The Perfect Car List For a Game

[Miao]

Ferrari Enzo '02

The Ferrari Enzo is an ultra premium sports car with a limited production of 399 cars, built in commemoration of the 55th anniversary of Ferrari. Initially, it was introduced as the F60, in line with the other anniversary models such as the F40 and F50, but it was announced immediately before its debut that it would be given the name of their founder, Enzo Ferrari.

The Enzo was designed by Ken (Kiyoyuki) Okuyama, a Japanese designer in Pininfarina at the time. The highly aerodynamic body is reminiscent of F1 machines of the day. It is notable that not only the body panels, but most of the frame is built of carbon composites.

The 6.0 V12 engine was specially designed for the Enzo, and produces a massive 660 HP of power, and 484.8 ft-lb of torque. The suspension is double wishbone in front and rear, and combines with Brembo carbon ceramic disc brakes, it can withstand full speed runs on the circuit. With its powerful engine and lightweight body, its maximum speed is in excess of 350 km/h.

Though it mounts the high power engine midship as in the F40 and F50, it is also given gull wing doors, air conditioning, and a semi automatic transmission called the F1-matic. Measures have been taken against noise and vibration by mounting the engine to the subframe that is buffered by bushings, and it is designed to be more of a road car than the F50, which was closer to a pure race car.

The fact that it was given their founder's name is proof of Ferrari's confidence in this machine. The Ferrari Enzo is most definitely the first ultimate sports car of the 21st century.

Specs:

Ferrari Enzo '02 specs.png (5.92 KiB) Viewed 2997 times

[MadManCK]

Measures have been taken against norse

What do they have against Norwegians?

[Miao]

Measures have been taken against norse

What do they have against Norwegians?

Nothing. But this is what happens when I ask someone else to do the text for me and I review it just before goin' to sleep.

[死の (Shino)]

De Tomaso Longchamp GTS '80

The De Tomaso Longchamp was developed from the De Tomaso Deauville four-door sedan, using a shorter wheelbase chassis with the same suspension, engine and transmission. The two models were the only front-engined production cars produced by De Tomaso. The Longchamp was first exhibited at the 1972 Turin Motor Show and was initially offered only as a two-door 2+2 coupé.

Designed by Tom Tjaarda of Ghia, the Longchamp was influenced by his previous Lancia Marica prototype. The taillights were the same units as the ones used for the Alfa Romeo 1750/2000 saloon and the headlights and front indicators are from the Ford of Europe Models Ford Consul / Granada. The name Longchamp is likely a reference to the Longchamp Racecourse in Paris and/or Longchamps, a city near De Tomaso company founder Alejandro de Tomaso's Buenos Aires birthplace.

The Longchamp featured a long and wide hood to accommodate the American power train, a 351 cubic inch (5,769 cc) Ford Cleveland V8, a popular and very potent engine in early 1970s Ford "muscle cars," it was also the same unit as that used in the Pantera. It produced a minimum of 330 hp and gave the Longchamp an official 240 km/h top speed.

The standard gearbox was a three-speed Ford C-6 Cruise-o-Matic automatic gearbox, however around 17 cars were equipped with a five-speed ZF manual gearbox. The suspension was independent front and rear with coil spring and wishbone suspension. Steering was power assisted rack and pinion with vented disc brakes all around, the rear discs being positioned inboard. The interior of the car was quite luxurious and it was almost fully covered with leather, although the use of Ford's partsbin (steering wheel, gear shift) took away somewhat of the luxurious impression.

The Longchamp GTS variant was introduced at the 1980 Turin Motor Show, it featured wider wheels and flared wheel arches and minor suspension setting differences to better utilize the wider Campagnolo wheels with Pirelli P7 tyres.

Specs:

De Tomaso Longchamp GTS '80 specs.png (6.59 KiB) Viewed 2705 times

[Miao]

Peugeot 205 Turbo 16 '85

The 205 Turbo 16 is Peugeot's Group B World Rally Championship machine. While both the name and looks indicate that it's a 205, the race version is a completely different beast on the inside. The production car's rear seats were ripped out and replace by a 1.8-liter DOHC turbocharged inline-4 that pumps out around 345 HP to all four wheels. Allowing all this power to hook up properly was a double wishbone suspension system at all four corners.

To homologate the 205 16 Group B Rally Car, Peugeot had to produce 200 road-going examples. According to the Group B regulations, these had to be based on a current production road car. Peugeot decided to base the Group B rally car on the two door version of the 205. Apart from the appearance, the road variants had practically nothing in common with the regular production model and shared the transverse mid-engine, four-wheel drive layout of the rally car, but had less than half the power; at around 202 HP. The engine was based on the cast iron block of the Diesel version of the then new XU engine family, albeit with a specially developed 16-valve head. The gearbox came from the Citroen SM but was mounted transversely.

The 205 Turbo 16 Group B Rally Car won its first three races. It took the checkered flag in the first three races the following year, but Peugeot was not satisfied. So for the company's 20 special modified cars - modifications were permitted after producing 200 vehicles for Group B, Peugeot lightened the car's weight and boosted engine power. It also fitted huge wings, both front and back, to improve downforce. The result was the 205 Turbo 16 Evolution 2.

The 205 Turbo 16 Group B Rally Car won seven out of its first 12 races and seized the Constructor's Title. With five victories, Timo Salonen brought home the Driver's Championship. In the 1986 season, the 205 Turbo 16 won six out of 13 races, clinching its second consecutive Constructor's Championship. Juha Kankkunen, with three wins, won the Driver's Title. However, the Group B class was admonished at the end of the year, and the Peugeot 205 Turbo 16's racing days came to a premature end.

Specs:

Peugeot 205 Turbo 16 '85 specs.png (5.88 KiB) Viewed 2493 times

[死の (Shino)]

Chevrolet Corvette CERV III '90

Few cars have served as inspiration or basis for concept cars as often as the Corvette has. This tradition dates back to the second half of the 1950s and served to show future design directions and General Motors' latest technology. At the 1990 North American International Auto Show in Detroit the finest and one of the last of the great concepts was launched; the CERV III. The name is a reference to the first two 'Corporate Experimental Racing Vehicles' designed by the great Zora Arkus-Duntov many years before to explore the possibility of a Corvette entry at Le Mans. Even though the CERV III was not intended to go racing, it packed technology found only in the most advanced racing cars of the day.

In good Corvette tradition the CERV III featured a separate body and chassis, but that is about where the similarities stopped. Especially the chassis and suspension were heavily influenced by Lotus. The British company's familiar backbone chassis was used with the engine as a fully stressed member. Constructed from the then very exotic carbon fibre, the backbone weighed a mere 17kg. Suspension was by double wishbones all-round with fully adaptable hydraulic dampers; the titanium springs only served to maintain ride-height when the car was stationary. Vented discs were used with a form of anti-lock braking system, which the driver could override by hitting the brake-paddle even harder. The steering was also state of the art as it featured a second rack for the rear wheels.

Mounted transversely behind the passenger compartment was a twin Turbo-charged and strengthened version of the LT5 engine developed jointly by Lotus and General Motors. This quad-cam engine appeared in Naturally Aspirated form in the Corvette ZR1 introduced in 1989. In the back of the CERV III, it produced a staggering 650 hp. The power was transferred to all four wheels through a three and two speed automatic gearbox working in sync. It was a somewhat unusual, but effective way to create a six speed gearbox. The carbon fibre propshaft for the front wheels actually ran through the centre section of the backbone chassis. All of the car's highly advanced systems were constantly monitored and adjusted by a computer mounted in the nose.

With a highly impressive drag coefficient of 0.277, the claimed top speed of 362 km/h does not sound completely unfeasible. Naturally carbon fibre was used for the body, but the designers had a few more tricks up their sleeves. To make the CERV III more easily serviceable than the regular mid-engined cars, they placed the body on four hydraulic struts and fitted quick releases for all electric wires and fluid hoses; the entire body could be lifted off for maintenance.

Specs:

Chevrolet Corvette CERV III '90 specs.png (6.87 KiB) Viewed 2259 times

[Miao]

AC 428 Coupe '67

Carroll Shelby's involvement had not only prolonged the life of the AC Ace but also resulted in the further development of the tubular chassis that was first designed in the early 1950s. Intended to hold the company's big-block '427' V8, Ford had created the 'Mk III' Cobra with a reinforced chassis. AC owner Derek Hurlock wasted no opportunity to use the beefed-up frame for an all new Grand Tourer to rival all the prestigious manufacturers the Cobra had beaten on the track.

To add the necessary prestige to the potent Cobra, Hurlock sent a slightly modified Mk III chassis to Italian coach-builder Pietro Frua in 1965. The biggest difference was the increased length (6 in or 152 mm) of the tubular frame. This allowed for a little more interior space than was standard for the Cobra. Initially, Frua was asked to draw up the design and to only built a prototype. The production bodies were to be produced in England to keep the costs down.

For the exterior design of the new AC, Pietro Frua continued along the lines of the highly acclaimed Maserati Mistral, he penned a few years earlier. Although there are many detail differences, the two machines look strikingly similar. Both feature the slightly recessed and immediately recognizable headlights and also feature identical doors. This is far from a bad thing as the Mistral and subsequently the AC are regarded as Pietro Frua's finest designs.

Underneath the beautiful Italian suit, the new Grand Tourer was still very similar to the Cobra. The chassis was a steel backbone constructed from two large tubular members. Suspension was by double wishbones and coil springs, all-round. Unlike the big-block Cobra, which used the hotter 'side-oiler' 427 V8, the new AC sported the more civilized '428' from the Ford Galaxy. Delivered in 'police-interceptor' specification, it nevertheless produced a hefty 345 hp.

Simply dubbed the 'AC 428', the new GT was introduced in Convertible shape at the 1965 Earls Court Motorshow in London. It took another year before the first production car was introduced at the Paris show in October of 1966. The original plan to produce the cars in England never materialized and instead the completed rolling chassis were shipped from AC's Thames-Ditton factory to Turin in Italy to be fitted with their designer bodies.

Specs:

AC 428 Coupe '67 specs.png (5.92 KiB) Viewed 2157 times

[legacybear]

A much better looking car than the Cobra I must say!

[死の (Shino)]

Chevrolet Corvette V8 Convertible (C1) '62

After three difficult years, Chevrolet was very close to canceling the Corvette model in 1955; fortunately Ford came to the rescue. The all-new Ford Thunderbird's success underlined that there was a market for an American two-seater sports car. Instead of canceling the model, Chevrolet redesigned the Corvette for 1956. The six cylinder engine was dropped and the exterior was completely restyled. These changes were appreciated by the customers and with a 3467 production figure, the '56 Corvette outsold the previous year's model by 500%.

For 1957 the exterior remained the same, but under the fibreglass hood a lot changed. The V8 engine grew in size and for the first time Fuel Injection was offered as an option. The '57 Corvette was the first American car to offer a fuel injected engine combined with a four speed manual gearbox. In its most powerful form the fuel injected V8 was good for 283 hp, more than a worthy match for most of the Corvette's competition. Sales figures increased again and by the end of the model year, 6339 '57 Corvettes were constructed, of which 1040 were fuel injected.

Major modifications were carried through again, with completely new panels for the 1958 model. Most important change was the addition of double headlights, which were a luxury statement in the late 1950s. The extensive use of chrome, the introduction of 'fake' intakes and louvres, and a revised interior emphasized the new luxury status of the Corvette. Compared to the 1957 model, the new car was longer, wider and heavier, which was not all that well received by the critics. Fortunately it remained strictly a two-seater, unlike the Thunderbird which from 1958 onwards was a four seater.

Despite the mixed reception by the press, the third version of the first generation Corvette proved to be a true turning point in the model's history. Although various modifications were carried through, the Corvette retained this basic shape for five years in which the production grew from 9168 to 14531, meeting the five figure minimum set in 1953 for the first in 1960. With the Thunderbird moving up, the Corvette was now the only American sportscar available.

Specs:

Chevrolet Corvette V8 Convertible (C1) '62 specs.png (6.6 KiB) Viewed 2030 times

[Miao]

A much better looking car than the Cobra I must say!

There was also a convertible version, very good looking too.