The Perfect Car List For a Game

[MadManCK]

Lol, that Panoz

After each drive you will have to check that grille for kids toys or smalll animals, hahaha

[Miao]

Nissan 370Z Nismo '15

The Nissan 370Z (known as the Fairlady Z Z34 in Japan) is a sports car manufactured by Nissan Motors. It was announced on October 29, 2008 and was first shown at an event in Los Angeles ahead of the 2008 Greater LA Auto Show, before being officially unveiled at the show itself.

The Nismo version was introduced for the 2009 year model. The engine produces 350 hp (260 kW) at 7,400 RPM and 276 lb·ft (374 N·m) at 5,200 RPM with revised ECU settings and exhaust setup. Transmission choice is limited to a 6-speed manual with Nissan's new "SynchroRev Match" function. Handling is improved via stiffened springs and stabilizer bars compared to the 370Z Coupe. Other equipment includes 19-inch RAYS forged aluminium-alloy wheels with Yokohama ADVAN Sport Y-rated tires (P245/40ZR19 front, P285/35ZR19 rear), 14.0-inch front and 13.8-inch rear vented rotors, NISMO Sport Brakes with 4-piston front and 2-piston rear aluminium calipers, and a fully integrated chin spoiler.

For 2015, the Nissan 370Z Nismo has seen various updates. The visual updates Nissan had penned for the 2015 model finally do the sports car justice. The most noticeable changes occurred up front, where the GT-R -inspired body kit is most present and brings a solid touch of aggressiveness.

The polished, bland front end is now sharper and plain menacing, thanks to a considerably larger grille that’s flanked by LED daytime running lights and blade-like air vents that provide better cooling for the front brakes. The protruding splitter mounted under the bumper has morphed into a three-piece element, with the lateral sections that connect to the lower side of the grille gaining red, contrasting inserts.

Viewed from the side, the 370Z Nismo hasn’t changed much, but the red accents inserted into the side skirts and the black mirrors, as well as the redesigned, 19-inch Nismo wheels are refreshing enough. Around back there’s a redesigned bumper that includes larger vents, a slightly reworked diffuser and, more importantly, an all-new spoiler. The aerodynamic piece has been downsized and integrated into the hatch, sitting lower than the one seen on the outgoing model.

Nissan has opted not to meddle with the 3.7-liter V-6 powerplant, leaving it’s 350 horsepower and 276 pound-feet of torque untouched. Transmission choice is limited to a 6-speed manual with Nissan's "SynchroRev Match" function or an automatic (seven-speed) transmission.

[Warachia]

WTF???
ya include that crap of edonis???
that went bankrupt before ever producing the first production car?

I actually like that car.

The two of you have a bad taste for cars, that damn Felino and Edonis...

You two ruined my eyes, the left one with the Canadian POS, and the right one with the Italian crap.

Oh c'mon, there are worse things than that.

Warning, there's a 10% chance you will become permanently blind

► Show Spoiler

Panoz Abruzzi '11



PG Elektrus '12



Donatini MB8 '94

What were they thinking when they designed that?

But the big question is: Why the hell is the Donatini assymetrical?

[死の (Shino)]

Toyota Supra P-Type '82

The relative success of the first-generation Supra left Toyota with a huge task on its hands. It wasn’t enough to just build on the popularity of the sports car ; the company had to exceed it with the new version. So in a lot of ways, the second-generation Supra was created to make sure that it wasn’t a flash-in-the-pan model.

The model ran from 1982 to 1986 and in that time, the Supra evolved and underwent a handful of changes, resulting in the model that cemented the Supra’s place in history as one of Toyota’s finest sports cars .

The success of the second-generation Toyota Supra turned a lot of people into fans of the sports car, elevating its stature in the eyes of many as one of the best sports cars of its time. It even caught the attention of Motor Trend and Car and Driver, two magazines that awarded the Supra with their own honors, including MT’s "Import Car of the Year" and Car and Driver’s "Top Ten Best List" in 1983 and 1984.

Evolving from the first-generation model to the second-gen version was no easy task but for Toyota, the company recognized that keeping it relatively similar would just curtail the momentum the Supra had. So it did away with the open headlights from the first incarnation and opted for pop-up headlights. Not only did new feature fully embrace the Supra’s sporty characteristics, but it also gave it its own identity free of the Celica, cementing the sports car’s own uniqueness and aesthetic awesomeness.

An increase in length and wheelbase were also in store for the second generation Supra, a decision Toyota came to in order to accommodate the larger engine of the model.

Other than that, the fastback 2+2 dimensions are still there and of particular note for the second-gen Supra was Toyota’s decision to use a rear hatch sun shade so as not to mistake it with it’s biggest competitor at that time: Nissan’s Z models.

The interior of the second-generation Supra was redesigned to give owners a more sophisticated cabin that blended well with the model’s growing reputation as a popular sports car.

The second generation Toyota Supra used a 2.8-liter, DOHC, inline six-cylinder, 5M-GE engine that initially produced 145 horsepower and 155 pound-feet of torque. The engine mated to a standard five-speed manual transmission or an available four-speed auto, and both transmissions shipped power off to a 3.72 axle. This drivetrain allowed for a 0-to-60-mph time of 9.8 seconds.

In 1983, Toyota increased the output to 150 horsepower and 159 pound-feet of torque. This extra power came courtesy of an electronic-advance distributor in place of the old and imprecise vacuum-advance distributor. The 1983 model also received a 4.10 final-drive in the P-Type and 3.73 in the L-Type. The last change for the 1983’s drivetrain was a high-tech, electronically controlled, optional automatic transmission — the A43DE. This transmission’s electronic controller could modify the shift patterns from performance to economy via a "Power/Normal" switch. This transmission was the first of its kind, showing that Toyota was already well ahead of its time in developing the Supra.

Then in 1984, Toyota again bumped up the output of the Supra models with a five-speed transmission to 160 horsepower and 163 pound-feet of torque, thanks in large part to redesigning the engine’s intake manifold with D-shaped intake runners while also increasing the compression to 9.2-to-1. Additionally, five-speed-equipped Supras received a new 4.30 final drive ratio, while automatic models all received 4.10 gearing.

The 1985 model year brought in yet another bump in output, as all Supra models — automatic and manual — produced 161 horsepower and 163 pound-feet of torque. This change allowed the car to hit 100 km/h in just 8.4 seconds.

Max Power: 161 hp
Max Torque: 163 ft-lb

[Miao]

Toyota Supra P-Type '82

My guess is that your next car is goin' to be the Supra of the next generation.
[thumbnail]http://www.classicandperformancecar.com ... hp?id=3560[/thumbnail]
Am I right or am I right?

[sw3gameboy]

Volkswagen Corrado VR6 '95

The Corrado is a sports car made by Volkswagen from 1988 to 1995. At it's introduction, the car was intended to replace the Scirocco, altrough it's production didn't end until 1992.
For the same model year, the Corrado got two new engines, the first was a 2.0L, 16-valve naturally aspirated inline-four, the second was the 12-valve VR6 engine which came in two configurations: a 2.8L, 179 hp (133 kW; 181 PS) model for North America, and a 2.9L, 192 hp (143 kW; 195 PS) model for Europe.
With the 2.9L engine the Corrado could hit top speed at 233 km/h (145 mph) and accelerate from 0-100 km/h in 6.9 seconds.

Dimensions:
Length: 4050 mm (159.4 in).
Width: 1796 mm (70.7 in).
Height: 1310 mm (51.6 in).

[Sonneillon]

If you compare your car post with the other 2 that are in this same page you can see that you could've put more effort into it.

The Corrado is actually a fun car to drive in FH.

[Miao]

Ghia Chrysler Special '52

During the late 1940s, Chrysler was invited by Fiat under the auspices of the Marshall Plan to provide advice on the latest volume-manufacturing techniques to help rebuild Italy's industrial base. There, Chrysler representatives learned first-hand about Italy's custom coachbuilders and many useful connections were forged as a result.

Chrysler President K.T. Keller deserves much of the credit for Chrysler's stylistic renaissance of the early 1950s. In particular, he hired Virgil M. Exner Sr. to design several "Idea Cars", contracting with Ghia to build them. Exner's resulting Italian-built dream cars were all usable and running examples, based mostly on the New Yorker chassis, with "FirePower" Hemi V8 engines.

The first product was the K-310 coupé of 1951, with the "K" a silent nod to Keller, followed by the C-200 convertible of 1952. Next came the Chrysler Special, a three-passenger coupe on a shortened chassis.

In 1952 the Chrysler Special was produced and made its debut to the public at the Paris Auto Show of that same year. It was built atop of a shortened New York Chassis and powered by a 331 cubic-inch Hemi V8 engine producing 235 horsepower. It had power steering, brakes, windows and power antenna. There was only one SWB (short wheel base) version produced in the series. The Special was specially commissioned by C.B. Thomas, who was president of the export division of Chrysler Corporation.

The Special Coupe was highly acclaimed and series production was contemplated, with sales to be handled by Chrysler's French distribution arm, Société France Motors. Over the years, these cars were known alternatively as the "GS-1", the "Chrysler Special" and the "Ghia Special". Ultimately, just six vehicles were produced for Chrysler, while Ghia built another 12 for themselves. With beautiful proportions, fully exposed wheels, minimal brightwork and powerful engines, these cars provided a stylistic benchmark that continues to inspire designers to this day.

[Miao]

Iso Grifo 7 Litri '68

Iso S.p.A. in Bresso was already well known for producing the extremely well built and fast Iso Rivolta IR300; a sleek looking 2+2 Coupe based on a Chevrolet Corvette power train. After leaving Ferrari, in 1961 Giotto Bizzarrini set up “Prototipi Bizzarrini” in Livorno, Tuscany where he designed and consulted for marques like ATS, Lamborghini and Iso Rivolta. In 1963 he designed the Iso Grifo A3/L (L for Lusso {Italian for Luxury}) for Renzo Rivolta, who was looking for a follow-up to his Iso Rivolta GT. The body was designed by Giorgetto Giugiaro at Bertone, while Bizzarrini put his expertise in the mechanicals. Bizzarrini figured there would also be a demand for a race version of the Grifo and came up with the A3/C (C for Corsa) with a dramatic modified alloy body. He later dubbed it his “Improved GTO", as he had been the designer for the 250 GTO when he had worked for Ferrari. The engine was moved back about 40 centimetres (16 in), making the A3/C one of the first front-mid-engined cars ever built. To adjust the timing a piece of the dash was removed. Both cars were being built simultaneously. When leaving the factory both the 250 GTO and Iso Grifo originally fitted Pirelli Cinturato 205VR15 tyres (CN72).

That same year Bertone showed the Grifo A3/L prototype at the Turin Auto Show, while Iso showed off the (partly unfinished) competition version; the Iso Grifo A3/C. Both were overwhelmingly successful. Although design changes had to be made to the prototype, Iso concentrated on getting the Grifo A3/L ready for production. The car got a light facelift that made it less aggressive but turned it into possibly the most elegant-looking Gran Turismo (GT) supercar ever produced. This “street” Iso Grifo GL received the fast, modified but reliable Chevrolet Corvette’s 327 V8 (5.4 L) engine—either in 300 or 350 hp—coupled to a Borg-Warner 4-speed toploader. These engines were ordered in the United States, but were completely taken apart and blueprinted before they were put in; as they did with the Iso Rivolta GT.

While Renzo Rivolta focused on the A3/L; Giotto tried to promote the A3/C—making for some tension between the two. This meant that the Grifo GL was being produced at Bresso and the A3/C at Piero Drogo’s Sports Cars of Modena under Giotto’s strict supervision. In 1964 the prototype Grifo A3/C raced at Le Mans (Edgar Berney/Pierre Noblet), running well until brake problems required a two hour pit stop. The car then resumed the race, finally finishing in 14th place; an encouraging result for a brand-new car. Only 22 examples of the Bizzarrini Grifo A3/C were constructed before a disagreement between Renzo and Bizzarrini ended the cooperation.

Finally in 1965 Giotto Bizzarrini and Renzo Rivolta split ways, which resulted in separate production of the street Grifo GL and the competition Bizzarrini A3/C. Giotto refined his A3/C and this eventually turned out to be his line of Bizzarrini 5300 Stradas and Corsas. From here on the “Grifo” name was lost in connection to Bizzarrini.

Bizzarrini continued to build both Bizzarrini Stradas and Corsas and had the alloy bodies (put together with more than 10,000 rivets) built by BBM of Modena. In 1966 he introduced a scaled-down version, the Bizzarrini 1900 “Europa,” first shown in 1967. Most of these cars got a tuned-up version of the Opel 1900 engine, some got Alfa Romeo engines. Only about 17 Europas were ever built, making it one of the rarest of his creations. Even rarer is the Barchetta version, the P538, with only three ever produced. A total of around 155 Bizzarrini Stradas and Corsas were built before Bizzarrini closes down in 1969 after a bankruptcy; all remaining parts and cars were sold off.

Iso Grifo GL developed 390 hp in its production form and could reach 110 km/h in first gear. Renzo Rivolta also showed a one-off Grifo A3/L Spyder at the Geneva auto show. The production of Iso Grifo GL started in 1965.

In 1968 the Grifo 7 Litri was introduced with a Chevrolet L71 big-block engine, a Tri-Power version of the 427 engine. This seven-liter power plant required changes to the car to fit, and a hood scoop was needed because of the engine's height. It produced 435 hp at 5800 rpm and the factory claimed it could reach a top speed of 300 km/h.

Iso Grifo 7 Litri '68 interior.jpg (33.81 KiB) Viewed 1660 times

[Miao]

Alfa Romeo Montreal '70

The Alfa Romeo Montreal was introduced as a concept car in 1967 at Expo 67, held in Montreal, Canada. Originally, the concept cars were displayed without any model name, but the public took to calling it The Montreal. It was a 2+2 coupe using the 1600 cc engine of the Alfa Romeo Giulia Ti and the chassis of the Alfa Romeo Giulia Sprint GT, with a body designed by Marcello Gandini at Bertone.

The first production car, Tipo 105.64, was shown at the 1970 Geneva Motor Show and was quite different from the original, using a 2593 cc 90° dry-sump lubricated V8 engine with SPICA (Società Pompe Iniezione Cassani & Affini) fuel injection that produced around 197 hp, coupled to a five-speed ZF manual gearbox and a limited-slip differential. This engine was derived from the 2-litre V8 used in the 33 Stradale and in the Tipo 33 sports prototype racer; its redline was set at 7000 rpm, unheard of for a V8 at that time. The chassis and running gear of the production Montreal were taken from the Giulia GTV coupé and comprised double wishbone suspension with coil springs and dampers at the front and a live axle with limited slip differential at the rear.

Since the concept car was already unofficially known as The Montreal, Alfa Romeo kept the model name in production.

Stylistically, the most eye catching feature is the car's front end with four headlamps partly covered by unusual "grilles", that retract when the lights are switched on. Another stylistic element is the NACA duct on the bonnet. The duct is actually blocked off since its purpose is not to draw air into the engine, but to optically hide the power bulge. The slats behind the doors contain the cabin vents, but apart from that only serve cosmetic purposes. Paolo Martin is credited for the prototype instrument cluster.

Specs:

Alfa Romeo Montreal '70 specs.png (5.69 KiB) Viewed 1636 times

0 - 100 Time: 7.4 seconds
Top Speed: 224 km/h