The Perfect Car List For a Game

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FEI X-20 '08

The FEI X-20 is a Brazilian roadster first presented in the 25th São Paulo Motor Show by a group of people from an university.

It was produced by the students, teachers and researches of mechanical engineering, eletrical engineering and computer science, the FEI X-20 is the fiirst Brazilian roadster capable of driving autonomously.

The car featured a transversely-mounted mid-engine layout, the 7.008cc V8 engine was capable of 550 hp at 6.300 rpm and 506.3 ft-lb of torque at 4.800 rpm, the engine is mated to a six speed manual transmission lifted from a Porsche 993 Turbo. The X-20 weighs approximately 980 kg and can reach speeds superior to 250 km/h, however the speed is eletronically limited.

Specs:

FEI X-20 '08 specs.png (5.9 KiB) Viewed 1959 times

Below are some pictures I modified for the "Guess That Car" game:
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Maserati Boomerang '72

Launched at the Turin Motor Show late in 1971, the Maserati Boomerang was the third in a line of wedge-shaped show cars created by designer Giorgietto Giugiaro for his company Italdesign. It carried on where the Alfa Romeo Caimano and Porsche Tapiro that came before had left off. In addition to the striking exterior, the Maserati Bora-based Boomerang boasted an equally futuristic interior.

Finished in a striking bright orange, the Boomerang was still a non-runner when shown in Turin. By the spring of 1972, the car was fully functional and re-painted silver ahead of its appearance at the Geneva Motor Show. What was left unaltered was the dramatic wedge-shape design. A single, straight line ran from the tip of the nose all the way to the top of the roof. The windshield had a 13° rake, which was a further 2° less than the Bizzarrini Manta's windshield. The sides of the Boomerang were two flat surfaces, cut in half by the sharp belt-line.

On the inside, the Boomerang was perhaps even more spectacular with all the attention focused on the steering wheel. Mounted on a circular extension of the dashboard, the steering wheel housed all the major dials. In the original design, the emphasis was on a single large rev-counter but for the sake of practicality other, essential dials were added and a smaller rev-counter fitted. The whole column also served as a safety feature as it was connected to chain to prevent it protruding into the car in case of an accident. The rest of the interior was lavishly appointed with leather used for both the seats and the door-cards.

Serving as underpinnings for the Boomerang was a Bora platform, including its throaty V8. Although reports at the time suggested a competition engine was fitted, it is more likely that a street-specification V8 was fitted. In fact, when later tested, the Boomerang actually proved slightly slower than the Bora on which it was based. So thorough was Italdesign's conversion to road specification that when later examined by the notoriously strict German TÜV all that was needed for a full compliance was the installation of yellow indicator bulbs.

Following the fully functional Boomerang's debut at the 1972 Geneva Motor Show, the wedge-shaped machine was displayed at the Paris, London and Barcelona motor shows. Like so many show cars of the day, the Boomerang was sold to a private customer in 1974. Many of the details of the one-off Maserati have made it onto subsequent production cars, most notably the wedge-shaped Lotus Esprit. What was not seen again was the highly unusual steering wheel / dashboard.

Specs:

Maserati Boomerang '72 specs.png (5.73 KiB) Viewed 1883 times

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Spyker B6 Venator Spyder '13

Just five months after unveiling the B6 Venator Coupe Concept to rave reviews at the 83rd International Geneva Motor Show, Spyker introduced the B6 Venator Spyder Concept, a unique alternative in the High Luxury Sports sector, via a press conference at The Quail Motorsports Gathering in Pebble Beach, California. The concept is the eagerly awaited convertible execution of Spyker’s compact, 2-door mid-engine sports car that will offer the discerning driver of the highest standards a new choice, delivering a rare combination of heritage, design, performance and exclusivity.

The B6 Venator Spyder will also share everything else with its fixed-roof stablemate: the aluminum chassis, the carbon-fiber body, the aeronautical-look 19-inch “Turbofan” wheels, the styling penned by Spyker CEO and head resurrectionist Victor Muller, the mid-mounted V-6 with more than 375 horsepower, and the breathtaking interior.

Specs:

Spyker B6 Venator Spyder '13 specs.png (5.1 KiB) Viewed 1852 times

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Noble M14 '04

The Noble M14 was a prototype vehicle created by Noble Automotive that debuted at the 2004 British Motorshow.

It had 400 hp at 6,100 rpm from a highly-modified version of Ford's 3.0 litre (2,968 cc) V6 using a six-speed manual transmission and twin turbochargers. The engine developed 385 ft·lbf of torque at 4,750 rpm. It was planned to have a power-to-weight ratio of 363 hp per ton, and to get to 100 km/h in 4.3 seconds with a maximum speed of 310 km/h.

Noble expected it to compete with cars like the upcoming Porsche 911 Turbo and Ferrari F430. It was expected to cost £75,000.

Following the debut of the vehicle Lee Noble the creator of the car decided that it was insufficiently advanced over the current range of Noble cars to justify its price tag. Noble transferred development to a new car the Noble M15, a pre-production prototype of which was presented in 2007 (and shown on TV's Top Gear) but never launched.

Specs:

Noble M14 '04 specs.png (5.82 KiB) Viewed 1782 times

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Noble M15 '06

The Noble M15 is a sports car designed and developed by Noble Automotive, a high-performance sports car manufacturer based in Leicestershire, England.

Production of the M15 was due to begin in early 2006. The Noble M15 is intended to appeal to a far broader market than the M12-GTO3R or the M400 and compete directly with the Porsche 911 Turbo/GT-3 and Ferrari F430. As a result the Noble M15 has a number of features not previously found on Nobles such as satellite navigation, traction control, electric windows and ABS.

Noble founder Lee Noble has been quoted in indicating "the M12 is a great car, but it's very focused and [he] wanted to produce a supercar people could use everyday...It was time for Noble to take a big step up in terms of refinement, practicality and style." Despite increased comfort and usability compared to previous Noble cars, Lee Noble has also stated that the M15 is significantly quicker than the M400 around a race track.

The car is based on a brand new platform with a longitudinally mounted engine connected to a bespoke gearbox created by Graziano. The double wishbone suspension is a development of the system mounted on the M400. Mounting the engine longitudinally (rather than transversely as on the M400) allowed the engine designers to increase the cooling flow to the engine, which allows the 3.0l twin turbo V6 Ford Duratec engine to develop 455 hp. The engine has been designed to meet European emission standards and the new steel/aluminium space frame has been designed with a view to passing crash test regulations around the world.

Like all the Noble M models, the M15 has a steel spaceframe and roll cage covered with graphite-reinforced plastic body panelling, ventilated disc brakes front and rear and a turbocharged 3-litre V6 engine, but unlike the previous models is designed to be more of a grand tourer/everyday sports car (an example of which would be the Honda NSX) rather than an all-out track day car.

The Noble M15 accelerates from 0-100 km/h in 3.5 seconds and has a top speed of 298 km/h. When it appeared on the popular British car TV show Top Gear, it was driven by Richard Hammond who praised its handling ("it just grips and grips, and then there's a tiny little bit of understeer to tell you you're being a bit of a spanner.") When it was handed over to Top Gear's 'tame racing driver', The Stig, it completed a lap of their circuit in 1:22.5, a time faster than a Ferrari F430 (1:22.9), and an Audi R8 (1:24.4). It was praised by Jeremy Clarkson, who called it "one of those Giant Killers."

Specs:

Noble M15 '06 specs.png (5.47 KiB) Viewed 1778 times

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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.

Specs:

Iso Grifo 7 Litri '68 specs.png (5.59 KiB) Viewed 1743 times

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CH-Auto Lithia '12

The Lithia is a Chinese electric sports-car concept made by CH-Auto, it was first presented in the 2012 Beijing Auto Show.

On the design side this electric beauty compares to Europeans concept-cars from the most famous designers, Giugiaro, Pininfarina or even Bertone. Powered by an air-cooled AC induction motor, the spec sheet claims 201hp and 220nm of torque. The motor, rated to a maximum 11,000 rpm, gets its juice from a 36 kWh and 106 Ah Lithium-ion battery pack.

The 4.5 metre-long Lithia weighs in at 1,600 kg, and normal charge time is seven hours, with fast charging to 80% possible in just 70 minutes. It rides on 215/30, 19-inch front and 245/40 20-inch rear wheels, and features a front disc and rear drum brake system.

Specs:

CH-Auto Lithia '12 specs.png (5.67 KiB) Viewed 1649 times

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CH-Auto Event '14

This is the brand new CH-Auto Event, an all-electric super car concept that made its official debut at the 2014 Beijing Auto Show. The vehicle was first spotted during a not-very-secret photo shoot on the roads of a Chinese city. CH-Auto is a well-known Chinese design studio, based in the capital Beijing. In 2012 they surprised the public with the beautiful CH-Auto Lithia.

The Event fits perfectly in line with spectacular lines and fascinating detailing. The car is a rear-wheel drive, full EV powered by an electric motor delivering 400 hp and 479 lb-ft of torque. The 41.1 kWh lithium-ion battery pack can provide a range of up to 200 km while recharging the batteries takes six hours when using a 220V charge.

Tipping the scales at 1,685 kg (3,714 lbs), the CH-Auto Event showcased in Beijing is actually a fully functional concept featuring a complete interior cabin.

Specs:

CH-Auto Event '14 specs.png (5.44 KiB) Viewed 1648 times

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Pagani Zonda Tricolore '10

On the occasion of the celebration of the 50th Anniversary of the 'Frecce Tricolori', Pagani Automobili created the Zonda Tricolore as a tribute to the National Aerobatic Team. The latest Zonda variant is this Tricolore special edition. It first appeared in the Pagani showroom in late January of 2010 and was photographed by our friend Julien Giambagli of Supercarfrance.com.

This first car was built as a one-of for the Spanish importer Guarnieri. Like the Cinque editions that were built for a Hong Kong dealership, the Tricolore has numerous special features including the flappy-paddle gearbox from X-trac. The car uses tinted carbon fibre much like the Veyron Grand Sport ‘Sang Bleu’ released in 2009. This new Zonda also has upgrades from both the Cinque and Zonda R.

Probably the most unique feature, asides from the color, is a small fin which sits on the engine cover. Other aerodynamic pieces include the front splitter, rear wing and diffuser from the Cinque. The top of the rear fenders have scoops from the the Zonda R for brake cooling. The front lighting system is overhauled to include new LED front signals and more-protruding projector-beam headlights.

Inside and between the seats is a plaque which states "Pagani Zonda Tricolore 1 of 1, Exclusively made for Guarnieri." Furthermore, the symbol of the Guarnieri BMW/MINI dealership in Marbellas, Spain is embroidered on the headrests. Later Pagani attached a badge which stated "Zonda Tricolore 1 of 3" for the Geneva Motor Show and removed the embroidered headrests.

The Tricolore livery is new the Zonda range. The theme is a two-tone stripe which runs down the side of the car. At the front, it is split up by the Italian national colors which continue on the rear wing. The broad stripe its actually tinted carbon fiber with a small outline in opaque blue.

Specs:

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Stutz Blackhawk '71

The Stutz Blackhawk was an American luxury car manufactured from 1971 through 1987. Other than the name it bears no resemblance with the original Stutz Blackhawk (1929-1930). The Stutz Motor Company was revived in August 1968 by New York banker James O'Donnell. He joined forces with retired Chrysler stylist Virgil Exner who designed the new Blackhawk. Exner's design included a spare tire that protruded through the trunklid, a massive grille and freestanding headlamps. The new Blackhawk was prototyped by Ghia in Italy at a cost of over US$300,000. To offer exclusivity and still allow easy servicing in the US a custom built Italian body was added to a GM platform and engine. The Blackhawk debuted in January 1970 at the Waldorf Astoria in New York City.

With an extra heavy gauge steel body handmade at Carrozzeria Padane in Modena, Italy, and from 1972 at Carrozzeria Saturn in Cavallermaggiore, near Torino, Italy, and greater than 19 feet long, the production Blackhawk used Pontiac Grand Prix running gear, Pontiac's 7.5 L (455 in³) V8 engine, and a GM TH400 3-speed automatic transmission. With its engine tuned to produce 425 hp and 420 ft·lb, the 2300 kg Blackhawk could accelerate to 100 km/h in 8.4 seconds with a 210 km/h top speed, delivering 8 miles per gallon (30 L/100 km). Later Blackhawks used Pontiac's 403 and 350. Also Ford, Chevrolet and Cadillac engines were used. The handbuilt Blackhawk had 18 to 22 handrubbed lacquer paint coats that took six weeks to apply. Total production time for each vehicle was over 1500 manhours. In 1980, the Blackhawk was redesigned for the Pontiac Bonneville chassis.