The Perfect Car List For a Game

[Prepsi]

Aston Martin Lagonda Sedan '15

Aston Martin Lagonda Sedan '15.jpg

The Lagonda name, previously used by Aston Martin for a hand-built, ultra-expensive sedan built between 1976 - 1990, returned under the spotlight about five years ago when the Brits introduced the Lagonda Concept .

Oddly enough, that concept had nothing to do with the four-door grand tourer, but rather a sporty SUV proclaimed to be a more luxurious alternative to the popular Porsche Cayenne . Rumors about a production version went back and forth with no relevant outcome, although the consensus was the vehicle might arrive in 2016. But now we have to put the Lagonda SUV behind us, because it appears Aston Martin is actually planning to revive the iconic nameplate for a brand new sedan.

According to a report from CAR, the new Lagonda sedan will carry a 5,935-cc, V-12 engine that produces around 600 horsepower. If that engine sounds familiar, it should; it is the same engine found in the Rapide S. In fact, the Lagonda sedan will ride atop the same VH platform as the Rapide that is properly stretched to fit the longer body.

Aston Martin confirmed that the Lagonda super saloon will be built in limited numbers and only offered for sale in the Middle East. Only buyers that Aston Martin invites can purchase the Lagonda, and the price will remain confidential.

Aston Martin Lagonda Sedan '15 rear.jpg

Aston Martin Lagonda Sedan '15 side.jpg

Aston Martin Lagonda Sedan '15 interior.jpg

is anyone here a rich arab looking for a child to adopt that is on good terms with AM?

[Miao]

Fahlke Larea GT1 S10 '14

The Larea GT1 is setting new standards in sports-car construction. It's a true GT, unparalleled on the street. Developed on the racing track to translate its boundless power of up to 1,260 horsepower into pure driving pleasure on the streets. The exorbitant acceleration values, its top speed and the cornering speeds that can be achieved show it to be a super sports car without compromise.​

Sensational driving values are achieved through the light construction of the Larea GT1. High-quality steels combined with a carbon monocoque mean that a Larea weighs just 982 kg when filled with fuel. This corresponds to a power-to-mass ratio of 0.77 kg per HP.

The road-legal Larea GT1 is manufactured by hand in four series versions: The S7 has 550 HP, the S9 EVO has 720 HP, the S10 has 1,004 HP. However, it's also offered racing versions with different engines providing up to 1,400 HP. Naturally, all of the exteriors and interiors are tailored to the costumer's individual requirements.

Chassis

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Carbon monocoque safety passenger cockpit with integrated tubular frame
Roll cage to FIA specification, braced as far as the engine compartment
Single-wheel suspension, adjustable front and rear
Racing shock-absorbers tailored to the driver: Rebound and pressure stage, low and high speed, compression and rebound as well as height adjustable with attached compensating reservoir and temperature compensation

Body

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CFK body
Carbon front wing
Carbon headlamp casing
Carbon underbody
Paintwork of choice
Adjustable XL race carbon double wing Carbon rear diffuser
Carbon panels
Boot capacity approx. 50 litres

V8 compressor engine, 7,200 ccm

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Max. performance: KW 738 / 1004 HP at 6400 rpm
Max. torque: 1400 NM, 4500 rpm
Fuel management: Fully electronic injection

Ignition system

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Ignition system: Electronic
Emission control: Euro 5 catalytic converter
Exhaust system: Stainless Steel

Power transmission

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6-gear manual transmission fully synchronised with differential lock and carbon clutch, 
or alternatively sequential 6-gear transmission

Brakes

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Brembo-racing carbon brake system with 6 piston brake callipers
Dual-circuit brakes with break balance system manually adjustable from cockpit

Steering

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Titanium safety rack-and-pinion steering with quick-out and carbon F1 steering wheel

Weight/capacity/seating

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Empty weight: 910 kg
Tank: 80 litres
Fuel type: Super Plus 98 RON
Seats: two

Driving performance

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Maximum speed: >400 km/h
Acceleration: 0 – 100 km < 2.4 sec and 0 – 200 km in 6.0 sec

Wheels

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Front: 10J x 18" forged aluminium wheels
Rear: 13J x 18" forged aluminium wheels

Tyres

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Front: 285/30/ZR/18
Rear: 335/30/ZR/18

[Miao]

I thought you didnt like this Aston...

Everything explained here.
http://tdudrivetime.com/viewtopic.php?f ... =10#p27092" onclick="window.open(this.href);return false;

[Miao]

Toyota Mark X +M SuperCharger 2014


If you think this is just a common Japanese sedan, you'd be wrong... it's powered by a 355 HP supercharged engine.

You have to remind me of makin' the post for this one later, it looks like a nice car to cruise.

[Viktor Karpenko]

Chevrolet Astro II XP-880 1968


Reynolds XP-895 1973

[Miao]

Chevrolet Astro II XP-880 '68

The 1968 Chevrolet Astro II (XP-880) was introduced at the 1968 New York Auto Show as a practical, personal sports car designed to carry two passengers and their luggage comfortably and rapidly. A hint of Astro I styling flavor is seen in the frontal appearance of this running experimental car, but unlike the Astro I, Astro II had doors to access the passenger compartment. The contours had been altered slightly to accommodate wide section tires, which promoted stability and handling and reflected the change in dimensions, which resulted from the adoption of a mid-wheel base location for the engine.

The air-cooled, single overhead camshaft six-cylinder engine used in the Astro I was replaced with a liquid-cooled 390 horsepower MK IV big block V8 engine, with power passing through a two speed torque converter from a Pontiac Tempest transaxle. Unlike many European mid-engine vehicles, the Astro II carried its radiator at the rear; a location intended to minimize the amount of plumbing required and to keep the hot water lines from passing through the passenger compartment. This arrangement freed the front compartment for the storage of luggage. The sponson area on either side of the car behind the passenger compartment was available for extra storage on the left and a collapsible spare tire on the right. The rear section of the Astro II raised immediately aft of the passenger compartment to allow access to the sponson storage areas and to the engine and suspension. The Astro II has a wheelbase of 100 inches, overall length of 181 inches, and a height of a mere 43.7 inches. Overall width is 74 inches.

Inside, driver and passenger were snug, surrounded by well-padded surfaces, which provided a maximum of lateral support, advantageous because of the high maneuverability of this vehicle. The instrumentation was normal with 270 degrees sweep speedometer and an 8,000-RPM tachometer. The conventional complement of gauges included water temperature, air pressure, ammeter, and gasoline gauge. A sliding transmission selector replaces the usual lever.

Lead engineer Zora Arkus-Duntov and GM styling chief Bill Mitchell were hoping Astro II would be the concept for the next generation Corvette, but the GM management figured the public was not ready for a mid-engine car.

The Astro II is currently part of the GM Heritage Center Collection.

Specs:

Chevrolet Astro II XP-880 '68 specs.png (5.73 KiB) Viewed 1540 times

[Miao]

Reynolds XP-895 '72

The 1972 XP-895 was built on an extra Chevrolet Aerovette XP-882 chassis. It was designed by GM and built by an outside supplier for Reynolds Aluminum. The idea was to try and convince GM to make a production Corvette with an aluminum body. An aluminum-bodied car wasn’t a new idea, since many European exotics had aluminum bodies, as well as the Cobra, but an aluminum production car was another matter.

Reynolds Aluminum used their new 2036-T4 alloy to make the all aluminum Corvette. Except for the bumpers, tires, and interior parts everything else was aluminum. Chevrolet supplied stress analysis and Reynolds sorted out everything else. The main constraint was that the body would have to be spot-welded like a production car. To compensate for aluminum’s lower modulus of elasticity, many of the parts and attaching flanges had to be thicker. Two-part epoxy was also used for added strength and to eliminate crevices that would trap salt and dirt.

The Reynolds car had minor body differences from the 2-rotor prototype and was powered by a transversely mounted 400 cid V8 small block mated to a 3-speed automatic transmission. It had “roll-over” headlights and an all coil spring suspension. It had separate rear deck lids for the engine and luggage compartments.

Side by side, the Reynolds car weighed over 400 pounds less than the steel bodied 2-rotor prototype.

Although undoubtedly valuable as a research tool, XP-895 was tossed in the corporate wastebasket after 1974, for one simple reason. The traditional fiberglass bodied, front engine, V8, Corvette was still selling well enough to make a replacement unnecessary, never mind one that would certainly have cost a lot more to build.

Specs:

Reynolds XP-895 '72 specs.png (5.19 KiB) Viewed 1535 times

Reynolds XP-895 '72 interior.jpg (21.17 KiB) Viewed 1535 times

Reynolds XP-895.jpg (45.02 KiB) Viewed 1535 times

[Viktor Karpenko]

It's good to see you featured these cars in almost the same day i posted them.

differently from the Toyota...

[Miao]

It's good to see you featured these cars in almost the same day i posted them.

differently from the Toyota...

It means I really liked it. Based on appearance, the Astro II XP-880 is surely on my top 10 list of most beautiful cars.

[Cain]

The Astro II is indeed a beautiful piece of art.

And the Reynolds looks more Italian than American. I didn't like the rear of the car.