The Perfect Car List For a Game

[Miao]

Vector M12 '95

Back in the late 1970s Gerald Wiegert had a dream. "I wanted to be a fighter pilot," he told American Automobile Magazine, "but my eyesight's not good enough. So i've decided to build a fighter plane for the street". That street fighter was the original Vector, a mid-engine supercar, built with aerospace technology and with a promised top speed of over 322 km/h. Since then the car has been through several incarnations and the company through several owners. But despite many seatbacks it has survived and the car is better than ever.

The latest version of the Vector is labelled the M12 after its engine. In place of the original car's twin turbo Corvette V8 engine is a V12 Lamborghini unit mustering 490 hp at 6.800 rpm and a thundering 425 lb/ft of torque at 5.200 rpm. The mid-mounted engine drives the Vector's rear wheels through a five-speed manual gearbox that can trace its history back to the Ford GT40. As you'd expect the Vector leaves the line at the speed of a jet fighter. It'll dispatch 0-100 km/h in 4.8 seconds and punish the standing quarter mile in 12.8 seconds, while the top speed is near-on 322 km/h.

Even when parked the Vector is an imposing machine. Its 478 cm long and a staggering 200 cm wide, wider even than Lamborghini's Diablo. And don't try to pick one up, despite the hi-tech aerospace technology it weighs a whopping 1.636 kg. The two-seater supercar is a real rarity in its native America with just a handful being built over the years at the firm's Florida factory. Yet it found fame, not only thanks to the posters in many schoolboy bedrooms, but with a starring role in the movie Rising Sun.

Specs:

Vector M12 '95 specs.png (7.97 KiB) Viewed 2843 times

[sw3gameboy]

Lamborghini LM002 '86

The Lamborghini LM002 is an SUV hat was built by Lamborghini between 1986 and 1993. The LM002 was an unusual departure for Lamborghini which, at the time, was primarily known for high-performance grand tourers and sports cars. The LM002 is also the first four-wheel drive model manufactured by Lamborghini.

Lamborghini built its first military vehicle, a prototype vehicle codenamed the "Cheetah", in 1977. Lamborghini had designed the vehicle with hopes of selling it to companies in the oil exploration and production industry. The original Cheetah prototype had a rear-mounted Chrysler V8 engine. The only finished prototype was never tested by the US military, only demonstrated to them by its designer, Rodney Pharis. It was later sold to Teledyne Continental Motors by MTI and is apparently still in the US. This led Lamborghini to develop the LM001, which was very similar to the Cheetah, but had an AMC V8 engine.

It was finally determined that the engine being mounted in the rear caused too many unfavorable handling characteristics in an offroad vehicle, and the LMA002 was built with an entirely new chassis, moving the engine (now the V12 out of the Lamborghini Countach) to the front. After much testing and altering of the prototype, it was finally given a serial number and became the first LM002.

The production model was unveiled at the Brussels Auto Show in 1986. It was dubbed the "Rambo-Lambo". Civilian models were outfitted with a full luxury package, including full leather trim, tinted power windows, air conditioning, and a premium stereo mounted in a roof console. In order to meet the vehicle's tire needs, Lamborghini commissioned Pirelli to create the Pirelli Scorpion tires with custom, run-flat tread designs. These were made specifically for the LM and were offered in two different tread designs, one for mixed use and the other for sand use only. These tires could be run virtually flat without risk and could handle the desert heat, the loading, and the speeds of the LM. The LM002 was fitted with a 290-litre fuel tank.

Specs:

Lamborghini LM002 '86 specs.PNG (5.66 KiB) Viewed 2689 times

[Miao]

Koenigsegg CCGT '07

The Koenisegg CCGT was created for the sole purpose of racing in FIA GT1 World Championship under the new rules-set it adopted for 2008 and is based on the production CC-model range.

The CCGT engine is based on the Koenigsegg CCX production engine with the superchargers removed but enlarged to 5.0 litre. The reliability of the race engine was expected be exceptional as it is based on the proven strength and durability of the significantly more powerful road car engine.

Due to the fact the Koenigsegg CC cars are very light and stiff in road configuration, the racing CCGT weighs in at just under 1,000 kg. This gave the possibility to place 100 kg of ballast freely within the car structure, still following the set rules. This should have given Koenigsegg an interesting advantage over the competition. However, just as the car was being finished and prepared to be sold to customers, the new regulations for the FIA GT1 World championship were changed so that a minimum of 350 examples of the actual model that was going to compete MUST be produced per year. As Koenigsegg's production volumes were much, MUCH less than this, the car never raced. Thankfully, the sole-surviving CCGT is still driven a few times per year for closed track sessions and at events such as the Goodwood Festival of Speed.

Specs:

Koenigsegg CCGT '07 specs.png (5.58 KiB) Viewed 2573 times

[sw3gameboy]

BMW 2002 Turbo '73

Forced induction went through a revival in the early 1970s. It was first used as a relatively simple method to increase power in the 1920s, when the Supercharger made its debut. In the 1930s motor racing was dominated by supercharged cars like the Alfa Romeo P3 and the Mercedes-Benz Grand Prix cars. Many high end road cars also used the system, with the Duesenberg SJ and Bugatti Type 57Cs as good examples. After rule changes at the end of the 1951 season, the Supercharger disappeared from Grand Prix racing and the streets.

Being driven by the engine's driveshaft, Superchargers suck up a lot of energy from the engine, so to be effective it first needs to overcome its own power loss. With better fuels and technology, the Naturally Aspirated engines made a strong comeback in the 1950s. At the end of 1960s a new form of forced induction was heavily experimented with, the Turbo. A turbine in the Turbo is driven using the engine's exhaust fumes, which is far more efficient than the Supercharger's drive. Using the energy created by the fan, the fuel mixture is inducted under high pressure.

Although the Turbo is a more efficient system, it does not deliver the power as smoothly as a Supercharger. A minimum amount of engine revolutions is required to get the turbine spinning fast enough. This, combined with the lower compression the engines can run at to compensate for the high pressure of the Turbo, results to what is commonly referred to as Turbo lag; the complete lack of power below a certain rpm. When the Turbo does start to work, it usually does so with a big kick, resulting in treacherous driving characteristics of Turbo cars.

As a final evolution of the four cylinder engine, BMW first showed a Turbocharged version in 1972, fitted in the Paul Bracq designed BMW Turbo Concept. A year later, the Turbo made its production debut in the BMW 2002 Turbo. It was mainly intended as a homologation special and used the Naturally Aspirated BMW 2002 Tii as a base. Flared fenders and the BMW Motorsport striping made the cars easily recognizable. One of the most striking details was the '2002 Turbo' written mirrored on the front lip.

Both the 2002 Turbo's aggressive appearance and tricky handling caused public outrage at the car's launch. Under pressure of the BMW board of directors, the 2002 Turbo script on the nose was dropped. The tricky handling was a direct result of the Turbo lag, for which the 2002 Turbo is a school book example today. Below 4000 rpm the 2 litre engine's power was minimal, but once up to speed the engine was good for 170 bhp. The 4000 rpm power boost came very sudden and especially in corners required the driver's outmost attention.

Production lasted just over a year, with the 2002 model being replaced by the new 3-Series. Only 1672 examples produced, painted in either chamonix white or polaris silver. BMW continued using the Turbo with a lot of success in motor racing, most notably in Formula 1 in the 1980s, but the German manufacturer never built a road going petrol engined Turbo again. Ever since the 2002 Turbo's launch, many manufacturers worked hard to cure the Turbo's lag. Of the many solutions tried, especially the easier to spin, lightweight turbine was a big improvement.

Specs:

BMW 2002 Turbo '73 specs.PNG (5.36 KiB) Viewed 2521 times

[死の (Shino)]

Bowler EXR S '13

The Bowler Nemesis is an off-road racing vehicle designed, manufactured and sold by Bowler Off Road. The Nemesis is intended to be used in endurance rally raid events such as the Dakar Rally and Rallye des Pharaons. Bowler also made a street version called the Bowler EXR S.

The EXR S takes styling elements such as grille, headlights and rear lights from the Range Rover Sport. Like the Bowler Wildcat that preceded it, the Nemesis has a tubular steel spaceframe construction that incorporates a roll cage as an integral part of the frame structure. The spaceframe and roll cage are approved by the Motor Sports Association for racing. Unlike the Wildcat, the EXR S features a fully independent suspension design.

The Bowler EXR S is powered by a supercharged and remapped 5.0-liter V-8 from the Range Rover Sport that produces 550 horsepower and a 461 pound-feet of torque. The twin air intake system is finished in chrome and adds real purpose to the near-OEM-quality engine compartment. A Bowler-branded induction cover fills some of the void between the deeply mounted engine and the front end.

The snorting V-8 is shoved well back from the front axle for a low, front mid-mounted position and ideal weight distribution. The EXR S keeps the racecar’s locking center and rear differentials but tweaks the torque split from 60:40 to 50:50. All of this power and technology delivers a 0-to-100 km/h sprint of 4.2-seconds. The EXR S curb weight is 1730 kg.

Specs:

Bowler EXR S '13 specs.png (8.28 KiB) Viewed 2369 times

[MadManCK]

Lamborghini LM002 '86

This LM002 is huge. Maybe the Hummer H1 was a bit wider, but the LM002 has always been the most impressive offroad vehicle ever made.
It was capable of doing 120MPH on flat sand.

[Miao]

RUF BTR2 '93

Although RUF is often mistaken for a tuning company since its cars are all based on a well-known rear-engined German sports car, RUF is actually a certified auto manufacturing company in its own right. Two of its transformations are the RUF BTR2 and BTR4 models.

"BTR" is an abbreviation for "Big Turbo RUF". Instead of using the body configuration of turbo models of the car upon which it is based, RUF improved upon the normal body and added a larger rear-mounted powerplant. A 3.6 liter SOHC flat-6 engine is used, this BTR2 engine delivers 420 hp at 6000 rpm with maximum torque of 406 lb-ft at 4800 rpm. The accompanying transmission system is a 6-speed manual unit.

As the model names imply, the BTR2's drive train is a rear-wheel drive design, and the BTR4's drive train is an AWD version. There are also lightweight versions of these models models and "EKS" versions that feature a 6-speed semi-automatic transmission system. In addition, some of these cars were produced with a "turbo look" body. Naturally, the beefed-up engine led RUF to change some of the chassis components such as the suspension, brakes, and tires to ensure stable road performance even when cruising at over 300 km/h.

Specs:

RUF BTR2 '93 specs.png (5.8 KiB) Viewed 2094 times

[Miao]

Rossion Q1 '08

The Rossion Q1 is a sports car from US car maker Rossion Automotive. It is based on the Noble M400. Founders Ian Grunes and Dean Rosen began development on the Rossion Q1 after acquiring the rights to the Noble M400 in February 2007. Their goal was to design a completely new car fusing the sporty strengths of the M400 with luxurious appointments.

The Rossion Q1 has a max power of 450 hp at 5800 rpm, with a torque figure of 390 lb·ft at 4400 rpm. It has a power-to-weight ratio of 418 hp/ton. It reaches 0 - 100 km;h) in 3.1 seconds, and has a top speed of 304 km/h. As with the Noble M400, the Rossion uses a mid-mounted, transverse, twin turbocharged V6 Ford Duratec engine.

The body for the Q1 has been redesigned with a new front end, large integrated air intakes, and ram air side window ducts. A rear diffuser in conjunction with the flat under tray creates downforce on the chassis, for high speed grip and stability. Other improvements over the M400 include power windows, remote power side mirrors, and center mounted wide screen entertainment system. Based on the Rossion website the Rossion Q1 is available 17 different body colours, named and coordinated for national racing colors and famous race circuits around the world. The interior has also been redesigned to be intuitive and comfortable but without extraneous features. The current Q1 model is constructed of complete carbon-kevlar body.

Specs:

Rossion Q1 '08 specs.png (5.94 KiB) Viewed 1850 times

[sw3gameboy]

KTM X-Bow R '11

The X-Bow (pronounced "crossbow") is a lightweight sports car for road and race use, produced by Austrian motorcycle manufacturer KTM from 2008. Being their first car to ever be produced, it was developed in collaboration with KISKA (Austria's largest design company), Audi and Dallara. It was launched at the Geneva Motor Show in 2008.

In 2011, KTM released the X-Bow R, the most powerful car yet produced by the manufacturer. The "R" was the result of concentrated further development of this spectacular lightweight sports car. In the rear of the "R" is a 300 PS (295 hp, 220 kW) 2.0 Liter TFSI engine from Audi with a maximum torque of 400 Nm (295 ft-lbs) and this ensured an unbelievable driving experience both on and off the racing circuit, because naturally the KTM X-Bow R is homologated for use on the road.

At the German premium carmaker Audi, KTM chose one of the most efficient and powerful engines with a 2.0 litre displacement. This is all about an engine block that was used by the Ingolstadt-based company for a long time in the S3 model and which generated up to 265 hp. there. It was later also used in the TT-S with 272 hp. For use in the KTM X-Bow R, the reinforced block had a bigger turbo, an altered fuel injection system and the engine electronics had been additionally updated by Bosch Engineering Group (BEG). This meant that the performance not only increased to 300 PS but also the torque: to be exact 400 Nm were set free at 3,300 revs and resulted in a very smooth torque curve which provided impressive drive in all situations.

60 hp more - a good 25 percent from the standard 237 hp - caused far more extreme forces to meet and must be absorbed on the engine mounting points on the aluminium rear frame. It was the aim of the development not simply to meet the additional burden but to strengthen the rear beyond that of the 240 hp model. The solution was to reposition the torque support arm. Up to date this had been attached to the rear frame, now it sat directly on the carbon monocoque. With this, the torsional stiffness were significantly increased, especially when accelerating out of corners and the KTM X-Bow R handled even better on the road as its "little brothers", the X-Bow Street and Clubsport.

By relocating the torque arm and its connection, the developers then faced another demand. The entire engine unit should be lowered to also lower the center of gravity. The initial target could be even exceeded thanks to clever construction so that the drive unit now sat lower in the rear frame by a massive 19 mm. The main effect: the vehicle's already impressively low center of gravity had been moved even further down towards the road surface so that the central center of gravity of the vehicle were lower by 15 mm. As a direct consequence even higher cornering speeds and greater lateral acceleration of more than 1.5 g were possible and the handling of the KTM X-Bow R was significantly improved.

25 percent more power, higher cornering speeds, greater G-loads. All this had resulted in a significant additional burden on the chassis, which in combination with the tires represented the final link in a long chain for achieving optimal contact with the road. The push rod suspension on the front axle, which comes directly from the Formula racing sport, but also the suspension on the rear axle were revised. The first step was trying to reduce the friction on the wishbones of the X-Bow. For this purpose special Teflon washers were used to reduce the friction and play, while at the same time improving the precision and the response of the suspension. In addition to this the engineers devoted time to the springs and shock absorbers: stiffer springs in the front and rear suspension and new damping characteristics meant that the KTM X-Bow R were characterized by an additional increase in the handling, even more extremely exact and delicate than the X-Bow was beforehand.

Specs:

KTM X-Bow R '11 specs.PNG (5.43 KiB) Viewed 1737 times

[Miao]

Voisin C28 Aerosport '35

In a rather cruel twist of fate, Gabriel Voisin reached an artistic peak when right when his company was under receivership. Perhaps having the bankruptcy hanging over him like the Sword of Damocles brought out the best in him. In those final years, Voisin managed to combine the aerodynamic shape of his first cars with the Art Deco designs that dominated his late 1920s work. Amazingly at this time he had little resources left other than his own talent. It proved sufficient to produce some of motoring's finest designs.

One of the reasons Voisin originally strayed away from the aerodynamic shapes was the influence of his friend, business partner and artist Andre 'Noël-Noël' Telmont. Towards the end of 1933, 'Noël-Noël' and Voisin parted ways, leaving the design of the bodies now solely in Voisin's hands. In the previous years, he had focused more on the technical and mechanical designs, which included the development of a variety of new engines including a V12 and seven cylinder radial engine. The latter was intended for "The Car of the Future Project", which would have a monocoque type chassis and independent suspension all-round. Unfortunately the dire condition of his company forced Voisin to concentrate on the present.

At the 1934 Paris Salon, Voisin's new design direction had taken shape in the form of the C24 Aerodyne. As the aptly chosen name suggests, the new Voisin had a very aerodynamic shape, but still incorporated some of the Art Deco design cues. The roof line had a very round shape and looked as if it was part of a much larger circle. One of the most amazing features was the fully automated sliding roof. It sported several 'portholes' that lined up with rear window, which enabled the driver to look behind him even with the roof opened. Not much later Voisin also showed a two-door variant of this design on the C27 chassis, but both cars remained one-offs.

Voisin was back at the Paris show a year later with the brand new C28 chassis and the promise of a range of aerodynamic bodies inspired by the Aerodyne. The most exciting these was present in completed form; the C28 Aerosport. This highly aerodynamic two-seater coupe was the first or one of the first to use pontoon style front fenders, which looked like they were part of the body. As with so many of Voisin's bold ideas, this body treatment would later be the norm and formed the basis for modern car design. The other two and four door models available from the factory for the C28 chassis featured more conventional separate fenders, but still bore a close resemblance to the Aerosport.

Under the fabulous aluminium bodies, the C28 was still every bit a Voisin. The Knight patented sleeve-valve six cylinder engine was derived from the original C23 powerplant with a slightly larger bore for a displacement of just over 3.3 litre. Brought alive by Voisin's super-quiet Dynastart, the straight six produced around 100 bhp, which was sufficient to bring the large car up to its cruising speed of 150 km/h. Like so many luxury cars of the day, the C28 was fitted with a Cotal semi-automatic gearbox. The silent and smooth drive train was installed in a conventional, but underslung ladder frame chassis. The chassis was available in 3-metre short and a 3.2 metre long wheelbase version, depending on the body fitted.

Production of the C28 commenced in earnest early in 1936 with the top of the line Aerosport model selling for 92,000FF, compared to 70,000FF for a comparable Bugatti Type 57. Sadly only Voisin's friends and admirers opened their wallets and not much later Gabriel Voisin lost control of his company. One of the new management's first decisions was to cut prices, but that did not help much. The C28's price was still too high, its sleeve-valve engine underpowered and outdated and the styling too daring for most. Eventually only around sixty C28s were produced in total and only three or four Aerosports. In 1937 the C30 with a conventional side-valve engine was introduced, but it proved too little, too late to save Voisin.

Specs:

Voisin C28 Aerosport '35 specs.png (5.77 KiB) Viewed 1375 times