of these outfits.
The Birth of a Dream
In 1975, Kabushiki Gaisha Dōmu, or “Dome” was founded by Minoru Hayashi with the purpose of building race cars. With its name meaning “A Child’s Dream,” it was the dream Hayashi to compete on the world’s stage of motorsports. However, these ambitions changed a short while after the company was founded. Disillusioned with the progress of their race car construction program, Dome pivoted towards producing their own sports cars. It was here that the Dome Zero was conceived.
For many people (including myself), the Dome Zero was an enigmatic sports car you could drive in Gran Turismo 4; a game I clearly spent too many hours playing and going as fast as possible down the Corkscrew at Laguna Seca. It featured styling that made the DeLorean in Back to the Future look like a cheap kit car with its razor-sharp lines and wrap-around canopy. Powering this dream car was the venerable Nissan L28 Inline-6 making 145hp and mated to a 5-Speed manual transaxle. What the engine lacked in power, the car more than made up for it with responsive handling and a futuristic, lightweight fiberglass body that would make Colin Chapman smile.
Dome followed an absolutely grueling schedule to bring the car to fruition in time for the 1978 Geneva Auto Show. However, when it debuted it became one of the show’s most popular cars, with showgoers immediately placing orders for the new Japanese wondercar that was shorter than the Ford GT40. In addition to this, the company’s coffers were kept flush with cash thanks to licensing agreements with toy companies to produce models of the razor-turned-sports car.
A year later, the Dome Zero P2 was created for the American auto show circuit, with revised bumpers and pop-up headlights. This road-going door-stop was tested by several notable American automotive magazines, including Road & Track, who’s contributor Dennis Simanaitis described the car’s handling “as-though-on-rails variety.” Road & Track, however, would slam the Zero P2’s styling as “derivative”.
Dome and their Zero seemed poised to reinvent the Japanese Sportscar and take the market by storm. So why is it that most of us have forgotten about this amazing car until 2004 when teenagers like me were whipping it around Trial Mountain in Gran Turismo 4?
The Two Strikes
Two things happened to the Dome Zero that put a kibosh on the production efforts. First, was the Japanese regulatory body for homologation rejecting the initial design of the Zero. The regulations at the time were very strict, and the original Zero prototype did not meet them due to various reasons. In order to try to get around these regulations, the Dome Zero P2 was designed for homologation in export markets in Europe and the United States. However, these new prototypes also failed to achieve homologation for those markets.
Following the failure of bringing the Dome Zero to production, Hayashi decided to pivot the company again and restructure development efforts from building a production sports car to a full-on race car. The reasoning behind this was simple: “Race on Sunday, Sell on Monday.” Hayashi had hoped that the publicity from a successful racing program would translate to renewed attention to homologate the Zero for production, and sell cars. Additionally, his team had ambitions to race at the 24 Hours of Le Mans, the highest arena of motorsport. In order to achieve such a lofty goal, Dome created the Zero RL for racing in the Group 6 prototype class.
The Zero RL was designed for straight-line speed on the Mulsanne Straight, with an unusually narrow front track, and the longest body in its class at slightly over 16 feet. The design of the car was also very striking and recognizable, thanks to its unique angular bodyshell that interestingly did not resemble the production prototype. Powered by the legendary Cosworth DFV V8 engine, the Zero RL cut a sharp profile with the sound to match.
It was unfortunate then, that the Zero RL was not a successful endeavor for Hayashi and Dome. Despite it being the third fastest car on the field, in its first outing in the 6 Hours of Silverstone the Zero RL managed to finish 12th in a field of 13. Then, at the 1979 24 Hours of Le Mans, both entered cars failed to finish the race due to technical problems. In the subsequent years, Dome returned time and again to try and clinch a finish at Le Mans, only to be met with Did-Not-Finish across the board. This proved to be the second and final strike for Dome’s efforts in creating a winning race car and successful production car, as in 1982 all racing efforts were canceled and both the Zero and Zero RL projects were scrapped. The company would refocus and go on to become a race car constructor for various teams, and the Zero would largely be forgotten as a footnote in Japanese automotive history.
A Virtual Legacy
The Dome Zero remained forgotten to mainstream audiences up until 2004 when the car was featured in the hit PlayStation 2 game Gran Turismo 4. In fact, I can recall doing the necessary racing modifications and tuning the Nissan L28 engine to nearly 350 hp in-game, and then going racing against a field of Lotuses and a few Honda NSX’s! Of course, I won those races thanks to the car’s low simulated weight and a fully race-tuned Inline-6.
I know I’m not alone with my obsession with the Dome Zero. Thanks to a series of very popular video games, the Dome Zero is now a well-known and mythical sports-car-that-could’ve-been. It’s 70’s razor-edge wedge styling looks right at home on the walls of an 80’s kid’s bedroom, next to that poster of the Lamborghini Countach with a buxom blonde draped over it. Its design and the story behind the car just lends itself to the imagination, and begs the question “Why didn’t this get made?”. It’s unfortunate the Dome Zero is regulated to “what could have been”, but thankfully, people like Gran Turismo creator and Polyphony Digital CEO Kazunori Yamauchi and his deep passion for cars allow people like me to experience what it might have been like driving the Dome Zero on my favorite race tracks.