The Perfect Car List For a Game

The Place for Car enthusiasts to chat about the cars they like and dislike
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KCMG Oreca 05 VK45DE '15
KCMG Oreca 05 VK45DE '15.jpg
The Oreca 05 is a Le Mans Prototype built by Oreca and powered by a Nissan VK45DE engine in 2015. The car was designed to compete in the LMP2 class.

A closed-top design, it incorporates several new mechanical and safety features not used in the Oreca 03 car. Zylon anti-intrusion panels are built into the frame that prevent any mechanical components from coming into the chassis in the event of an accident. The car is smaller than the normal LMP2 class; the 05's frame is 1900mm wide while most other cars have a 2000mm frame. The 05 has an electrical power steering system and an improved gearbox.

KC Motorgroup Ltd, known as KCMG, is an auto racing team based in Hong Kong, China. Founded by former racing driver Paul Ip in 2007, KCMG has participated in a variety of Japanese and Chinese championships in touring car, sports car, and open-wheel racing. In 2013 KCMG expanded outside Asia with an entry in 24 Hours of Le Mans before entering the FIA World Endurance Championship in 2014, during which the team won three races. The team won the 2015 24 Hours of Le Mans in the LMP2 category.

Specs:
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Honda City Turbo II '83
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The Honda City Turbo was a sport compact / hot hatch produced by Japanese automaker Honda between 1982 and 1986, based on the naturally aspirated Honda City AA. The City Turbo is one of the very few turbocharged kei cars manufactured by Honda.

The City Turbo was the brainchild of Hirotoshi Honda, son of Honda founder Soichiro Honda as well as founder and owner of Mugen. In the early 1980s Mugen was a small tuning company that was beginning to make its mark producing performance parts for motorcycles and automobiles, but was yet to gain recognition outside of racing circles. When he created the City Turbo, Hirotoshi took one of Honda's most unassuming vehicles and successfully turned it into an aggressive street rocket, considered to be well ahead of its time. Impressed, Honda took Hirotoshi's idea and made a production version, introduced in September 1982.

In November 1983, the intercooled Turbo II joined the lineup. Flared fenders, wings, sideskirts and graphics combined for a much more pugnacious appearance, making its "Bulldog" nickname very fitting. In late 1984 the original Turbo was discontinued while the Turbo II continued in production until the City was replaced in late 1986.

The City Turbo shared the 1231 cc (1.2 L) CVCC "ER" engine with its more pedestrian siblings, but the addition of a turbocharger meant that 100 PS (74 kW; 99 hp) at 5,500 rpm and 15.0 kg·m (147.1 N·m; 108.5 lb·ft) at 3,000 rpm were available. Further changes to the engine included an aluminum / titanium alloy head and a magnesium valve cover to keep the weight down. The IHI RHB51 turbocharger, developed as a joint venture between Ishikawajima Heavy Industry and Honda, was lighter and smaller than most other turbos and could run at higher rpm. When combined with Honda's PGM-FI fuel injection and an 8-bit digital computer control unit, the end result was a very efficient engine with minimal turbo lag.
The later City Turbo II's engine featured an intercooler, a revised intake plenum, a slightly larger throttle body, a modified inlet manifold, a higher AR turbo compressor, exhaust housings, and a slightly raised (7.6:1) compression ratio. It produced 110 PS (81 kW; 108 hp) at 5,500 rpm and 16.3 kg·m (159.8 N·m; 117.9 lb·ft) at 3,000 rpm.

Specs:
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Toyota Sera '90
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The Toyota Sera (model designation EXY10) is a 2+2 hatchback coupe designed and built by Toyota from 1990 to 1996. Although produced solely for the Japanese market, it raised interest overseas and has since been imported by car enthusiasts into numerous countries. It was initially unveiled in 1988 as the Toyota AVX-II concept car in almost production-ready form. The name comes from the French word meaning "will be" (the French verb "being" in future tense), indicative of both the overall futuristic design and also the closeness of the concept car to the final production version. The Sera is most notable for its butterfly doors which tilt up and forward when opened, and the rear hatch "bubble-like" canopy constructed largely of glass panels. The car also was one of the first cars to feature projector headlights, though the 1988 AXV-II concept model featured conventional lights.

As it was released with only one engine and body type there is technically only one model of the Toyota Sera EXY10. However major option choices such as transmission, brakes, cold climate and sound-system meant that there were a number of different factory packages. Furthermore, Toyota itself produced three versions (known as 'Phases') over its production life with specific characteristics (such as interior trim), although variations between the three are largely cosmetic. It was exclusive to Japanese Toyota retail sales channels Toyota Corolla Store, as an alternative to the Toyota MR2, which was exclusive to Toyota Vista Store.

All Seras came with the 1.5 L (1496cc) inline 4 5E-FHE unleaded petrol engine, the largest capacity version of Toyota's E series of engines included in other Toyota vehicles such as the Paseo and the Starlet, producing 110 PS (108 hp, 82 kW) and 132 Nm (97 ft-lb) of torque. All versions came with power assisted rack and pinion steering and either the Toyota A242L 4-speed automatic or the Toyota C155 5-speed manual transmission. The brakes were vented discs at the front and drums at the rear, unless fitted with the optional Anti-Lock Braking system which had vented discs all round.

Specs:
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Cadillac Eldorado Biarritz '59
Cadillac Eldorado Biarritz '59 front.jpg
No other car captures the essence of the “jet age” quite like the 1959 Cadillac Eldorado, with styling that could have been copied from a fighter plane. While many believe that Cadillac’s tailfins were a product of the 1950s, their use actually dates back to GM’s 3/8-scale “Interceptor” design studies of the early 1940s, which were inspired by the radical P-38 Lightning fighter aircraft of World War II.

Available in Biarritz convertible and Seville hardtop form, along with the hand-built Brougham four-door hardtop, the Eldorado was Cadillac’s undisputed image leader for 1959. Standard Eldorado equipment included a heater, fog lamps, air-assisted suspension, a radio with a rear speaker, power windows, a six-way power front seat, power door locks and whitewall tires. Power was provided by the top Q-code 390 cubic inch V8, which thumped out 345 horsepower with a trio of two-barrel carburetors, teamed with a four-speed Hydra-Matic Drive automatic transmission.

Just four options were available for the Eldorado – air conditioning, cruise control, the Autronic-Eye automatic headlight dimmer and E-Z Eye glass, along with a no-cost bucket seat option for the Biarritz. Both the Biarritz convertible and the Seville hardtops carried a lofty base price of $7,401 when new, with only 1,320 examples of the Biarritz produced.

Specs:
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Plymouth Road Runner 440 A12 '69
Plymouth Road Runner 440 A12 '69 front.jpg
The Plymouth Road Runner is a performance car built by Plymouth in the United States between 1968 and 1980. By 1968, the original muscle cars were moving away from their roots as relatively cheap, fast cars as they gained options. Although Plymouth already had a performance car in the GTX, it wanted to reincarnate the original muscle car concept in a car able to run 14-second quarter mile (402 m) times and sell for less than US$3000. Both goals were met, and the Road Runner would outsell the upscale GTX.

In February 1969, Plymouth started to offer their potent 440 'Six Pack' engine in the Road Runner with a package called A12. This included the potent 440 in³ engine, Edelbrock manifolds, three Holley carburetors, a distinctive fiberglass hood and bare H-Series wheels. With these simple changes, the Road Runner was much more than its Warner Brothers roots would suggest.

While the 440 was cheaper option compared to the HEMI Road Runner, it was no slouch. With a 'big block' 440, this Runner was rated at 390 bhp and bridged the gap between the HEMI and basic 383 in³ model. But the A19 package was much more than an engine swap. It also included upgrades to the intake system, drive line and body. For $462.80 it was a much more economical option than the much more expensive HEMI.

The A12 engine was typical of the other 440 Six Packs found on other Mopars and included a sweet set of upgrades. Aside from the three dual-throat Holey carburetors, the 440 included an aluminum Edelbrock intake manifold, chromed valve stems, magnafluxed connecting rods and heavy duty valve springs. As an option customers could order different pushrods with a more agressive camshaft. Unfortunately, this engine was only produced in 1969 over a three month period. The fitted Edelbrock intake manifold was the first production OEM manifold produced by by Edelbrock.

All A12 440s received a signature lift-off fiberglass hood which was fastened by hood pins. It was the only Mopar to receive such a treatment from the factory. Other goodies included rare G70-15 Goodyear Polyglas tires with red stripes, 15x6 H-Series wheels with chrome lug nuts, a Dana 4.11:1 differential and 11-inch drum brakes.

Sold as a $462.80 option on the base $2,945.00 Road Runner, the A12 was a popular choice. Production of the A12 Road Runner finished after 615 were built, 227 with automatics and 388 with 4-speed manuals. Color options for the Road Runner included Performance Red, Bahama Yellow, Rallye Green and Vitamin C Orange. Later in production all the Dodge colors became available and some were finished in White, Limelight and Sunfire Yellow. Interior was restricted to just black or white with an option vinyl top.

Specs:
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Renault Espace F1 '95
Renault Espace F1 '95 front.jpg
The Renault Espace is an automobile made by Renault as a large MPV from 1984 to 2014, and as a mid-size luxury crossover from 2015 onwards. It was manufactured by Matra (who also went on to co-design and build the Avantime) the years 1984-2002, but has afterwards been manufactured by Renault themselves. The name "Espace" means "space" in French. The car is often considered to be the first MPV, altrough previous vehicles had similar designs.

In 1995, Renault displayed a show car called the Espace F1, which was created by Matra to celebrate both the 10th anniversary of the Espace and Renault's involvement in Formula One racing. Though it resembled an Espace with substantial bodywork changes, the vehicle had more in common with a Formula One car. The vehicle used a lightweight carbon fibre F1-style chassis in combination with a carbon fibre-reinforced Espace J63-series body (as opposed to fibreglass on the standard model). Powering the Espace F1 was an 800 PS (588 kW) (upgraded from its original rating of 700 PS (515kW)) 3.5-litre, 40-valve Renault RS5 V10 engine, as used in the 1993 Williams-Renault FW15C.

As with an F1 car, the V10 engine was mid-engined (as opposed to the conventional front-engined layout) and the power was transmitted to the rear wheels via a 6-speed semi-automatic gearbox, also used in the Williams FW15C. The engine and transmission allowed the Espace F1 to accelerate from 0–100 km/h (0–62 mph) in 2.8 seconds, 0–200 km/h (0–124 mph) in 6.9 seconds and carry on accelerating to a top speed of 312 km/h (194 mph). With the use of carbon-ceramic brakes, the Espace F1's deceleration was no less impressive that its acceleration, and could accelerate from 0–270 km/h (0–168 mph) and brake to a complete halt in under 600 metres (1,969 ft).

Specs:
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That F1 Renault Espace "Van" was actually used to drive VIP's around the track. Driver was Former F1 Champion Alain Prost.

They should build more ridiculous cars like that. :mrgreen:

BTW, Ford was first with mounting a big V8 engine in a Van.

Ford Super Van, it was called and based on the original Ford GT

Ford Supervan '71
Supervan history: Ford U.K.’s history of awesome, Supered-up vans started in 1971 when the company built Supervan 1 . It was based on a Ford GT40 chassis with a standard Transit body shell stuck on top
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By the early 1970s, more than 400,000 Ford Transits were already on the roads.

Boreham’s early road vans were known for their surprisingly lively handling and performance, particularly when the 2.0-litre engine was installed. That got Ford pondering how far a Transit could be stretched in this power game.

To find out, Ford’s Truck Sales Promotion team charged Terry Drury Racing of Rainham, Essex, to give the Transit a very special upgrade.

Named ‘Supervan’, this steroidal Transit was based on a standard Mk1 shell. The floorpan was cut open to make room for a bigger engine. How big? Well, a racing-spec Ford V8 was a natural fit for such a project, and the reworked unit was expanded to 4999cc and said to provide in the region of 435bhp.

The wheel housings were extended to accommodate 15in-wide wheels shod with Firestone racing tyres and the brakes were from a CanAm racing car.

A tubular spaceframe was bolted to the van’s side members at six points. The spaceframe carried the running gear – much of it, like the steering, derivedfrom Ford’s GT40 – and the powertrain.

Autocar’s David Thomas, who was charged with testing Supervan at Boreham Proving Ground, described the cabin as “surprisingly civilised”. A Corbeau racing seat replaced the standard item and the steering wheel was of the type used in the Escort Twin Cam.

Before embarking on his own test laps, Thomas sat alongside racing driver Terry Croker and produced a set of performance figures for Supervan.

“Despite assurances that the engine is safe to over 8000rpm, we chose 7000rpm as our limit,” wrote Thomas. “This gave 68mph in first, 102mph in second and (given enough room) 134mph in third.

"Theoretical speeds of 165mph in fourth and 196mph in fifth are purely academic. Using only two gears, Supervan can accelerate to 60mph in 7.0sec and cover a standing quarter mile in 14.9sec.”

Even more impressive was its behaviour on the circuit, reckoned Thomas: “To watch Terry Croker sweeping through Railway Corner with a front wheel pawing the air is a most awesome experience.

“When my turn came, the butterflies were fluttering… In less than a lap I was feeling quite at home. There is a lot of understeer, especially when using plenty of power on the faster bends. Easing off helps to reduce this, but pressing on even harder is sometimes equally effective.

“Straight-line stability is flawless. The high seating position meant that I could see just where the corners led. It was all most enjoyable.”

Supervan toured car shows, race tracks, dealerships and drag meetings before receiving a Mk2 makeover in 1978. The format proved successful enough for Supervans 2 and 3 to follow in the 1980s and 1990s.
Source: Autocar

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MadManCK wrote:That F1 Renault Espace "Van" was actually used to drive VIP's around the track. Driver was Former F1 Champion Alain Prost.

They should build more ridiculous cars like that. :mrgreen:
To be perfectly honest every car maker should do that, atleast once :P
It was about time for the Espace to get it's own post anyway. I mean, Formula 1 car with MPV looks? Would buy one anyday :2thumbsup:
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Miao
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MadManCK wrote: They should build more ridiculous cars like that. :mrgreen:

BTW, Ford was first with mounting a big V8 engine in a Van.
sw3gameboy wrote:To be perfectly honest every car maker should do that, atleast once :P
Jaguar also made their own ridiculous super van as a test mule for one of the best cars ever. :geek: :loll:

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http://www.roadandtrack.com/car-culture ... uar-xj220/
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sw3gameboy
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Uhm...
typo.PNG
There has been a typo, Tsukishima :mrgreen:

PS: Also, a redone post of a car I've already featured previously is coming up soon™
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