Ferrari 250 Europa '53
The Ferrari 250 Europa is widely considered to be one of the most important early Ferraris, it’s also viewed by many as one of the most important designs from PininFarina – a design that helped establish Carrozzeria PininFarina as the borderline-defacto Ferrari designer.
The 250 Europa was only available by special order, and Ferrari were famously finicky about who they accepted as customers – the 250 was also the very first grand tourer from the Maranello based company.
From a performance perspective, there wasn’t much on the road that could keep up with the 250 Europa, it was fitted with a 200 hp, 2963cc, 60 degree, SOHC V12 engine, a 4-speed synchromesh manual gearbox, independent front suspension with double wishbones and double leaf springs, a live rear axle with semi-elliptic springs, and hydraulic drum brakes all around.
The 2953cc Lampredi V12 designed for Formula One use. Further the Europa has originally fitted 185VR16 Pirelli Cinturato CA67 tyres when leaving the factory.
The production numbers were exceedingly limited, only 16 250 Europas were built by Pinin Farina but their owners were amongst the most influential people in the world. Charlie Chaplin owned one, as did Princess de Réthy of Belgium, and Prince Bernhard of Holland, Enzo Ferrari himself took delivery of a Europa and most of the rest of the deliveries were sent to exceedingly wealthy clients in the United States.
The Perfect Car List For a Game
- 死の (Shino)
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Remember: Hacking, not cracking.
- 死の (Shino)
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Congratulations on the 30K views, is this the most viewed thread of the whole forum?
I also did the 1000th reply.
I also did the 1000th reply.
Hmmm... Nope.Tsukishima wrote:Shino-kun, let's try to focus more on cars that are already on the list, we have 1290 cars and not even ⅓ of them were featured.
Remember: Hacking, not cracking.
- Miao
- Drift King
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Probably, even if it is not, it will soon® become the 1ST.死の (Shino) wrote:Is this the most viewed thread of the whole forum?
死の (Shino) wrote:Hmmm... Nope.Tsukishima wrote:Shino-kun, let's try to focus more on cars that are already on the list, we have 1290 cars and not even ⅓ of them were featured.
Nogai211 wrote:The only reason PC is better than Console is because it has Civilization V!
- 死の (Shino)
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- Location: Tsukuba
I only make posts for the cars I like, and if I feel like doing it.Tsukishima wrote:死の (Shino) wrote:Hmmm... Nope.Tsukishima wrote:Shino-kun, let's try to focus more on cars that are already on the list, we have 1290 cars and not even ⅓ of them were featured.
Remember: Hacking, not cracking.
- Bez
- Global Mod
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Drift King
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Congrats on the 30K views Tsukishima死の (Shino) wrote:Congratulations on the 30K views, is this the most viewed thread of the whole forum?
As for as I am aware this is the second most viewed thread, (to date) the most viewed thread is this TDU2 Legends UK (PS3)
However that thread doesn't get much activity these days so it will soon be overtaken by this one.
- Miao
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Jaguar XJ-S Trans-Am '77
On September 10, 1975 Jaguar unveiled the new XJ-S, the long-awaited replacement for the glorious E-Type which had finished production the previous year.
The long lines and a 5.5-litre V12 in the nose might have continued, but the difference in design ethos was obvious: ’60s curves gave way to ’70s straight edges and performance was definitely modern as well. Sub seven seconds was quoted for the sprint to 100 km/h and 241 km/h as the top speed.
At first glance the car looked relatively stock, a trick of the car’s long length misleading the eye when it came to width. But the XJ-S’s fenders were seriously widened and huge racing rubber was bolted on to these glorious split rims.
Group 44′s iconic livery was already well established with their previous cars, and the white with green stripes came to define racing Jaguars until the classic Silk Cut liveries of the mid ’80s.
The car was built in 1976, also racing it four times towards the end of the season to speed up development ahead of a full campaign the following year.
The XJ-S was on the pace straight away, and Tullius swept to the driver’s championship in ’77. He won five times and got on the podium a further two times in his singleton XJ-S against the massed Monzas, Porsches and Corvettes.
In 1978 they developed a silhouette tube-frame car, with weight was dramatically cut away, which raced alongside this car and allowed Group 44 to deliver both the manufacturers as well as drivers cup on behalf of Jaguar.
Power was not something the Group 44 XJ-S was short of. The car might have been based on a production chassis, but the V12 pumped out somewhere around 540 hp by the end of its competitive life thanks to the work of Group 44, up from an original figure of 475 hp. Power was delivered through a four-speed ‘box straight from the road car.
The XJ-S was converted to a bespoke dry sump oil system, and the street Lucas/Bosch D-Jetronic fuel injection system stripped out and replaced with six twin-choke Weber 441DF carburettors. The suspension was tweaked and AP Racing brakes fitted, but the general layout and handling of the base car certainly helped development – another tick for Malcolm Sayers.
The long lines and a 5.5-litre V12 in the nose might have continued, but the difference in design ethos was obvious: ’60s curves gave way to ’70s straight edges and performance was definitely modern as well. Sub seven seconds was quoted for the sprint to 100 km/h and 241 km/h as the top speed.
At first glance the car looked relatively stock, a trick of the car’s long length misleading the eye when it came to width. But the XJ-S’s fenders were seriously widened and huge racing rubber was bolted on to these glorious split rims.
Group 44′s iconic livery was already well established with their previous cars, and the white with green stripes came to define racing Jaguars until the classic Silk Cut liveries of the mid ’80s.
The car was built in 1976, also racing it four times towards the end of the season to speed up development ahead of a full campaign the following year.
The XJ-S was on the pace straight away, and Tullius swept to the driver’s championship in ’77. He won five times and got on the podium a further two times in his singleton XJ-S against the massed Monzas, Porsches and Corvettes.
In 1978 they developed a silhouette tube-frame car, with weight was dramatically cut away, which raced alongside this car and allowed Group 44 to deliver both the manufacturers as well as drivers cup on behalf of Jaguar.
Power was not something the Group 44 XJ-S was short of. The car might have been based on a production chassis, but the V12 pumped out somewhere around 540 hp by the end of its competitive life thanks to the work of Group 44, up from an original figure of 475 hp. Power was delivered through a four-speed ‘box straight from the road car.
The XJ-S was converted to a bespoke dry sump oil system, and the street Lucas/Bosch D-Jetronic fuel injection system stripped out and replaced with six twin-choke Weber 441DF carburettors. The suspension was tweaked and AP Racing brakes fitted, but the general layout and handling of the base car certainly helped development – another tick for Malcolm Sayers.
Nogai211 wrote:The only reason PC is better than Console is because it has Civilization V!
There is a reasonBezrider wrote:Congrats on the 30K views Tsukishima死の (Shino) wrote:Congratulations on the 30K views, is this the most viewed thread of the whole forum?
As for as I am aware this is the second most viewed thread, (to date) the most viewed thread is this TDU2 Legends UK (PS3)
However that thread doesn't get much activity these days so it will soon be overtaken by this one.
► Show Spoiler
I'll add something... I love zondas.
Pagani Zonda HH
Club: Tdu2 legends UK [PS3] (Club president) & Lunys Fair Freinds [PC]
Best car= pagani zonda.
PSN: B0xx0ut3 PC: Boxxout3
Best car= pagani zonda.
PSN: B0xx0ut3 PC: Boxxout3
- 死の (Shino)
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- Location: Tsukuba
Rover BRM Gas Turbine Racing Car '63
The Rover-BRM was a prototype gas turbine-powered racing car, jointly developed in the early 1960s by the British companies Rover and British Racing Motors (BRM).
Rover had already been working with gas turbines for road vehicles since World War II . A series of potential road cars had also been produced, from the early prototype Jet 1 through the more developed examples T2, T3 & T4. T4 had even displayed demonstration laps around the Le Mans circuit, before the 1962 race. Seeing an opportunity for even more prestige, Rover decided to enter a gas turbine car into the race. A prize was to be awarded for the first gas turbine car to complete 3,600 km over the 24 hours.
A crucial step in this plan was a chance meeting between William Martin-Hurst, MD of Rover, and Sir Alfred Owen of Rover's component supplier Rubery Owen, but more relevantly also of the Formula 1 constructors BRM. BRM supplied the chassis of Richie Ginther's crash-damaged car from the 1962 Monaco Grand Prix. A custom open-top spyder body was then built in aluminium, with the turbine mid-mounted ahead of a single-speed transaxle.
The first test runs were at the MIRA track in April 1963, driven by Graham Hill who described it thus, “You’re sitting in this thing that you might call a motor car and the next minute it sounds as if you’ve got a 707 just behind you, about to suck you up and devour you like an enormous monster.”
The gas turbine engine was of typical practice for Rover, with a single centrifugal compressor, a single combustion chamber and a free turbine driving the output shaft, separate from the turbine that drove the compressor. It was rated at 150 hp. The top speed is quoted to be 229 km/h.
Racing career:
The car ran at Le Mans, carrying the race number "00" as an experimental car. The turbine engine was judged to be equivalent to a 2 litre, but was permitted twice the usual fuel allowance. Le Mans has always taken an interest in fuel efficiency and some classes depend on achieving particular figures.
Graham Hill and Richie Ginther, who had past experience of the same chassis in a different guise the year before, drove in the race.
The 3,600 km figure was achieved with hours to spare, and with peak speeds down the Mulsanne Straight exceeding 220 km/h. The overall averages were of 172.2 and 6.97 mpg. As the only car in its class it was unplaced, but its performance by a petrol engined car would have placed it in 8th place.
Rover had already been working with gas turbines for road vehicles since World War II . A series of potential road cars had also been produced, from the early prototype Jet 1 through the more developed examples T2, T3 & T4. T4 had even displayed demonstration laps around the Le Mans circuit, before the 1962 race. Seeing an opportunity for even more prestige, Rover decided to enter a gas turbine car into the race. A prize was to be awarded for the first gas turbine car to complete 3,600 km over the 24 hours.
A crucial step in this plan was a chance meeting between William Martin-Hurst, MD of Rover, and Sir Alfred Owen of Rover's component supplier Rubery Owen, but more relevantly also of the Formula 1 constructors BRM. BRM supplied the chassis of Richie Ginther's crash-damaged car from the 1962 Monaco Grand Prix. A custom open-top spyder body was then built in aluminium, with the turbine mid-mounted ahead of a single-speed transaxle.
The first test runs were at the MIRA track in April 1963, driven by Graham Hill who described it thus, “You’re sitting in this thing that you might call a motor car and the next minute it sounds as if you’ve got a 707 just behind you, about to suck you up and devour you like an enormous monster.”
The gas turbine engine was of typical practice for Rover, with a single centrifugal compressor, a single combustion chamber and a free turbine driving the output shaft, separate from the turbine that drove the compressor. It was rated at 150 hp. The top speed is quoted to be 229 km/h.
Racing career:
The car ran at Le Mans, carrying the race number "00" as an experimental car. The turbine engine was judged to be equivalent to a 2 litre, but was permitted twice the usual fuel allowance. Le Mans has always taken an interest in fuel efficiency and some classes depend on achieving particular figures.
Graham Hill and Richie Ginther, who had past experience of the same chassis in a different guise the year before, drove in the race.
The 3,600 km figure was achieved with hours to spare, and with peak speeds down the Mulsanne Straight exceeding 220 km/h. The overall averages were of 172.2 and 6.97 mpg. As the only car in its class it was unplaced, but its performance by a petrol engined car would have placed it in 8th place.
Remember: Hacking, not cracking.
- Miao
- Drift King
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Nice find, some cars with alternative fuel are very interesting.死の (Shino) wrote:Rover BRM Gas Turbine Racing Car '63
Nogai211 wrote:The only reason PC is better than Console is because it has Civilization V!