The Perfect Car List For a Game

[死の (Shino)]

Lancia 037 Stradale '68

The Lancia Rally (Tipo 151, also known as the Lancia Rally 037, Lancia 037 or Lancia-Abarth #037 from its Abarth project code 037) was a mid-engine sports car and rally car built by Lancia in the early 1980s to compete in the FIA Group B World Rally Championship. Driven by Markku Alén, Attilio Bettega, and Walter Röhrl, the car won Lancia the manufacturers' world championship in the 1983 season. It was the last rear-wheel drive car to win the WRC. The 037 Stradale was made to homologate its rally version into the radical Group B WRC class. Thus, it featured all the hallmarks of a no-compromise race car, but with regard to passenger car regulations.

Development of the 037 was trusted to Abarth who had the challenge of following the mighty Lancia Stratos. The new car was similar to an earlier design called the Beta Monte Carlo with its central tub and large steel space frames fore and aft. Despite Audi's success in four-wheel-drive, Abarth opted out and instead relied on a single rear ZF differential.

Almost every aspect of the 037 was business with large Brembro Brakes, double wishbone suspension, two 35-litre tanks, ZF five-speed gearbox, an Abarth-supercharged engine and easy access for repairs. Although only offering 205 hp in road trim, the car had a low weight, and took full advantage of the availble power.

Pininfarina created the striking body and helped develop its overall shape and aerodynamics. Executed in fibre-glass reinforced by Kevlar, the light body contributed to an overall weight of 1170 kg. With this low weight, and not losing as much power as on a 4WD system, the 037 could reach 100 km/h in just 5.8 seconds. One can only imagine how fast the competition version would go with its 200 kg weight reduction and additional 80 hp.

Compared to the competition machines, the Stradale was slightly detuned with a lower compression ratio and featured a spartan, but complete interior with minimal soundproofing and cloth bucket seats. Only 207 copies of the Stradale were built, and after homologation was granted many were converted to full-on competition cars. All the Stradales were painted in Red and some came with a matte black rear wing, while others came with no wing at all to increase rearward visibility.

Specs:

Lancia 037 Stradale '68 specs.png (6.95 KiB) Viewed 2855 times

[sw3gameboy]

Saab 9-7X Aero '08

The Saab 9-7X brings unique Saab brand characteristics to the midsize SUV segment, including sophisticated styling inside and out, premium design features, and the sporty and spirited performance inherent to Saab vehicles. Since its debut two years ago, more than 12,000 have been sold in the U.S. and Canada. For 2008, Saab adds the Aero model - the symbol of serious Saab performance - to the 9-7X lineup. The limited edition 9-7X Aero takes Saab's interpretation on the midsize SUV to an entirely new level accelerating the performance aspect of the sophisticated vehicle with a 6.0L V-8, 20-inch wheels and tires, unique paint and custom interior accouterments.

The new 9-7X Aero features a powerful, 6.0L small-block V-8 delivering 390 horsepower (295 kW) and 400 lb.-ft. (542 Nm) of torque. With 0-60 mph acceleration under six seconds, the 9-7X Aero is a treat for those who are actively passionate about the driving experience.

The 9-7X Aero will be easy to spot as it wears a paint color all its own: Carbon Flash Metallic. The charcoal metallic paint nicely enhances the SUV's clean lines. Specific to the 9-7X Aero are 20-inch polished, aluminium wheels wrapped with P255/50R20 V-speed-rated performance tires that provide the optimum balance between ride and handling. Complementing the refined and driver-oriented cockpit-inspired interior are "Aero" embroidered leather seats and embossed floor mats.

Under the hood of the 9-7X Aero is the LS2 6.0L V-8 with a cold air induction package, rated at 390 horsepower (295 kW) at 6,000 rpm and 400 ft-lbs of torque (542 Nm) at 4,000 rpm. The LS2 6.0L is based on the small-block V-8 architecture and delivers excellent down-low torque for strong off-the-line performance. Torque is inherent to the engine's cam-in-block design, which features large 4.00-inch-diameter (101,6 mm) bores and a 3.62-inch (92 mm) stroke. Response is crisp and immediate, thanks to the electronically controlled throttle.

Unique to the 9-7X Aero's version of the engine is a composite intake manifold adapted to the LS2 engine to help produce balanced torque and horsepower. Maximum towing capacity on 9-7X Aero model is 6,600 pounds (2994 kg).

Like all Saabs, the new Saab 9-7X Aero is driver-focused, with a lowered chassis tuned and tested to deliver responsive, balanced handling. Corner control and body roll control are improved with front stabilizer bars that are approximately 10 percent larger in diameter. Additional strength is provided by a heavy-duty rear axle with limited-slip differential.

With a four-wheel disc braking system enhanced with larger, 12.8-inch (325 mm) front disc rotors and iron twin-piston calipers, it's not difficult to put a stop to things in the more powerful 9-7X Aero. The heavy-duty iron calipers are stiff and retain their shape under high-pressure/high-heat braking conditions, providing a more linear feel and reduced pedal travel in high-energy stops. The brake pads use high-performance linings for strong fade resistance.

ABS and automatic all-wheel-drive are standard on all 9-7X models as well as the StabiliTrak electronic stability control system that provides confident, sure-footed travel. The performance-oriented all-wheel-drive system delivers impressive on-road grip and enhanced "launch" feel. The always-engaged system uses a Torsen center differential to split torque between the front and rear wheels. It is a torque-bias system that detects low traction at one axle and directs more torque to the other when needed.

Specs:

Saab 9-7X Aero '08 specs.PNG (5.41 KiB) Viewed 2629 times

[死の (Shino)]

Saturn Curve '04

General Motors introduced the Saturn Curve at the 2004 North American International Auto Show. It was one of the vehicles, including the Pontiac Solstice production model and Chevrolet Nomad concept, built on GM's new rear-wheel-drive Kappa architecture.

Design creativity and implementation was a collaboration of GM's worldwide resources, driven by GM North America's Advanced Design Team and developed by GM's European Advanced Design Center in Sweden. The final assembly was completed in Italy, with assistance from Italian coachbuilder Pininfarina.

Despite its relaxed demeanor inside, the Curve delivers a stirring sports car experience. sport coupe features rear-wheel drive, independent front and rear suspensions, and a solid chassis built on the foundation of full-length hydroformed frame rails. Stampings attached to the rails form a rigid structure onto which the body panels are mounted. Sports car performance is derived from a supercharged 2.2-liter Ecotec four-cylinder engine that produces 230 horsepower and 219.8 ft-lb of torque, the transmission is a Getrag five-speed manual.

Specs:

Saturn Curve '04 specs.png (6.84 KiB) Viewed 2513 times

[sw3gameboy]

Volvo 480 Turbo '88

The Volvo 480 was the result of a strategic product planning project. This project - which was all about the future Volvo cars and called Galaxy - contained several suggestions for future replacements of the 340/360 cars, the 240 line-up and the 760/740 models in a long term perspective. To put it simple, Galaxy resulted in the 400 and 850 cars. Work progressed on two fronts; at Volvo Car Corporation in Gothenburg with the larger car and in the Dutch company Volvo Car B.V. with the compact models.

The 480 was the first model to emanate from a whole new generation of cars from Volvo Car B.V., Volvo Car Corporation's Dutch subsidiary that built its cars in the Born plant. It wasn't just the technical layout with front-wheel drive that made the 480 different from other Volvos, it was also sleek and boldy wedge-shaped, a 2 + 2 seater with its rear body shaped like an estate car and a glass tailgate. It also featured pop-up headlamps and the classic Volvo grille with its diagonal ribbon was merely hinted - positioned below the front bumper. Its exterior was the work of Dutchman John De Vries with Briton Peter Horbury being responsible for the inside. The latter was later to become head of design at Volvo Cars. Twice to be exact.

The 480 ES – the standard version of the car – had it's debut at the international motorshow in Geneva. Not only was the car cool to look at, but it was also a great roadcar. The dynamic properties of the 480 well matched its sporty looks, in spite of a modest 109 hp power output. The engine was a 1.7 litre SOHC Renault unit with electronic fuel-injection. It was installed transversely in the 480, another Volvo first, and drove the frontwheels through a five-speed gearbox. This way of designing a car - with a compact powerpack at the front which results in plenty of room for the occupants inside the wheelbase - was new to Volvo but soon adopted across the model range.

The 480 was very well equipped in standard version, filled with practical and personal solutions. A lot of them were electronically controlled which in turn caused its fair bit of reliability problems. Of course, such a well-equipped car couldn't come cheap but the 1986 480 ES was competitively priced at SEK 120,000 incl.taxes.

For model year 1988 more power was added in the form of turbocharging. The Volvo 480 Turbo was fitted with an electronically-controlled turbocharger unit with intercooler which raised power output to 120 hp and resulted in a top speed in excess of 200 kph. In 1993, the normally-aspirated engine was enlarged to 2 litres, resulting in 110 hp and much improved torque characteristics.

A prototype convertible was shown at the 1990 Geneva Motorshow but never reached production. However, both prototypes that were built have survived and sit in Volvo Museum. Another couple of design studies, among them a targatop and a fastback were also built and have also been saved for the future.

The original US launch plans were for different reasons never realized, one of them being the ES's lack of performance. But they were essential in order to reach the anticipated volumes that were in the original plans and to pave the way for more 400 models. The 480 was hence mainly sold in Europe and roughly 3800 cars reached Sweden, of a total production of 76375 units during the ten year period 1985-1995.

Specs:

Volvo 480 Turbo '88 specs.PNG (5.38 KiB) Viewed 2344 times

[Miao]

Lamborghini Murciélago LP670-4 SuperVeloce '09

The evolution of the fighting bull has no limit nor end. That is why the appearance of a car to top the massive power of the Murciélago LP640, - the introduction of the LP670-4, may not even be a surprise for a company like Lamborghini.

The midship mounted V12 engine is still 6496cc, but it has been powered up to 670 HP. The increase has mainly been gained through the increase of valve hit. The attention grabber here is not the power, it's the weight of the car. Reduced by 100 Kg, the car weighs only 1565 Kg, an extremely light weight for a supercar of this size. This was achieved through new carbon materials and through a revision of the body structure, and the trimming down of the exhaust system. In other words, Lamborghini engineers had revised the Murciélago from the ground up. By doing so, the maximum speed is now 343 Km/h and the 0 - 100 km/h acceleration is a mere 3.2 seconds.

It may not appear to be a major performance improvement above the LP640, but Lamborghini stresses that its handling has greatly improved. The aerodynamic parts on the front right and left of the car is solid proof. In addition to these effective front spoilers, is also a new fixed rear wing providing a huge amount of downforce. If the owner so desires, they can also order an even bigger "Aeroback" wing. You can sense Lamborghini's affection for the car in its name, the SuperVeloce - a legendary name not used since the days of the lota.

Specs:

Lamborghini Murciélago LP670-4 SuperVeloce '09 specs.png (8.55 KiB) Viewed 2218 times

[sw3gameboy]

Aston Martin 2-Litre Sports "DB1" '50

After David Brown briefly tested Aston Martin's Atom prototype, he paid 20 000 GBP and the company was his. He had grand ideas for his new purchase, but started out with a new drop-head coupe that would eventually become the 2-Litre Sports, now retrospectively known as the DB1.

The underpinnings for the DB1 came from a 1939 Aston Martin prototype called the Atom. It used a SOHC, 8-valve, 2-liter engine that produced 90 bhp. The chassis was a unique multi-tube affair and provided support for an awkward 4-seat sedan.

David Brown decided that a convertible or drop-head coupe version of the Atom would be a good launch point for this new venture. He had Claude Hill stiffen the chassis to accept a new flowing body. The design used lateral supports that were tall enough to support the top of the body.

Frank Freeley was responsible for designing the body which was curvaceous and made all the pre-war Astons look antiqued by comparison. The two front fenders were long and exaggerated by accents on the doors. They also concealed the spare tires which were accessed through small flaps on the top edge of the fenders.

Even though Willie Watson's new DOHC Inline-6 was in the pipeline, the Atom's 2-Litre engine was retained. This engine was the same capacity as the old pre-war Astons but its design was all new. It had a much shorter stroke and a higher located camshaft. This drove the rear wheels though a dry-plate Bork & Beck clutch and one of David Browns signature gearboxes. Already established in the gear set business before acquiring Aston, David Brown had the resources to equip a thoroughly modern, all synchromesh, 4-speed transmission.

Called the 'Two Litre Sports', the new Aston was proudly displayed at the 1948 London Motor Show as a bold new direction for the company. It was made clear that the car was completely distinct, and didn't use any of Aston's prewar tooling. The DB1's styling hinted at Aston's future, especially with its signature three-part grill that would inspire shapes of every car that would follow.

Always keen on keeping a competitive edge, David Brown used one of the very first 2-Litre chassis to go racing. A small two-seat roadster body was fitted and later won its class at the 24-Hours of SPA. This emphasized the race-bred pedigree of the chassis and its independent front suspension.

It has been estimated that only 14 DB1s were made before David Brown got to launch the DB2. It made a fitting replacement with the new Inline-6 engine that was suitable for LeMans. Later on, the company would go on to win some of the world's best racing accolades which can all trace their history back to the DB1.

Specs:

Aston Martin 2-Litre Sports '50 specs.PNG (5.44 KiB) Viewed 2094 times

[死の (Shino)]

Lamborghini Urus '12

The Lamborghini Urus is a concept SUV designed by Lamborghini unveiled at the Beijing Auto Show on 23 April 2012. The name comes from the name of the wild ancestors of domestic cattle, also known as aurochs.

The new Lamborghini Urus takes the design elements featured on the Aventador and jumps them a step forward with a strong three-dimensionality with sharp lines, a clear arrow form, large air intakes left and right, headlamps in a Y shape, and lines that run from the hood over the roof to the rear of the vehicle. The headlamps feature a horizontal, heptagonal form and full LED technology consisting of two arrays each with three high-performance LEDs. At the side, the concept has received a narrow window surface that tapers sharply toward the rear, highly dynamic roofline and the extremely muscular rear wheel arch. At the rear Lamborghini has added narrow rear lights featuring the Y signature and a new exhaust system with four hexagonal end pipes carefully fitted into chrome surrounds. The concept sits on a new set of 24" wheels in double-spoke design and forged from matte-finish aluminum.

The Lamborghini Urus is powered by a 4.0-liter twin-turbo V8 engine that produces 590 horsepower and combined with a permanent all-wheel drive system. The concept uses an intelligent material mix for the structure and bodyshell and, for the first time, systematic lightweight design for the interior. This technique has made the concept considerably lighter than its competitors, putting the powerful engine to good use.

Specs:

Lamborghini Urus '12 specs.png (6.39 KiB) Viewed 1982 times

[死の (Shino)]

No more car posts from me now, that Lamborghini Urus was the last one of this year.

Happy holidays Tsuki-chan, see you next year.

[Miao]

No more car posts from me now, that Lamborghini Urus was the last one of this year.

Happy holidays Tsuki-chan, see you next year.

Yea, happy holidays, thank you very much for helpin' me with the list all this time, very appreciated. Have a nice vacation and safe travels.

[sw3gameboy]

Buick Y-Job '38

It is difficult to imagine a time when concept cars did not exist. These mainstays of the show circuit have become as commonplace as electricity and indoor plumbing. But in 1938, the idea of creating an expressive automobile to explore new worlds of design and technology may have seemed as fanciful as space flight. General Motors was the first manufacturer to take this step - and the result was the Buick Y-Job, a car that is widely acknowledged as the industry's first concept car.

Designer Harley J Earl was the catalyst for the creation of this unique automobile. Colorful, charismatic and opinionated, Earl left his mark on generations of GM products. The Y-Job was a signpost that pointed to design trends that would endure for decades. Why the Y-Job name? In Earl's lexicon, every new project was a job. The letter "Y" went one step beyond the prosaic X-for-experimental designation and also paid homage to the prototype fighter planes that were identified with the prefix "Y" by aircraft manufacturers.

The Y-Job was a collaborative effort within GM Design. Earl supplied the inspiration and a critical eye, George Snyder put the lines on paper and Buick Chief Engineer Charlie Chayne supervised the modifications to the production Buick Century chassis that became the foundation of GM's groundbreaking concept car.

They created a vision that inspired a new genre of automotive art: the Dream Car. With a 126-inch wheelbase and a body that extended more than 17 feet long, the two-seat convertible was an exuberant expanse of streamlined sheetmetal. Sporty yet elegant, the Y-job introduced innovative features such as concealed headlamps, electrically operated windows, flush door handles and a power-operated convertible top that was fully concealed by a steel boot when retracted.

But it was the Y-Job's long, low profile that left the impression that this was a time machine from the future. Gone were the running boards and formal, upright shapes of the classic coachbuilders. In their place, the Y-Job had fenders that flowed seamlessly into the doors, integrated bumpers that complemented the bodywork and strong horizontal styling elements. It introduced themes that would reverberate throughout the automotive industry through the '60s.

While contemporary road cars rode on 16-inch wheels, Earl specified special 13-inch diameter rims to give the Y-Job a lower stance. The small-diameter wheels were backed with airplane-inspired finned brake drums that were more than a match for the Y-Job's 320-cubic-inch/141-horsepower inline eight-cylinder engine.

During Earl's 20-year tenure at the Design Center, GM became the acknowledged leader in automotive styling, producing memorable automobiles that still elicit deep emotional responses from onlookers. With its innovative technology and stunning design, the Y-Job set the standard for the dream cars that would follow in its tire tracks.

Specs:

Buick Y-Job '38 specs.PNG (5.33 KiB) Viewed 1621 times