The Perfect Car List For a Game

[Miao]

Porsche 918 Spyder '13

The Porsche 918 Spyder is a mid-engined plug-in hybrid sports car designed by Porsche. The 918 Spyder was first shown as a concept at the 80th Geneva Motor Show in March 2010. The production version was unveiled at the September 2013 Frankfurt Motor Show.

The 918 Spyder is built on a carbon-fiber reinforced plastics (CFRP) monocoque that is interlocked with a CFRP unit carrier. This provides great stability with lightweight construction, and also provides plenty of protection for the folks in its cabin.

On the outside, you see plenty of Porsche’s trademark characteristics. It boasts a sloped nose, along with a sleek roofline that tapers all the way down to the rear end. Speaking of the roofline, a two-piece Targa top graces this roof, giving you the opportunity to drive in the open air. What makes the 918 Spyder special is where Porsche strayed from its typical styling. Up front, you get shapelier headlights than you will see on the rest of its lineup. The front fenders are also far less bulging than on the other models in its line.

On the backside of the 918 Spyder, there’s a massive dual-pedestal spoiler to add a little extra downforce. The one styling cue that the 918 Spyder takes from the rest of the Porsche lineup is its taillights. If you look close enough at the 918’s taillights, you may even see the soul of the 911 still floating around in them. Just below these taillights rest a pair of air vents, which we can only chock up as heat extractors, as there is no way they can be designed to take in air. At the base of the rear fascia, Porsche fitted a relatively huge diffuser. This should provide plenty of additional downward force.

The Spyder is powered by a normally-aspirated 4.6 liter V8 engine, developing 608 horsepower, with two electric motors delivering an additional 279 horsepower for a combined output of 887 horsepower. The 918 Spyder's 6.8 kWh lithium-ion battery pack delivers an all-electric range of 12 mi (19 km) under EPA's five-cycle tests.

Specs:

Porsche 918 Spyder '13 specs.png (5.74 KiB) Viewed 1790 times

[Miao]

Chevrolet Cosworth Vega '95

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Chevrolet Cosworth Vega '95.jpg

The Chevrolet Cosworth Vega, also called Cosworth Twin-Cam, is a subcompact four-passenger automobile produced by the Chevrolet division of General Motors for the 1975 and 1976 model years. It is a limited-production version of the Vega, with higher performance.

All 2,061 1975 Cosworth Vegas were finished in black acrylic lacquer with gold "Cosworth Twin Cam" lettering on the front fenders and rear cove panel and gold pinstriping on hood bulge, body sides, wheel openings, and rear cove. (Black was unavailable on other Vegas until mid-1976.) Most have black interiors. The custom interior with perforated vinyl seat trim (RPO ZJ1) was standard, with black cloth seat inserts a $50 option. About 16 percent had white vinyl interiors. All Cosworths had a gold-colored engine-turned dash bezel, gold-plated dash plaque with build sequence number, 8,000 rpm tachometer, and Cosworth Twin-Cam Vega steering wheel emblem.

'Torque arm' rear suspension is like that of the Monza 2+2, and the axle, from the Monza 2+2, gives a 3.73:1 ratio from a 7.5-inch (190 mm) ring gear. A limited slip differential was optional. Included were GT springs, shocks, and stabilizer bars (larger at the rear than the Vega GT's); exclusive BR70-13 BSW radial tires on British-made 6 inch, gold-painted cast aluminum wheels with Chevy center caps; black-finished wiper arms, H.D. radiator and provisions for “Fast Steer” option. The Vega was the first Chevrolet passenger car with electronic fuel injection.

Known at Cosworth Engineering as Project EA, a Cosworth racing engine based on the Vega aluminum block produced a reported 260 hp and powered Chevron and Lola race cars to wins in the 2-liter class in their first outings. The ZO9 Cosworth Vega engine is a de-tuned version. Bore, stroke and valve sizes are identical but it lacks the EA engine’s dry sump lubricating system (unnecessary in a street use car), has a lower compression ratio and different valve timing, and uses Bendix electronic fuel injection instead of Lucas mechanical injection to cope with a wider range of operating conditions as well as emission controls.

Specs:

Chevrolet Cosworth Vega '95 specs.png

Chevrolet Cosworth Vega '95 rear.jpg

Chevrolet Cosworth Vega '95 side.jpg

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This is by far the most disappointing car you featured so far. You first mentioned a 260 HP engine, but then it turned out that the car used a 110 HP down-tuned version, and yet it's called "a performance model". Good job Cosworth, good job...

Oh, and I hated those golden details on the exterior of the car.

[TheLuigi907]

Oh, and I hated those golden details on the exterior of the car.

That was quite predictable, the Porsche on the other hand...

[死の (Shino)]

Oh, and I hated those golden details on the exterior of the car.

That was quite predictable, the Porsche on the other hand...

Not really, I already knew she likes the 918 Spyder, so I expected it to be featured one day anyway.

[死の (Shino)]

Ginetta G50 '08

British sports car manufacturer Ginetta have celebrated their 50th anniversary in great style with a brand new model. Announced late in 2007, the G50 is both thoroughly modern and yet still incorporates many of the style cues of the Ginetta road and racing cars that were so successful in the past 50 years. Today owned by Lawrence Tomlinson's LNT Automotive, Ginetta followed their familiar recipe by developing both a road and racing version of the G50.

Like its predecessors and siblings, the G50 is based around a spaceframe chassis that combines lightweight and rigidity. Power comes from a 3.5 litre Ford V6 engine, which produces a healthy 300 hp. Mounted just behind the front axle, it is bolted to a Quaife six speed sequential gearbox, which drives the rear wheels. A composite coupe body, clearly inspired by the company's most successful model, the G4 of the early 1960s, completes the G50.

In the purpose built factory in Leeds, England, the first G50s were assembled early in 2008. Three different versions were available; the road car, the 'Cup' racing car and the closely related GT4 spec machine, intended for international racing. Retailing at £35,000 the G50 Cup car sold out before the season started. The slightly more expensive GT4 spec machine also proved to be a hit in the salesroom as well as on the track. All over Europe the car proved to be very competitive against formidable advisaries.

In the spring of 2008, the first road car surfaced. Apart from a proper interior and license plates, there is little to distinguish it from the competition machine. The basic street car uses the same Ford V6 engine mated to a six-speed sequential transmission. However, due to the economic recession, Ginetta indefinitely shelved plans for general production of the G50.

Specs:

Ginetta G50 '08 specs.png (6.17 KiB) Viewed 1676 times

[legacybear]

Mercedes-Benz W196 Streamliner 1954

[Miao]

Ford Thunderbird Italien Fastback '63

The Ford Thunderbird Italien Fastback is an one-off special version of the Thunderbird.

Departing from the traditional Thunderbird greenhouse, this special 1963 Thunderbird features a new roof line with aerodynamic styling and a customized leather interior with bucket seats front and rear. The Thunderbird Italien was a styling study from Ford's own Thunderbird styling department and was designed by Fords own Thunderbird Stylists who actually built the plywood buck over which they sculpted the clay model of the roof in their own studio and then gave the car to DST where Vince Gardner made the one piece plaster cast over the clay from which he made the fiberglass roof and deck lid.

Car designer/builder Vince Gardner constructed the Italien while working for Dearborn Steel Tubing Co., Ford's outsourcing contractor. DST also built the 100 1964 Ford Thunderbolts as well as other Ford non-assembly line concept vehicles.

The Italien recently received a complete, original, rotisserie restoration by Duluthian Thunderbird restorer Tom Maruska and was just completed in August 2007.

The Italien was a featured in Ford's 1962-63 ''Custom Car Caravan'' and appeared in Autoramas throughout the United States such as Detroit, Los Angeles, Miami and more. The Italien was featured in 14+ magazines in 1963 and 1964.

Specs:

Ford Thunderbird Italien Fastback '63 specs.png (7.59 KiB) Viewed 1599 times

[死の (Shino)]

Shelby Cobra Concept '04

The Ford Shelby Cobra is a concept car that the Ford Motor Company unveiled at the 2004 North American International Auto Show in Detroit, Michigan. The Shelby Cobra concept is a roadster based on the original AC Cobra that AC Cars developed in 1961.

Ford's Advanced Product Creation team designed and built the Shelby Cobra concept in five months. The project was led by Manfred Rumpel. Like several other Ford vehicles developed in the early 2000s (such as the GT40 concept, the GT and the fifth-generation Mustang), the Shelby Cobra concept is a modern interpretation of an older vehicle.

In the case of the Shelby Cobra, the design is reminiscent of the AC Cobra MkI. The first Cobra featured a large, high-performance Ford Windsor engine inside a small roadster that AC Cars had modified at Shelby's request. Likewise, the Shelby Cobra concept car is small and minimalist, eschewing conveniences found in most modern cars (such as air conditioning, a radio, anti-lock brakes, and even windshield wipers). In a press release to announce the debut of the concept car in 2004, Shelby echoed the aim of the design team: "That's the formula [...] It's a massive motor in a tiny, lightweight car."

The chassis of the Shelby Cobra concept was based on an aluminium chassis used on the GT production car, and modified to suit the concept car's front-mid engine placement. In fact, many parts of the GT were adapted for use in the Cobra, such as the suspension, several components of the frame, and the mounting brackets for the transmission (which is placed in the rear on the Cobra). Despite sharing large portions of its chassis with the GT, the Shelby Cobra concept is almost 2 feet (0.61 m) shorter, with a wheelbase 7 inches (180 mm) shorter than the GT.

Although the Shelby Cobra concept was aimed to reflect the design of the AC Cobra, the concept is dimensionally very different from the original. However, the design includes many common external features, such as a large grille opening, side vents, and large wheel arches. In line with Carroll Shelby's designs, the concept has a very minimalist look, which is continued in the interior. The concept omits many features common in modern cars, such as air conditioning and a radio. The placement of the transmission in the rear allowed for the driver and passenger seats to be placed closer together, adding to the compactness of the Cobra.

The Shelby Cobra concept features an all-aluminium, V10 engine, displacing 6.4 L (390 cu in). It is capable of producing 645 hp at 6,750 rpm and 501 ft·lbf (679 N·m) of torque at 5,500 rpm, making the one of the most powerful engine built by Ford. The engine red-lines at 6,800 rpm, and Ford claims it is capable of reaching 430 km/h, though it is electronically limited to 160 km/h.

The double overhead cam cylinder heads and cylinders are fed by port fuel injection and racing-derived velocity stacks that are just visible within the hood scoop. For a low hood line, the throttles are a slide-plate design. The lubrication system is the dry-sump type, which relocates oil from underneath the engine to a remote tank.

Press release:

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The Ford Shelby Cobra concept marks the latest step in an exciting evolution of Ford concept vehicles, with an evocative design, bonafide performance credentials and - thanks to engineering as nimble and efficient as a sports car - a level of feasibility that is already close to production-level.

Like the 2002 Ford GT40 concept, the Ford Shelby Cobra draws on Ford's emotional and performance roots in a thoroughly modern interpretation that reinforces the company's product-led momentum. It takes its place with the 2005 Ford Mustang, Five Hundred sedan and Freestyle crossover in the 'Year of the Car,' the largest new-product barrage in Ford's history.

The Ford Shelby Cobra's design reinforces this mission, with minimalist interior and exterior elements that emphasize its performance-oriented function. Cues like the massive grille opening, side vents, low-back seats and bulging wheel arches establish an emotional connection with Carroll Shelby's original 1960s Cobras, but no dimensions or proportions are copied in this thoroughly modern two-seater.

The Ford Shelby Cobra concept team drew heavily on the Ford GT production car - especially the space frame and suspension - to maximize efficiencies. Although the cars have vastly different characters and different dimensions, smart engineering quickly adapted the rear-mid-engine Ford GT platform to this front-mid-engine application.

Inspired by the biggest, baddest Cobra of all - the renowned 427 - Ford engineers created a new aluminium-block V-10 to power the Ford Shelby Cobra concept. This 6.4-liter engine, adapted from Ford's MOD family, delivers the rush of raw power associated with that big 1960s V-8 monster - with 605 horsepower and 501 foot-pounds of torque - without the aid of supercharging or Turbocharging.

This combination of brute force and thorough engineering has created a rarity in the world of auto shows - a concept car that can actually do, rather than merely promise, zero to 60 in under four seconds, and would easily exceed 100 mph if not electronically limited. With show cars typically limited to a stately 15 mph or so, this fact points at the level of engineering packed into the Ford Shelby Cobra concept - and points to the authenticity that comes from working with Carroll Shelby once again.

Specs:

Shelby Cobra Concept '04 specs.png (6.78 KiB) Viewed 1525 times

[Miao]

Jaguar XJ Super V8 '04

The third-generation Jaguar XJ (X350) (2003–2007) was a luxury car from Jaguar Cars, introduced in 2003 as the successor of the XJ (X308), and was facelifted as the XJ (X358) in 2007. While the car's exterior and interior styling were traditional in appearance, the car was completely re-engineered.

Constructed using lightweight aluminium joined by self-pierce rivets and epoxy adhesive - state-of-the-art techniques learned from the aerospace industry - the XJ's body is some 60 percent stiffer yet 40 percent lighter than before. The result is that a new long wheelbase model, like the supercharged Super V8, is a staggering 363 kilos lighter than BMW's long wheelbase 760Li.

Three versions of the Jaguar XJ LWB - the XJ8 L, Vanden Plas and Super V8 - were offered. The XJ8 L and Vanden Plas models both feature a 4.2-liter 294 hp AJ-V8, while the flagship Super V8 is powered by a 390 hp supercharged AJ-V8. Each engine benefits from being coupled to a highly-responsive six-speed ZF automatic transmission.

Specs:

Jaguar XJ Super V8 '04 specs.png (6.02 KiB) Viewed 1405 times

[死の (Shino)]

Mercedes-Benz W196 Streamliner '54

Shortly after the end of World War Two, motor racing was understandably not a priority for Mercedes-Benz. Thanks to the amazing economic turn around of the country, the German manufacturer could return to racing sooner than most expected. Their first effort was in the early 1950s with the production car derived 300 SL, which took a win in the 24 Hours of Le Mans in 1952. Everybody knew that it was a matter of time when Mercedes-Benz would return to Grand Prix racing. There they did have to live up to impossibly high expectations as in the past they did not only dominate, but also won at their returns to the sport in 1914 and 1934. Exactly twenty years later Mercedes-Benz re-entered GP racing with the W196 and they did not disappoint. There was a more important reason for Mercedes-Benz to kick off their Grand Prix program in 1954 as it was the first year of the new 2.5 litre Formula 1 regulations. This meant that all active manufacturers also had to start with a clean sheet, giving them less of an advantage over newcomers.

In the past the Mercedes-Benz racing cars were not only the fastest, but also the most technologically advanced; a showcase of the company's advanced technical capabilities. The W196, especially its straight eight engine fitted right into that pattern. Considering the relatively small displacement of 2.5 litres, the German engineers' choice for the long straight eight engine was quite surprising. Like the great 1930s Alfa Romeo 'eight', the M 196 R was built up of two blocks of four cylinders with the dual overhead camshafts driven from the heart of the engine. This configuration meant the camshafts needed to be only half the length of the engine, preventing them from flexing under heavy loads. The valvetrain itself was a lot less conventional as it used 'Desmodromic' system, which uses the camshaft to both open and close the valves. Not needing fragile springs to close the valves meant the engine could rev considerably higher. A real novelty was the Bosch developed direct Fuel Injection system, which had already been used successfully on the 300 SL racing cars. The exceptionally advanced engine produced 257 hp at its debut and continuous development saw that power hiked within a year to 290 hp at an impressive 8500 rpm.

Also carried over from the 300 SL was the space-frame chassis, which consisted of a large number of small diameter tubes. It was a new approach to building chassis, which combined light weight with exceptional rigidity. Suspension was by dual wishbones and torsion bars at the front and swing axles with torsion bars at the rear. The massive drum brakes were installed inboard both front and rear to reduce unsprung weight and improve handling. To make sure the brakes were cooled properly the massive drums were equipped with fins for the so-called 'Turbo-cooling'. To lower the center of gravity and the frontal area, the straight eight engine was angled 37° on its side. Like the camshaft drive, the power take-off from the crankshaft was at the centre of the engine. Power was fed through a sub-shaft and a prop-shaft to the five speed gearbox, which was mounted in unit with the differential. Sparing no expense, the engineers developed a variety of track specific versions of the W196 with three wheelbases and two body styles. Harking back at late 1930s practice an all enveloping low-drag streamliner body was created for high speed tracks. For the more technical tracks a more conventional open-wheel body was fitted.

To ensure that the W196 would live up to its high expectations, Mercedes-Benz contracted one of the best drivers of the day; Juan Manuel Fangio. He was backed up by Hans Herrmann and Karl Kling. Still busy developing the cars, Mercedes-Benz missed the first three races; Fangio used a Maserati to win two of them. The belated debut came at the French Grand Prix in Reims, where the streamlined body was right at home. It was immediately obvious that the German no expense spared approach was too much for the Italian and British specialist manufacturers to match. Fangio helped Mercedes to continue a tradition by piloting the W196 to a debut victory, a few metres ahead of Kling. At the next round at Silverstone the all-enveloping body hampered Fangio to line up for a corner properly as he could not see the front wheels. He nevertheless finished second. For the next round the open wheel body was ready, which had an unusual square shape thanks to the heavily slanted engine. Fangio dominated the next three races, winning at the Nürburgring, Bremgarten in Switzerland and at Monza with the streamliner again. He was crowned champion well before the last round. In that race at Pedralbas in Spain, the W196 was really challenged for the first time by the brand new Lancia D50, designed by former Alfa Romeo engineer Vittorio Jano. In Alberto Ascari's hands it was the fastest thing out there, but still very fragile. Mike Hawthorn eventually won for Ferrari ahead of Luigi Musso in a Maserati.

For 1955, Fangio was joined by new team-mate Stirling Moss. The Argentinian started the season on a high by winning his home Grand Prix. For Monaco, Mercedes-Benz had developed a special short wheelbase version of the car with outboard drum brakes. The W196 was as quick here as on the high speed tracks, but had a rare day off on race day when all three cars entered were hampered by reliability problems. In the mean time Mercedes-Benz had also developed a sportscar closely related to the W196 with a two-seater body and a slightly larger version of the eight cylinder engine. Dubbed the 300 SLR, it was equally impressive and Moss drove it to a victory in the Mille Miglia. Sadly the sports racer was also involved in the sport's worst accident, killing over 80 spectators after Levegh's 300 SLR was sent flying into the grandstands. The many alloys and fuel in the car turned it into a fireball. As a result many Formula 1 races were cancelled that season. The four that were run, were won by Fangio and Moss, who managed to beat his dominant team-mate once. Needless to say Fangio was crowned champion again with Moss a distant second.

Shook up by the Le Mans accident, Mercedes-Benz called it quits at the end of the season and the W196 was retired after racing for just one year and two months. Scoring nine wins out of twelve Grand Prix starts, the versatile Mercedes-Benz has gone into history as one of the finest racing cars ever. Many of the technologies pioneered on the Grand Prix racer were later adopted by the competition. It did take very long until the direct injection was successfully used by another manufacturer; most prominently by Audi with the final generation of R8 Le Mans cars. Those hoping that Mercedes would return to Grand Prix racing in 1974 were disappointed. In fact it took almost another two decades before the Germans returned to Formula 1 and they could not continue the incredible debut win record.

Specs:

Mercedes-Benz W196 Streamliner '54 specs.png (6.93 KiB) Viewed 1348 times