The Perfect Car List For a Game

[sw3gameboy]

Mercedes-Benz 500 SL (R107) '89

The Mercedes-Benz SL (R107) are an automobile built by Mercedes-Benz between 1971 and 1989. It is the second longest single series ever produced by the automaker, after the G-Class. The SL was also accompanied from launch until 1981 by a coupe version – the SLC (C107).

In March 1980, at the Geneva Motor Show, an uprated version of the R107 series roadster and coupe was presented; the equipment of the interior including the steering wheel had been brought up to the standard of the S-Class sedans and the same happended with the technology. The former 3-speed automatic transmission was replaced by a 4-speed version. Moveover the light-alloy engines of the S-Class were built into the 107 series models in slightly modified form.

The new 500 SL, equipped with the 5.0-litre V8 (M 117) familiar from the 450 SLC 5.0, replaced the 450 SL and made an output of 177 kW at 5000 rpm available, to give the new top-of-the-range model a 0 to 100 km/h acceleration of 7.8 seconds and a top speed of 225 km/h.

From the outside the new models were almost indistinguishable from the previous models, except for the model plate. All three SL models now had a light-alloy bonnet and the discreet front spoiler familiar from the 450 SLC 5.0; the 500 SL also got a light-alloy boot lid with black plastic rear spoiler, already familiar from the five-litre coupe.

But even after ten years of production no thought was being given to a replacement for the SL models. Four years after the Energy Concept was presented, they even came in for extensive refinements, and so in September 1985, again at the Frankfurt show, a completely revised SL model range was introduced. The emphasis was on a restructured engine range. A discreet facelift, primarily recognisable from the front spoiler and wheels with aluminium rims (diameter: 38.10 centimetres), was also part of the package. The front axle was done over and the brakes enlarged with fixed callipers. To prevent the cars from pulling to one side during braking, the steering offset was reduced.

The 5.0-litre engine (M 117) was modified as well. It now had an electronic ignition system and the electronically/mechanically controlled Bosch KE-Jetronic injection system and developed an output of 245 PS (241 hp, 180 kW) at 4750 rpm. These values helped the 500 SL attain a top speed of 225 km/h and accelerate from 0 to 100 km/h in 7.3 seconds.

Specs:

Mercedes-Benz 500SL (R107) '89 specs.PNG (5.75 KiB) Viewed 2148 times

[Miao]

Mercedes-Benz 500 SL (R107) '89

This car, one of my neighbors got one of these, it's very good looking personally but it's a shame that they almost never use it.

Not the car I was expectin' to be the star of the page, I was actually expectin' it to be the Acura NSX '91 since you could've remade its post like you did with several other cars.

[Miao]

Alpine A310 1600VE '73

The Alpine A310 replaced the A110 in 1971 in the French car-builder's lineup. Because the A110 was a pure sports car with some success in motorsports, the new A310 didn't appeal to hardcore performance enthusiasts like its predecessor, instead making its mark as a luxury grand tourer.

This was all by design, as evidenced by Alpine's decision to make the A310 a 2+2. Alpine was no stranger in the 4-passenger segment, producing several versions previously, such as the A108 Coupe 2+2 in 1961. The A108 Coupe GT4S in 1963, and even a limited number of special-edition A110s. Still, the A310 was the biggest and heaviest (930kg) Alpine to date.

Mounted behind the seats was the 1600VE based on Renault's 1605-cc water-cooled DOHC inline-4, the same power plant found in the A110 1600. It achieved 125 HP/6,250 rpm. The engine features two Weber 45DCOE carburetors. The power plant came mated to a 5-speed manual gearbox. Top speed was rated at 216 km/h.

Specs:

Alpine A310 1600VE '73 specs.png (5.94 KiB) Viewed 2042 times

[sw3gameboy]

Mercedes-Benz 500 SL (R107) '89

This car, one of my neighbors got one of these, it's very good looking personally but it's a shame that they almost never use it.

Not the car I was expectin' to be the star of the page, I was actually expectin' it to be the Acura NSX '91 since you could've remade its post like you did with several other cars.

To be perfectly honest, I'm not really feeling into redoing posts, not that I dislike redoing posts but I'm just not really feeling it. The 500SL was going to be the car to mark that (and I've planned a post on that car for a while now), I will however admit I completely forgot about the NSX I will do the NSX but after that I will probably stay away from redoing posts, atleast for a while... Just so that you know

[死の (Shino)]

Lotec C1000 '95

Lotec is a German sports car manufacturer. The company was founded in 1962 by Kurt Lotterschmid. By 1969, the firm began building race cars, and would turn their attention to modifications for Porsches in 1975. In 1983, they began to create aftermarket aerodynamic and performance parts for Mercedes-Benz cars.

In 1990, Lotec was commissioned by an oil baron from the United Arab Emirates to build a sports car for him, a citizen who desired to own the fastest, individually owned car in the world. He contracted Mercedes which in turn also contacted Lotec for the body design. The vehicle known as the Lotec C1000 was completed in 1995

The letter C stands for the carbon fiber (race car), and the number 1000 stands for 1000 horsepower. Power plant powered by Mercedes and body design by Lotec. Power plant consists of 5.6 liter V-8 Mercedes engine, with Garrett twin turbo chargers. Runs on a mixture of unleaded gas, and aviation fuel. Hewkand 5 speed racing transmission and 4 ram AP IMSA racing brakes. Body consists of carbon fiber and Aerospace material frame. Design and engineering cost over $1,000,000 and actual constuction cost was over 1,200,000 total production cost was over $2,200,000. 0-100 km/h in 3.2 seconds, top speed 431 km/h.

Specs:

Lotec C1000 '91 specs.png (6.97 KiB) Viewed 1903 times

[sw3gameboy]

Acura NSX '91

The Acura NSX, also known as the Honda NSX outside of North America and Hong Kong, is a 2-seater, mid-engine sports car manufactured by Honda. The first-generation prototype debuted in 1989 at the Chicago Auto Show under the developmental code name NS-X, which represented "New", "Sportscar" and "eXperimental". The prototype's name was later adopted as the official name of the production model, with a slight change to NSX.

The NSX was the first production car to feature an all-aluminium monocoque unit body, incorporating a revolutionary extruded aluminium alloy frame and suspension components. The use of aluminium saved nearly 200 kg in weight over the steel equivalent in the body alone, while the aluminium suspension arms saved an additional 20 kg (much of it unsprung weight); a suspension compliance pivot helped maintain wheel alignment changes at a near zero value throughout the suspension cycle. Other notable features included an independent, 4-channel anti-lock brake system; titanium connecting rods in the engine to permit reliable high-rpm operation (up to 8000 rpm); an electric power steering system; Honda's proprietary VTEC variable valve timing system and, in 1995, the first electronic throttle control fitted to a Honda/Acura.

The car's chassis rigidity and cornering/handling capabilities were the results of Ayrton Senna's consulatation with NSX's chief engineers while testing the NSX prototype car at Honda's Suzuka Circuit during its final development. The NSX was initially assembled at the purpose-built Takanezawa R&D Plant in Tochigi from 1989 to early 2004, when it was moved to the Suzuka Plant for the remainder of its production life. The cars were assembled by approximately 200 of Honda's highest-skilled and most experienced personnel, a team of hand-picked staff with a minimum of ten years assembly experience employed from various other Honda facilities to run the NSX operation. After studying their main competitors such as Ferrari, Lamborghini and Porsche, Honda engineers designed the NSX in search of the "perfect balance" between usable power and reliability and thus produced a powerful naturally aspirated V6 engine suitable for the extreme demands of both road and track.

Specs:

Acura NSX '91 specs.PNG (5.57 KiB) Viewed 1873 times

[Miao]

I will probably stay away from redoing posts, atleast for a while... Just so that you know

That's okay, I think you don't have anymore car posts you can redo now, thanks for the NSX post.

[sw3gameboy]

Saab 9-3 Viggen '02

The first generation 9-3, an improved Saab 900 (NG), was launched in 1998 for the 1999 model year. Saab claimed that 1,100 changes were made, including a revised suspension in an attempt to tighten up the handling characteristics of its predecessor, the Saab 900 (1994–1998 model). It featured revised styling with some models receiving a black rear spoiler and removed Saab's trademark centrally mounted "snow flap". It was available as a three or five-door hatchback, and as a two-door convertible. Production of the first generation ended in 2002.

In 1999 a high-powered version of the Saab 9-3 called the "Viggen" (Swedish for "Thunderbolt") was released. Named after the Saab 37 Viggen aircraft, it was the first 9-3 to use Saab's Trionic 7 engine management system. In addition, the 2001 model year introduced a Traction Control System (TCS) to the Viggen.

The Viggen came with a turbocharged 2.3 L engine, (B235R) giving 225 bhp (168 kW; 228 PS) later 230 bhp (172 kW; 233 PS) on 1.4 bar (20 psi) of boost from its Mitsubishi TD04-HL15-5 turbocharger. Other changes included higher capacity intercooler, performance tuned ECU, flow through muffler and tip, heavy duty clutch and pressure plate, stiffened and lowered springs, firmer dampers, and stronger CV joints and driveshafts.

The car featured a special rear wing requiring relocation of the radio antenna, aerodynamically designed bumpers and side skirts, special bolstered and colored leather seats (available in four colors: black with black inserts (charcoal), black with blue inserts (deep blue), black with orange inserts (flame ochre), and tan with tan inserts), sportier suspension, bigger wheels and upgraded brakes.

The Viggen was only available with a five-speed manual transmission, CD player, power moonroof, and (what were initially) Viggen-specific motorised and heated leather seats with the Viggen delta logo embossed in the backrest; these were later also available in the Aero model (U.S. market 'SE' model) without the embossed Viggen logo. Some colors featured carbon-fibre interior trim from its introduction to the middle of the 2001 model year, when Saab substituted a less expensive printed gray pattern for the dash and standard trim.

Specs:

Saab 9-3 Viggen '02 specs.PNG (6.66 KiB) Viewed 1780 times

[sw3gameboy]

Bugatti Type 57 SC Atlantic '36

Bugatti struck gold with the introduction of the Type 57 early in 1934. In one big sweep, it replaced all existing road going models in the Bugatti line-up. The eight-cylinder engined machine was available with a choice of standard coach-work, ranging from a formal four-door sedan to a sporty roadster. The most exclusive of these Jean Bugatti designed bodies was the 'Atlantic' two-door coupe. Only four were built and the two that have survived in largely original condition are today among the most sought after and valuable cars in the world.

The story of the Atlantic begins with the even more elusive 'Aerolithe' prototype shown at the Paris Motor Show in 1935. Named after the Greek word for 'meteor', the car sported a beautiful aerodynamic body with a highly unusual construction. This was needed because of the extensive use of the magnesium alloy 'Electron'. Developed in the aeronautical industry, this material was as light as it was strong but had one major drawback; it was also very volatile. As a result welding the panels was not an option. Instead they were riveted together, giving the body a very distinct look with a 'spine' running front to back and over the front and rear fenders.

Some historians doubt Electron was really used for the Aerolithe but what is certain is that the subsequent Atlantics all featured aluminium bodies. They nevertheless featured riveted panels, presumably for aesthetic reasons. A more noticeable change was the switch to the latest evolution of the Type 57 chassis. This featured an underslung rear axle and deeper mounted radiator and was appropriately known as the Type 57 S for 'sousbaissé' or lowered. It shared the same short wheelbase as found on the special chassis used for the Aerolithe. Especially the drop in radiator height and the resulting smaller front-end improved Jean Bugatti's design.

With the chassis and running gear considerably closer to the ground, the Type 57 S also required a lower version of the original cast-iron straight eight. This was achieved by fitting a competition derived dry-sump oil system. The twin-cam head and engine block were left largely untouched. What did change was the compression ratio, which helped raise the power of the 3.3 litre engine from 135 to 170 bhp. Shortly after the first Atlantic was produced, Bugatti introduced an optional Roots-type supercharger. This added a further 40 bhp to the engine's output. Only one of the four Atlantics were originally fitted with the Type 57 SC engine but all surviving cars were upgraded soon after.

All three Atlantics that were sold to customers survived the War largely undamaged. The same could not be said for the Aerolithe and the factory show car, which was the only one fitted from new with a supercharged engine. The Aerolithe was most likely cannibalised for parts for production cars in the late 1930s. The missing Atlantic was on a list of cars that were due to be hidden away from the Germans in Bordeaux but it has never surfaced again. In 1955 one of the remaining three Atlantics was involved in a horrific collision with a train, leaving just two complete cars. The crashed car was, however, rebuilt in the early 1970s and more thoroughly in 2010.

Today the Atlantic is generally considered Bugatti's ultimate creation, which, by default, makes it one of the finest cars ever constructed. The futuristic lines with its beautiful details also make it a true icon. During the last decades the two original cars have been in long-term ownership and only the death of one of the owners resulted in one coming to the market. It sold in the spring of 2010 for well over $30 million; the highest known price ever paid for a car. Both of the complete survivors have won the prestigious 'Best of Show' award at the Pebble Beach Concours d'Elegance, further underlining their significance.

Specs:

Bugatti Type 57 SC Atlantic '36 specs.PNG (4.87 KiB) Viewed 1520 times

[Zério]

A $40 million pre-war beauty. What a machine. Absolutely deserves a place in any video game.