Improved most definetley. The design looks a lot more cohesive.
I like it! It looks both sleek and aggressive, yet without compromising the fact that it’s still a car for the street, not only the track.
I’ll be the one to say that black makes the cutouts stand out, and underlines the design decissions
That’s a good value, I think…, in the end these are extreme cars. 
I gave a thought about to quality/tech advantage thing and definetly I’d get rid of the quality sliders.
The possible tech advantage would be in the tech tree (where you could improve few times every component - related with the specific technology or section), and the quality would be on the manufacturing process.
Brace yourselves for some significant balance changes! They may take some getting used to, but in the grand scheme of things, make a whole lot more sense delineating between classes of car.
(Values below are calculated with new progressions, currently only in closed Beta, so please disregard when comparing to your own models. In short, hypercars are now deemed properly useless and impractical… as they should be. Note also that drivability values improve provided your car is not a total deathtrap to start.)
Ouroboros is shaping up to be a real contender for actual production development in 2017. With the groundwork being laid out for expansion on the way (again, details later), our top-down vision is to make racing technology more accessible at multiple tiers of super car, not unlike a certain antipodean development tree. Valued at 128K (without markup), this car will also represent a challenge to fellow hypercar manufacturers to show their hand of the future.
Yes, you’re seeing it right, this car has an economy of 6.5L/100km and will qualify as a very low emissions vehicle any which way you cut it. This isn’t because people who buy supercars necessarily care about the amount of fuel they consume (though the world would possibly be a better place if they did). It’s because we’re anticipating significant changes to the industry and legislation in moving towards reducing emissions and preserving non-renewable resources, and we’re putting our plans into practice as early as possible. Besides, getting these figures out of 666bhp, 0-100km/h in 2.8s, and 6:57 around Nordschleife (clearly not while achieving that fuel economy lol) is pretty remarkable, no?
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Balance changes? Crap, I might have to redesign all my cars again 
Unless you built a car specifically to appeal to several disjointed demographics, it seems unlikely!
Then again, due to lack of forward compatibility with major version changes, I’ve had to rebuild most of my cars from 2014 at least thrice. In fact, since some of them have over 200 fixtures, I have held off on actually finishing their design until I know the game isn’t going to change any more!
While waiting for me to stop having writer’s block and finish some stories central to the development of the company, I have a bit of a design study WIP:
Say hello to Tron Car Butt, now featuring responsive live updating brake lights that pulse and flicker, and shift around in response to the car’s dynamics and activation of stability systems.
This was made largely to test the limits of @Razyx’s new fixtures, now on the workshop. They tickle some of our greatest automotive fantasies, and also offer significant boosts in taillight functionality, though, as they are, still also WIP. I can say that there are going to be some very exciting additions indeed…
3 Likes
v interesting concept car, it ought to be called the Gryphon Sark
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A.W.E.S.O.M.E!!
Wow. How many fixtures? 
Too many
1 Like
About 160, if I glance through the .lua trim file. The front is also quite highly stylised.
(This is nowhere near my record, that was closer to 240. My machine is quite high end but even it was struggling!)
Hmm, where it is in the .lua file? I’d like to check few of my very detailed cars 
Find the Trim file, and you’ll see all these tables that read something like this:
Path=“./GameData/690679986_Raz_SquareI/carparts/Indicators/Raz_SquareI/////////////////////////”,
Ray={
End={
x=-55.168087005615234,
y=-2.1534132957458496,
z=-169.43428039550781
} --,
Start={
x=-55.168087005615234,
y=-2.1534132957458496,
z=-269.43426513671875
} --
} --,
Symmetry=0,
Transform={
Rotation=0.024999998509883881,
x=1.7549999952316284,
y=0.10000000149011612
} --
} --,
{
Index=6,
MirrorHorizontal=false,
MirrorVertical=false,
The above table, for example, shows the part you used (this one is a Razyx indicator light), and where you placed it and how. Just count the number of these in your file.
that’s amazing
Mega necro post because now it’s 2017, and I got so buried in study that I had no time to develop lore of the company. I’ll get back to that later.
Instead, I’ll post a couple of sketches of draft interiors to shed a little bit of insight into the philosophy of the company design process.
The contrast between interior and exterior design at GG is somewhat paradoxical. Strop’s designs are generally flambouyant, dramatic, but generally a result of pushing a particular aerodynamic solution to the utmost limits of road legality. Thus GG is host to a plethora of shapes and forms that never made it past the clay stage, whittled down to the point where mockups are made, and only the rare few ever have an engine planted into it for actual engineering workup. Thus of the spectrum of drafts engendered in the stable, the models that actually make it to the light of day seem bizarrely unrelated and haphazard.
GG interiors, on the other hand, don’t share that same dramatic flair. This reflects the GG dogma that the only true sensation of speed is speed itself. Therefore there’s no need for excessively gaudy or sculpted works of art within the cabin, no need to generate any extraneous lines or impressions. They’re all distraction. That which is generated by the simple mission of a layout that allows the driver best control of their car at the limit would be more than sufficient.
In addition, much in the spirit of the true race cars, GG doesn’t want the interior to weigh down the rest of the car. So you get what you need, and nothing more. Initial GG cars were pretty much stripped out track racers, even more spartan than the likes of a Cup/Trophy/RS edition of a sports car. All you got was a (racing) steering wheel, bare metal pedals, a minimalistic LCD display, and a panel on your central console for all your switches. Oh, and a fire extinguisher and rollcage. But with an increasing emphasis on relevance, GG has conceded to softening the experience somewhat and at least putting stategic sound insulation and power windows.
The other thing that a GG cabin needs to do is be easily assembled for both RH and LH drive, as it aims to be ratified for sale in US, UK, Euro, Middle East, Chinese as well as Australian markets.
#[color=lime]Mercury[/color]
Mercury was first unveiled as a ‘proof of concept’ of GG in 2015. Featuring twin scrolls each the size of your head, the prototype was the first road legal car in the world to have a 2hp:1kg ratio. It even raced in a couple of exhibition events, fitted with an extreme GT aero package for maximum downforce. Needless to say it could barely manage two laps of Nordschleife before running out of fuel.
However, the true goal of Mercury was to make the ultimate hypercar, one that was capable of reaching 500km/h while retaining its world beating status on the track. As a number of reviews have pointed out, while it is capable of developing a fair amount of downforce thanks to active aero, it’s a far cry from the ridiculous all-out aero of earlier GG cars (because those were race cars). In fact, much like a fighter jet, without copious driving aid intervention, it would be entirely impossible to drive for anybody less than the most skilled of race drivers.
Thus the real aim of Mercury was to develop the most sophisticated integrated digital control system. The interior reflects this in a significant shift away from cluttered consoles and towards a digital flow. The major drawcard here, will be the projected customisable HUD, a UI that builds upon the ludicrous array of sensors that dot the car (and add nearly 100kg onto the prototype).
I’m not sold on the placement of a number of things (mainly the door speakers. Don’t think that will work), but the general impression is there. Because I don’t have time to colour things properly, the majority of the material in here is CF lightly lacquered so in fact you will see the crossweave, because Mercury spares little expense in achieving the lightest, stiffest, most durable chassis possible. Other than that, Mercury’s steering wheel is unique in that most of the driving related controls are on the wheel: lights, wipers, power and traction and slip profiles (and also overboost and DRS, but those require special overrides as they significantly reduce the life of the engine). And the display appears extremely minimalistic. The fun part is in that giant imposing dial that seems more complicated to operate than a BMW iDrive system. That’s the main digital drive control dial, and the big striped DANGER marking is a tradition harkening back to Mephisto. This is the dial that lets you adjust exactly how you want the car to behave, in terms of torque limitation, engine mapping, degree of slip tolerated in the tyres, how intrusive or not you want the torque vectoring to be, the aero behaviour etc. In this way you can then save these presets to a memory bank for a particular set of conditions or even a particular location (best done if you have the GG navigation and telemetry app), so when you drive in a particular location, you can then quickly change profiles for different sections of a course.
Here’s the annotated version of the above diagram:
and a very rough draft of what it might look like in action
While Mercury was initially hailed as a standard in hypercar design, Strop doesn’t consider it a success because as a road car it has to sacrifice too much in order to attain the mandate of 500km/h. Such a thing is only achieved in the most stringent of warranty-voiding conditions, which feels something akin to using the launch control in a GT-R and discovering Nissan doesn’t want to fix your clutch afterwards. Therefore, what Strop hopes to do next is make a car that will happily do 500km/h without having to cheat. But it’s going to take a very big engine. And an even more advanced body.
#[color=red]Lilith[/color]
This is the latest prototype in a series destined to be the GG Affordable Hypercar. The basic philosophy is: why bother paying an extra 50 grand for less comfort from prestige marques, when you can go way faster in a GG car for less? This is quite the shock in that budget is obviously not what you would associate GG for, and also quite the horror (as Wild German expressed), that you would make LaFerrari levels of performance available to even moderately wealthy people. But this is to be a cornerstone in GG’s mission to progressively transform the sector.
The project started off, again in 2015, with Salamander, GG’s limited take on the AWD hypercar. Signing a deal with GM (much to the disgust of several Ford fans here, but Hannah’s the boss and she was a Holden girl), they took 400 of the final batch of 3.6L Extra Features V6es and tuned it to its limits, to the tune of 800bhp. The car proved to still be very expensive (165k) due to its all CF construction, as GG hadn’t established any other manufacturing pipeline at the time, but as an experiment (and gamble), it worked well enough for stakeholders to direct the company to further pursue this line of thinking.
Fast forward a couple of years and a couple of friendly mergers and rescue deals, plus a logistics-heavy, design quiet year in 2016, and GG is ready to start looking into its aluminium manufacturing processes with a much more suitable contender, Lilith.
Once again, the interior shares a certain design language with other GG models in that it conveys business and minimalism. The unspoken GG rule is that you only need as many speakers as you have seats, so for a 2 seater, it’s 2 speakers. The speakers are mounted in the central column, too, which isn’t particularly superb for acoustics, but in a GG car, you’re expected to drive, not headbang like a dickhead.
Probably the biggest difference between this and Mercury’s control systems is that not nearly as much was invested in the complexity of customisation. As a more user-friendly car as opposed to one for oligarch race nuts, the interface is simpler. Instead of a separate projector as required for display purposes in Mercury, all the HUD here comes from the same source, directed through a refractive prism onto the windscreen. The main accessibility issue in Lilith remains that the seats are bucket and still very low in the cabin, and I forgot to draw in the frame handles that will allow you lever yourself out of the car. I guess this precludes people with bad arthritis from driving one 
Where previous prototype Ouroboros drew bemused reactions from the likes of Deskyx and titleguy1, Lilith was very positively reviewed by aLittleWhile, which gives us hope that this is the way forward, towards the ultimate goal, at least for this tier of car, to be our higher volume hyper performance eco-car.
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