The Perfect Car List For a Game

Fri Apr 10, 2015 12:59 am

Marcos LM600 EVO '11

In October 1993 Marcos unveiled its new competition car and announced a return to GT racing, including Le Mans. Based on the Mantara, the cars were designated LM400, LM500 and LM600. In order to qualify as a production vehicle, road going cars were also made. Several version of the LM were made such as the LM400 (with a Rover 3.9 litre engine), LM500 (Rover 5 litre) and LM600 (with 6 litre Chevrolet small block V8). Only 30 road going LM cars were ever built and of these only one was a road going LM600.

The original chassis was built in 1995 but never completed. Cor Euser’s Dutch Eurotech team bought the Marcos racing team in 2000, and Euser needed a road-going homologation special to get the required authorisation for his racing LM600 Evos. This chassis was dusted off and new bodywork made to satisfy the officials, although once again the car was never completed.

After sitting around for a decade it was bought by a Marcos enthusiast in 2011 and fully restored – and finally finished. The bulge in the enormously long hood shrouds the 5.7-litre Chevy small block V8; even in racing form drivers said they had to drive looking diagonally out of the car, like in a fighter jet.

The car was recently sold to a private collector and is now with a Lamborghini metallic orange paint job and many other new features. The car is now named "Marcos LM600 EVO".

Specs:

: Marcos LM600 EVO '96 specs.png (8.95 KiB) Viewed 1461 times

Fri Apr 10, 2015 1:54 am

Very nice car. It's like if this and the TVR W112 BHG are brothers, even though the TVR has almost the double of horsepower the Marcos got. But they both resemble each other.

Credits to both, Shino-kun and legacybear.

One wouldn't be able to find this "EVO" if the other didn't mention the original Mantara LM600.

Just one minor thing, I believe the year should be changed to 2011, since that's apparently when the car got converted to "EVO".

Fri Apr 10, 2015 2:08 pm

MG E-XE '85

The MG EX-E was a concept car produced by Austin Rover Group and presented at the Frankfurt Motor Show in 1985. The EX-E was a mid-engined sportscar inspired by the Ferrari 308 and designed by Roy Axe and Gerry McGovern.

The MG EX-E was a feasible production car, undertaken by Austin Rover in 1985. The design was supervised by Roy Axe, the Design Director of Rover and the cars was based around the Metro 6R4. The MG EX-E had an aluminum chassis and a plastic body. The engine was a 3 litre dohc 24 valve V6 engine, with 255 hp at 7000 rpm and a top speed of 275 km/h (claimed). The car was never put into production, however the shape went on to influence cars of the late 1980’s and 1990’s, such as the 1989 Honda NSX.

First shown to the world at the 1985 Frankfurt motor show, it is fair to say that the MG EX-E shocked visitors simply because it was so attractive and so unexpected. At the time of the EX-E’s debut, MG could only offer the "M" cars - sporting saloons and hatchbacks - so it came as a pleasant surprise to note that the company was still interested in the idea of designing and producing sports cars.

The EX-E’s frontal design and glasshouse meant it bore a striking resemblance to the previous year’s Honda HP-X concept, styled by Pininfarina.

Specs:

: MG E-XE '85 specs.png (7.1 KiB) Viewed 1394 times

Sat Apr 11, 2015 12:31 am

BRM P139 '69

British Racing Motors (BRM) had addressed the arrival of the new 3-litre Formula 1 regulations in 1966 by merging two of the successful 1.5-litre V8 engines into one 'H16'. It presented the team with a myriad of problems and ultimately only scored one victory; in the back of a Lotus. Developed alongside the H16, mainly for sports car purposes, was a 3-litre V12. Late in 1967, it was bolted to a McLaren F1 chassis, which performed so well that BRM decided to abandon the H16 for the 1968 season.

Still reeling from the ultimate failure of the H16 engine, BRM called in outside help for the first time in the company's history. Len Terry, of Lotus and Eagle fame, was tasked to help design and construct the new-for-1968 BRM P126. It was a wholly conventional car and followed the lines of Terry's Indy 500 winning Lotus 38. Constructed by his Transatlantic Automotive Consultants company, the P126 featured a full-length aluminium monocoque chassis. Suspension at the front was by lower wishbones and rockers, while the rear featured a multi-link layout.

A further departure from BRM norm was that a Hewland gearbox was fitted instead of an in-house built gearbox. It was mated to the V12 engine previously developed by BRM's Geoff Johnson for sports car purposes. The two P126s built were originally fitted with a 2.5-litre version of the engine for use in the 1967/68 Tasman Series. Once back at the factory, a full 3-litre version of the V12 was fitted. This featured twin overhead camshafts, actuating two valves per cylinder. In original tune, the 'customer' V12 produced 375 bhp, which was quickly increased to 390 bhp.

Although down on power compared to the Cosworth DFV engined rivals, the P126 was certainly a step forward and both Richard Attwood and Pedro Rodriguez managed to score a second place finish during the 1968 season. Returning to their ways, BRM produced a pair of cars along the exact same design, which were known as the P133. For the Italian Grand Prix at Monza, a P138 also appeared, which was a subtle development and featured BRM's own five-speed gearbox. BRM ended the year fifth in the standings, just four points behind Ferrari.

Over the winter, Johnson developed a new four-valve head, which used a similar design as the final evolution of the H16 head, which was never raced. Initially these new engines were fitted to the P138 chassis. These interim cars were later superseded by the final evolution of Terry's design; the P139. Developed by the newly hired Tony Southgate, it featured larger fuel tanks to supply the thirstier, 418 bhp V12. Driving a P139, John Surtees scored BRM's only podium finish of the year by placing third at Watkins Glen. The team placed fifth once more but only with a handful of points.

Behind the scenes a lot had changed at BRM with longtime technical director Tony Rudd replaced by Southgate. He started with a clean sheet at the start of the 1970 season with the exception of the 48-valve V12, which was carried over for the new P153. Using the lessons learned with the first V12-engined BRMs, it returned the British team to the winning ways.

Specs:

: BRM P139 '69 specs.png (6.36 KiB) Viewed 1232 times

Sat Apr 11, 2015 12:14 pm

Hey take a look at this Turkish supercar.

Onuk Sazan

Sat Apr 11, 2015 12:33 pm

What!? I thought Etox was the only Türkish supercar maker.

Thanks for sharing that with us.

Sat Apr 11, 2015 3:08 pm

That's indeed a very interesting car.

Thanks for comin' to this forum, legacybear. You're better than Karpenko at findin' rare vehicles.

Sat Apr 11, 2015 5:40 pm

Italdesign Columbus '92

The Columbus, introduced to mark the 500th anniversary of the discovery of America, was a "sailing ship for dry land". It was in fact a 7-seater MPV van designed as an ultra-high level status vehicle ideal for the urban scenarios of the United States, according to Italdesign Giugiaro.

Following the success of large MPVs such as the Renault Espace and Chrysler Voyager, the idea of adding luxury to the already spacious interior seemed like a natural step forward in the early nineties. A few would remember the De la Chapelle Parcours, a sort of hyper-luxurious Espace powered by a 326 hp V8 from Mercedes. However, they only sold one. High tech gadgets in a ‘soccer mom' car might not be such a good idea after all. This would have been enough to discourage anyone to give another try but not Giugiaro, who indulged in building his own interpretation of a deluxe MPV.

Created 500 years after the discovery of America, the Columbus was presented at the 1992 Turin auto show on the Italdesign stand. Its opulent interior loaded with technology and comfort was an invitation to travel long distance and explore.

Far away from all the constraints of size, weight or maneuverability, the Columbus is simply colossal. It is almost as wide as it is high, spanning 2,200mm and is six meters in length. Apart from its bulky dimensions, the real signature element of the Columbus is its elevated cockpit, clearly visible from the outside creating a prominent bubble at the front as you'd find on a motor yacht or on a Renault Trafic.

The huge front doors are frameless and the rear doors are split in half. The lower opens normally while the upper section – which includes part of the roof – has a butterfly opening.

The Columbus was built on a steel box-section chassis with the body made from carbon fiber to keep the weight down. A large 5.0L V12 developing 295 hp taken from the BMW 8 series powered the jumbo car.

The transmission featured 4WD and 4WS with the rear wheels turning up to a 15-degree angle to improve maneuverability.

Specs: