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Jerry Wiegert

Gerald Alden "Jerry" Wiegert (July 12, 1944 – January 15, 2021) was an American automotive engineer, designer, and entrepreneur renowned for founding Vector Motors Corporation and developing the , one of the earliest American supercars aimed at rivaling European exotics with its futuristic aluminum spaceframe design and twin-turbocharged V8 powertrain. Born in , to a machinist father, Wiegert displayed an early passion for engineering by modifying a 1954 Chevrolet with an J2 engine during high school. He pursued automotive design education at for Creative Studies in and graduated from the Art Center College of Design in , where he interned at and later consulted for major automakers, including contributions to Toyota's center. In 1971, Wiegert established Vehicle Design Force to pursue independent projects, leading to the creation of the prototype in the late 1970s, first presented in 1978—a sleek, mid-engine concept powered by a 5.7-liter Chevrolet V8 with twin turbochargers producing around 650 horsepower and claiming over 200 mph top speed, though independently verified performance reached 193 mph. He formally founded in 1978, relocating operations to Wilmington, , and by 1989 began limited production of the , which featured an advanced bonded aluminum , , and outputs from 625 to 730 horsepower, with only 17 production units plus 2 prototypes built at prices around $400,000 each before financial woes halted output in 1993. Wiegert's ventures extended beyond Vector; in the early 1990s, he launched Avtech (a division of Vector) to develop the WX-3 prototypes, including a 1,200-horsepower V8 and roadster variant capable of over 250 mph, though only prototypes were completed amid funding shortages. Following Vector's acquisition by Megatech in 1993—which led to the M12 model (1995–1999, 14 to 17 units using components)—Wiegert was ousted but regained control of the Vector name in 1999 through Wiegert Motors International, unveiling ambitious concepts like the 2,000-horsepower WX-8 in 2007, though none reached production due to ongoing legal battles and investor disputes. Throughout his career, Wiegert faced significant challenges, including multiple lawsuits—such as a failed 1987 libel suit against Autoweek over critical coverage and disputes with investors that culminated in him barricading himself in 's headquarters in 1992—and persistent financial instability that limited total production to fewer than 50 vehicles across all models. Despite these setbacks, his visionary designs influenced American exotic car ambitions, with a 1991 fetching $720,000 at auction in , underscoring his enduring legacy as a bold, if enigmatic, pioneer in high-performance .

Early life and education

Childhood and early interests

Gerald Alden Wiegert was born on July 12, 1944, in , a city synonymous with the American due to its close proximity to Motor Company's headquarters. Raised in a family where his father worked as a skilled in constructing a wide array of mechanical devices, Wiegert gained early exposure to hands-on and developed an innate aptitude for tinkering with machinery from childhood. This background, combined with the vibrant post-World War II automotive boom in Detroit's orbit, fostered his lifelong fascination with high-performance vehicles and aerospace technology. As a youth, Wiegert's interests centered on automotive experimentation, beginning with go-karts and progressing to muscle cars during his teenage years. In 10th grade, he collaborated with a team of peers to transform a 1954 Chevrolet into a high-speed B/gasser drag racer by repowering it with an J2 tri-power engine. These formative experiences honed his ambition to design innovative supercars, propelling him toward structured training in and design.

Academic and professional training

After high school, Jerry Wiegert attended the Center for Creative Studies (CCS) in Detroit, focusing on transportation design. He then completed an internship at General Motors' Tech Center in Warren, Michigan, gaining hands-on experience in vehicle prototyping and design processes. Wiegert continued his studies at the Art Center College of Design in Pasadena, California, earning a degree in industrial design with an emphasis on automotive applications. He also attended Northrop University for studies related to aerospace design. This training provided him with foundational skills in automotive design principles, mechanical engineering basics, and aerodynamics relevant to vehicle development. Following his education, Wiegert declined full-time employment offers from major automakers, including and , opting instead for an independent path in design and engineering innovation. This choice reflected his ambition to create original projects rather than contribute within established corporate structures.

Early career and founding of Vector

Design consulting work

Following his graduation from the ArtCenter College of Design, where he honed his automotive styling and engineering skills, Jerry Wiegert entered the industry as a design consultant in 1970. He initially interned at ' Tech Center in before transitioning to freelance work in , where he provided consulting services to major automakers including , , , and . Wiegert's contributions during this period included assisting in the establishment of Toyota's studio in , a key facility for advanced vehicle styling and concept development. He also served as a on the 1983 James Bond film , contributing automotive design elements to the production. Additionally, he pitched conceptual designs to , such as a four-seat, front-wheel-drive sports tourer intended to blend performance with practicality. These projects allowed him to explore innovative vehicle architectures and feasibility studies for high-performance applications, drawing on his background in and . His experiences in corporate consulting highlighted the constraints of large organizations, where bureaucratic hierarchies often stifled bold . Wiegert turned down a full-time position at , later explaining that he "didn’t want to be a yes man," preferring the autonomy to pursue unconventional ideas without internal resistance. This frustration, compounded by an early partnership dissolution, motivated his shift toward independent ventures, as he sought environments that rewarded risk-taking in . Through these roles, Wiegert built an extensive network among industry leaders and refined his expertise in and , including early explorations of techniques suitable for lightweight, high-speed performance vehicles. His consulting work not only established his reputation as a versatile designer but also exposed him to the practical challenges of translating concepts into viable prototypes within resource-limited settings.

Establishment of Vector Aeromotive

In 1971, Jerry Wiegert, drawing on his prior experience in automotive design consulting, co-founded Vehicle Design Force with auto body expert Lee Brown in Wilmington, California, as a venture dedicated to developing high-performance vehicles. This initial entity focused on conceptual work and prototyping, marking Wiegert's transition to independent entrepreneurship. By 1978, the company had evolved into Vector Aeromotive Corporation, reflecting a more formalized structure aimed at supercar production. Vector Aeromotive's early operations were bootstrapped through Wiegert's personal investments and contributions from a small circle of friends and backers, enabling the completion of initial prototypes without large-scale external capital. The headquarters remained in , an industrial area south of that provided affordable space for the nascent operation. This modest setup supported basic engineering and design activities, laying the groundwork for more ambitious development. At its core, Vector Aeromotive was driven by Wiegert's vision to create the ultimate American , one that would surpass European icons like Ferrari and through advanced engineering and aerospace-inspired design. The company's mission emphasized blending Detroit's mechanical prowess with cutting-edge technology to produce a world-beating performance vehicle made entirely in the United States. The early team was small but specialized, including key collaborators like aerodynamicist Paul T. Glessner, who contributed expertise from his background to refine . Along with , this core group established basic prototyping infrastructure, such as workshops for and testing, which expanded over time to support full-scale development.

Development of the Vector W2

Concept and design

Jerry Wiegert began developing the concept for the Vector W2 in 1971, creating initial sketches that envisioned a revolutionary American blending automotive and . These early designs culminated in the vehicle's first public appearance in 1972 at the Auto Expo, where it was presented as a non-functional mock-up consisting of a shell mounted on a derelict chassis, highlighting its bold wedge-shaped silhouette. By 1976, Wiegert unveiled a refined W2 concept at the , showcasing its fighter-jet-inspired with sharp, angular lines and a low, aggressive stance that evoked . The design philosophy centered on achieving unparalleled safety, speed, and engineering excellence to outpace European supercars like Ferrari and , leveraging American innovation in advanced materials such as for body panels and an aluminum honeycomb floorpan for structural integrity and lightweight strength. This approach prioritized occupant protection through rigid, crash-resistant construction while enabling high-velocity performance. Influenced heavily by and , the W2 featured canopy-style scissors doors that lifted upward for dramatic entry, reminiscent of fighter jet cockpits, and a low-drag body profile with aerodynamic creases and a to minimize air resistance and enhance stability at extreme speeds. These elements underscored Wiegert's vision of the W2 as a "fighter plane without wings," incorporating aircraft-quality fittings and electroluminescent gauges to fuse cutting-edge principles with automotive form.

Prototype construction and testing

The prototype was completed in 1978, with significant development and refinements continuing into 1980, marking the transition from to a functional test built by Jerry Wiegert and a small team at Vector Aeromotive. The construction employed advanced aerospace-inspired techniques for the era, featuring a custom constructed from aluminum floorpan, aircraft-quality sheet aluminum, and tubing, pop-riveted and epoxied together for rigidity. The body utilized hand-laid composite materials, including and carbon fiber panels, which contributed to the prototype's low curb weight of approximately 2,500 pounds while enhancing structural integrity and aerodynamic efficiency. Additional features included military-specification wiring and tactical aircraft-style switches, reflecting Wiegert's emphasis on high-performance durability. Powering the prototype was a transversely mounted, twin-turbocharged 5.7-liter (350 ) Chevrolet , tuned to produce around 625 horsepower on pump , paired with a three-speed automatic and with adjustable Koni shocks. Early testing began in controlled environments, with the accumulating over 100,000 miles of mileage to refine handling, cooling, and drivetrain reliability—far exceeding typical evaluation. High-speed runs were conducted at in 1980, where the W2 achieved a verified top speed of 193 mph, demonstrating its potential as an challenger to exotics despite the era's technological constraints. Performance evaluations highlighted the prototype's prowess, with independent testing by recording a 0-60 mph time of 3.8 seconds and a quarter-mile in 12.0 seconds at 118 mph, underscoring the effectiveness of its turbocharged power delivery and low weight. Complementary tests by confirmed a 0-60 mph sprint of 4.2 seconds and a lateral of 0.97 g on the , validating the chassis's and the custom Michelin's grip. These results addressed key engineering challenges, such as turbo lag and heat management under sustained high loads, through iterative modifications to the intercoolers and exhaust routing. The W2's prototype phase garnered substantial media interest, culminating in a cover feature in the December 1980 issue of , where writer Larry Griffin lauded its fighter-jet aesthetics and engineering ambition as a harbinger of U.S. innovation. This exposure not only spotlighted the vehicle's real-world capabilities but also amplified Vector's profile, drawing attention to its hand-built craftsmanship and boundary-pushing performance metrics.

The Vector W8 and production era

Engineering and specifications

The marked the production refinement of the earlier W2 prototype, with development transitioning in the late to incorporate aerospace-inspired for limited-series . This evolution focused on enhancing structural integrity and reliability while retaining the mid-engine . The resulting utilized advanced materials to achieve a balance of performance and lightweight construction. At the core of the W8's powertrain was a transversely mounted, twin-turbocharged 6.0-liter derived from Chevrolet components and tuned by Rodeck Engineering, delivering 625 horsepower at 5,700 rpm and 649 pound-feet of torque at 4,900 rpm (tested at 630 pound-feet). This setup was mated to a three-speed automatic transmission with a manual shift mode, optimized for the engine's high-output characteristics through reinforced internals capable of handling over 600 pound-feet. The engine's dual turbochargers provided progressive boost, contributing to the car's credentials. The employed a design constructed from riveted and epoxy-bonded aluminum panels with an integrated chrome-molybdenum steel safety cage for enhanced rigidity and occupant protection, complemented by an aluminum floorpan. Body panels were fabricated from carbon fiber, , and composites, bonded to the frame to minimize weight while maintaining aerodynamic efficiency; the overall curb weight had a manufacturer claim of approximately 3,320 pounds (tested at 3,680 pounds). consisted of independent double-wishbone setups at all four corners, with the rear configuration supporting the mid-engine placement. Performance specifications underscored the W8's engineering ambitions, with manufacturer claims of 0-60 mph acceleration in 4.2 seconds and a top speed exceeding 220 mph, later verified in testing to approach 3.8 seconds for the sprint and a governed limit around 218 mph. Independent evaluations confirmed quarter-mile times of 12.0 seconds at 118 mph, highlighting the powertrain's effectiveness. Braking performance benefited from four-piston aluminum gripping ventilated discs, achieving 70-0 mph stops in 191 feet. The interior adopted a fighter-jet-inspired cockpit layout with a semi-central driving position, featuring bucket seats upholstered in black leather and a instrument cluster displaying speed, , fluid levels, and pressures via an electroluminescent . Additional technology included a climate , an Airpath , and a audio setup with cassette and CD capabilities, emphasizing a blend of luxury and aviation-derived functionality.

Manufacturing and market reception

Production of the took place from 1989 to 1993 at Vector Aeromotive's facility in , where the company hand-assembled the vehicles in limited quantities due to the bespoke nature of the design. Only 17 customer cars were completed during this period, with total production including prototypes estimated at 19 to 22 units, reflecting the challenges of small-scale for a high-performance exotic. The manufacturing process involved significant hurdles, including the hand-fabrication of many components and reliance on specialized suppliers for custom parts like the aluminum honeycomb chassis and body panels, which were not mass-produced. This labor-intensive approach, typical of low-volume production, led to extended build times and higher costs, with each W8 priced at approximately $450,000 upon release. Positioned as an all-American rival to European exotics like the , the W8 garnered media attention through features in automotive publications such as and , which highlighted its advanced twin-turbo V8 powertrain and futuristic styling as key selling points. Celebrity ownership, including tennis star André Agassi, added to the hype, though his experience with reliability issues drew some negative publicity. Initial market reception was limited but enthusiastic among enthusiasts seeking a domestic , with the scarcity driving collector interest; for instance, a 1992 model sold at in 2014 for $275,000, while a low-mileage 1991 example fetched $720,000 in 2020, below its original price but indicative of growing appreciation for the model's rarity.

Business challenges and takeover

Investor relations and Megatech acquisition

In the early , Vector Aeromotive faced increasing financial pressures as Jerry Wiegert sought to scale production of the beyond its initial limited run of 17 to 22 units, which had garnered attention for its advanced aeromotive design and V8 performance. To fund expanded and marketing efforts, Wiegert pursued international investment, pitching the company's potential to global backers amid ongoing challenges that threatened . By 1993, these efforts culminated in a deal with Megatech, an Indonesian-Malaysian conglomerate led by figures including (known as , son of Indonesian President ), which initially provided funding in exchange for a controlling stake in Vector Aeromotive. What began as a partnership for capital infusion quickly soured, evolving into a as Megatech's representatives gained influence over the board and expressed dissatisfaction with Wiegert's leadership and financial management. The takeover led to Wiegert's abrupt ousting from management in March 1993, when the board voted him out amid allegations of mismanagement, prompting him to respond by changing locks on company facilities, hiring armed security guards, and barricading himself inside the headquarters in a standoff dubbed "Wall Street's Waco" by media observers. Following his removal, Megatech relocated Vector's operations from to , integrating it into facilities shared with to leverage synergies in production. Under Megatech's control, the company shifted focus from the W8 to the , a re-engineered based on the chassis with a 5.7-liter , of which 14 production units were ultimately built between 1995 and 1999 before financial issues halted the program. This transition marked a departure from Wiegert's original vision of an all-American aeromotive platform, prioritizing quicker market entry through components amid the post-takeover instability.

Legal battles and aftermath

Following the by Megatech in 1993, which resulted in Wiegert's ouster from Aeromotive, prolonged litigation ensued over control of the company and its . Wiegert contested the takeover's legitimacy, leading to years of court battles that tied up operations and drained resources. In 1999, a court ruling favored Wiegert, restoring his control over the name and awarding him approximately 15 loads of vehicles, parts, and equipment previously held by Megatech. This victory allowed him to reclaim key assets, though Megatech's interim production of the M12 model had already shifted some manufacturing to and utilized components. Wiegert pursued additional lawsuits to protect Vector's brand and designs. In 1987, he filed a libel suit against Autoweek magazine over an article that portrayed the company negatively and allegedly deterred investors; the case was dismissed by a Los Angeles judge in 1989, and Wiegert lost on appeal. Separately, he successfully sued Goodyear for after the tire manufacturer named a product line "Vector," securing a substantial settlement that provided crucial funding for Vector's operations in the late 1980s and early 1990s. The cumulative financial strain from these legal disputes, combined with ongoing production challenges, led to Vector Aeromotive's effective shutdown in the late 1990s and early 2000s. Remaining assets, including prototypes, parts, and documentation, were stored in a Wilmington, California, warehouse, where they languished amid disorganization. In 2021, following Wiegert's death, the warehouse contents were auctioned online—including notable sales of WX-3 prototypes for $500,000 and $615,000—with unclaimed items such as body shells, molds, and miscellaneous parts hauled to a to clear the site.

Later projects and ventures

Aquajet and Jetbike

In the late 1990s, amid the financial and legal challenges facing his automotive venture Vector Aeromotive, Jerry Wiegert founded Aquajet Corporation as a pivot into the personal watercraft industry. Based in Wilmington, California, Aquajet focused on developing innovative watercraft to leverage Wiegert's engineering expertise beyond cars. Wiegert led the and invention of the Jetbike, Aquajet's flagship , which featured a -inspired ergonomic layout for intuitive handling on water. The Jetbike utilized a custom two-stroke, inline three-cylinder engine producing over 150 horsepower, paired with an axial-flow for . Key innovations included a patented dual system with front and rear mechanisms—enabling off-throttle maneuverability and precise control—and a high-draft design with vented chambers that allowed submersion of about 24 inches at rest while riding high during operation. The craft incorporated composite materials in components like bearing surfaces for the steering tube, drawing on lightweight construction techniques similar to those used in Wiegert's Vector projects. The Jetbike achieved reported top speeds around 60 mph, positioning it for recreational, racing, and potential military applications. The Jetbike earned the National Marine Manufacturers Association (NMMA) Innovation Award in the boats category at the NMMA convention in Orlando in 2000, recognizing its groundbreaking design. Aquajet initiated limited shortly thereafter, with the first run nearly sold out and units shipped to customers in the region, including a debut at a in April 2001. The company sought international distribution partners to scale manufacturing, though output remained constrained by its focus.

Revival attempts and WX-8

Following the turbulent , Jerry Wiegert sought to revive the Vector legacy through the Avtech WX-3 project, developed under the Avtek Corporation and unveiling prototypes of both a and a at the 1993 Motor Show. These concepts featured an ambitious 1,200-hp twin-turbocharged designed by Hans Hermann, emphasizing advanced aerospace-inspired and lightweight construction to position the WX-3 as a successor to the W8 with superior performance. Despite positive reception, the prototypes remained non-production show cars, stored by Wiegert from the mid-2010s until their eventual sale in 2019 to fund further development efforts. A pivotal 1999 court ruling restored Wiegert's control over the name, trademarks, and assets after years of litigation stemming from the earlier Megatech takeover, enabling renewed activity under the Vector Aeromotive banner. This legal victory paved the way for the WX-8 revival, announced in at the Auto Show as an updated incorporating modern technologies such as a conventional 7.0-liter V8 targeting up to 1,600 and a top speed of 270 mph. Intended to embody cutting-edge engineering with carbon-fiber composites and electronic aids, the WX-8 aimed to fulfill Wiegert's vision of an all-American priced around $1.5 million, but it progressed only to conceptual renderings and partial mockups without full prototypes due to persistent funding shortfalls. Wiegert's determination to realize the "American dream car" drove these late efforts, as he repeatedly pitched to investors despite repeated setbacks, including the WX-3 prototypes' sale at auction—the for $500,000 and the for $615,500 in January 2019—to inject into the WX-8 program. However, economic challenges and the inability to secure sufficient backing halted progress, leaving the WX-8 unrealized at the time of Wiegert's death in 2021. His unwavering optimism, expressed in interviews as a lesson in pursuing ambitious dreams amid adversity, underscored these final attempts to resurrect Vector's innovative spirit.

Death and legacy

Final years and passing

After the closure of Vector Aeromotive in 1999, Jerry Wiegert lived a relatively low-profile existence in San Pedro, California, in a sprawling house overlooking the . He focused on managing his remaining assets from the Vector era, including consigning two Avtech WX3 prototypes to auction in January 2019, where the roadster sold for $500,000 and the coupe for $615,000. Wiegert made occasional media appearances in his later years, offering personal reflections on his lifelong tenacity in the face of business setbacks and unfulfilled ambitions. In a 2019 interview, he emphasized his resolve, stating, "I never felt like I just wanted to say, ‘F*ck it.’ Never. I just did it," while expressing a desire for "a second chance" to bring his vision of an advanced to fruition. He retained an ongoing interest in prototypes like the WX-8 into his final years. Wiegert died on January 15, 2021, in , , at the age of 76; the cause of death was not publicly disclosed.

Impact on American

Jerry Wiegert's played a pioneering role in the development of American supercars, introducing wedge-shaped designs and high-tech materials like carbon fiber and that challenged European dominance in the exotic car segment. By blending with automotive production, Wiegert's vision for an all-American inspired subsequent efforts from manufacturers such as and , which adopted similar aggressive styling and advanced composites to create domestic rivals to and Ferrari. The W8, as an exemplar of his innovative approach, demonstrated the feasibility of independent U.S. firms producing vehicles capable of exceeding , paving the way for a niche industry focused on extreme performance. Culturally, the Vector became a symbol of bold, independent innovation during the 1980s era of excess, captivating attention and attracting celebrity owners like and , which elevated its status in popular automotive lore. Its futuristic, fighter-jet-inspired aesthetic not only graced magazine covers but also influenced the portrayal of American engineering ambition in films and auctions, where surviving examples continue to draw enthusiasts as rare artifacts of entrepreneurial daring. Wiegert's ventures highlighted critical lessons from their failures, underscoring the inherent risks of small-scale in the niche market, including chronic underfunding and vulnerability to aggressive investor takeovers that disrupted operations. The hostile acquisition by Indonesian-backed Megatech in the 1990s exemplified how mismanaged investor dynamics could derail even visionary projects, serving as a for future independent automakers on the need for robust financial strategies alongside technical prowess. Following his death in 2021, obituaries lauded Wiegert's tenacity, with automotive journalists describing him as a "misunderstood genius" whose persistence in pursuing dreams left an indelible mark on the . Surviving Vectors have gained status as prized collectibles, with auction values appreciating significantly—such as a 1991 W8 fetching $720,000 in 2020—affirming their enduring appeal and Wiegert's contributions to American automotive heritage. In August 2024, the Avtech WX-3R prototype sold at Monterey for $850,000, while the coupe passed unsold, further demonstrating the rising value of Wiegert's prototypes.

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    The W8's monocoque chassis was bonded with epoxy and riveted to an aluminum honeycomb structure floor pan. Overall, about 5,000 rivets were used in the car's ...
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    Lot 152: 1993 Vector Avtech WX-3R Roadster Prototype. Sold. $500,000. close. 1993 Vector Avtech WX-3R Roadster Prototype. NOT FOLLOWING. bookmark_border. 89,008 ...
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    Jerry Wiegert, founder of Vector supercars, dead at 76
    Jan 20, 2021 · Jerry Wiegert, founder of American supercar builder Vector, has died. He was 76 years old. Wiegert passed on Jan. 15 in Los Angeles.Missing: experiences | Show results with:experiences