Kraft Haus Technik (Completed company)

Actually it’s not that bad in drivability department, as in “mid-80’s turbo era F1 cars drivable”. More along the lines of “We already have built a car that spontaneously catches fire and explodes in the 70’s, tried selling it, and it did not go too well for us” :smiley:

Reliability of the engine is pretty laughable

Tad more, but not drastically, and yes, I decided it’s time to take a build for my own competition seriously for once, I’ve grown bored of being shot out of SOF in the early stages.

I wouldn’t want to talk exact numbers before the Tuner Time Attack challenge has been locked in. If you wish I can PM you some stats, but let’s put it this way… I’m quite happy with the results

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:anguished:

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turns ignition
wheels start spinning immediatley

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At which point the whole thing catches fire and loses control sending you into a tree, the engine sends piston and rod shrapnel into the cockpit, the suspension gives up trying to handle the thing, and THEN the turbo starts to come on boost and this is where you REALLY get into trouble

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The amount of air being sucked in by the turbo is so great that a vacuum is created in front of the car, hence sucking the vehicle along without any power being sent to the wheels.

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2 driving modes:

1 Stall
2 HOLYSHITSWEETSASSYMOLASY

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“Entire school left with hearing damage after parent does school run in tuned KHT Tsukuba”

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With a Saminda engine, be careful that you don’t turn the ignition and instantly explode :stuck_out_tongue:

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Saminda older engines like LE series and KA series are godlike , they are easy to modified and can be well over 500hp.

And the H series is no exception.

EDIT : It’s HA series :smile:

#KHT Bahn

The production version of the Bahn was heavily based on the concept, which in turn used a lot of Pacific’s technology. While a dedicated team has been assembling the limited Bahn C, most of the KHT specialists have been toiling away at simplifying the concept to put it into production. The finished version saw light in 2003, one year after the concept car’s release.

The design saw minor changes, but none that spoiled the futuristic design. Main concerns were the headlights, since seeing the road at night was considered important, the rear also saw minor changes to house a license plate, and unlike the hardtop concept car the production version has received a panoramic roof.

The car was released in two trims, the GT (for Grand Touring) and the GT-R. Both still powered by the twinturbocharged v8 found in Bahn C. Even though the body was no longer made with millimeter perfect precission for best aerodynamic gains, and the transmission was not upgraded by hand (no quality sliders on those anymore), the stats were still very impressive.

Bahn GT

The GT, being the softer, more relaxed tourer continued the idea of the concept, but the revisions to the engine were made to make it more reliable, which meant the new power output was 266hp, propelling the coupe to 100 kph in 4.2 seconds and topping out at 291 kph while returning a 6L / 100 km range.

Bahn GT

A more sporty version, the GT-R has sported all the efficient aerodynamics of the GT, but the engine received new performance turbochargers, new forged lightweight pistons, a new exhaust system, new intake design and a remap, which boosted the power output to 500hp and 637nm of torque. It allowed the lightweight car to shoot from standstill to 100kph in 2.9 seconds on road legal sports tires, and reach a top speed of 328kph. The efficient design also meant that the car only consumed 11L / 100km, which was unheard of for the car of this speed.

On the interior nothing really changed from the concept, the luxury interior for two, high quality leather and wood with a slight mix of polished aluminium. The only difference between the two trims was that the GT-R did not receive the Bang&Olufsen hi-fi system, and had to make due with a premium class CD unit and speakers courtesy of Alpine. Another difference was the new taillight design, to have the performance version stand out, as well as the new vertically alligned twin exhaust tips.

Bahn GTR

Both cars were available to the public, with the prices of $150,000 for the GT and $165,000 for the GT-R. While the Bahn saw some success it still did not sell as well as the company had hoped for.

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I finally turned the booooooscht in the 98T in AC up to the full 5.5 bar the other day. Up to that point I was thinking “ok this is fast but I’m sure it was faster” but with engine destroying qualifying mode engaged it was like HOOOOOOOOLY SHIIIIIIT. Now that’s some proper power.

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Rear end of the GTR looks SWEET!

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If you want, @squidhead, I have created a 6.0 V12 in 2000 that I can offer to give you for one of your cars. I have been quite bored since I am waiting until the UE4 update to start creating cars again, but for now I have been building random engines and some turn out nicely. The engine creates a little bit over 100 hp per liter.

That engine you have just offered us is sweet - I would happily use one of these for a flagship supercar, probably after some tuning!

I do not really have a use for an engine at the moment

I’d have held off on these, but I gotta go to work again soon, so here’s the release (also note, Street legal version uses precisely 0 quality tabs, this is what a realistic street car form KHT would actually look and drive like)

#Eau Rouge
With the highly loud inception of the Eau Rouge pre-production prototype Rennsport, making all sorts of waves and grabbing all sorts of press the car has ridden a serious hype, but it was long before announced that none of the precision required in the manufacturing process is making any sort of production a viable strategy. Eventually 4 prototypes were created and 4 of them sold to the customers at $850,000 each (350k over the estimated initial price)

The first of KHT Eau Rouge Rennsports’, as tested in the “Hypercar showdown” comparison test

In just under a year the car has made a name for itself, squaring off and holding it’s own against giants like Gryphon Gear (twice), Bogliq, Hypera, Dimension and many others. While not always being the fastest (not by much though), it was always praised for it’s usability and ballance, a point KHT tried to drive home in each of their cars. This, however was on a regular occasion overshadowed by the fact that the 1135 kilo car had a 1000 hp engine, with many people thinking it’s all a matter of brute force, which was proven wrong as the car fought and stood it’s ground against opponents some times twice as powerful.

One of the 4 Eau Rouge Rennsports during test drive by the Racing Line magazine

The real goal of the car, however, was to eventually replace the Sepang, in it’s 800 hp trim. Work began on making the Eau Rouge more civilized. The design of the car was changed to incorporate proper headlgihts and removing all the unnecessary aero. The aerodynamic efficiency naturally dropped, but not so drastically that the car would not still be impressive while making mass production a reality.

First generation Sepang, the chassis that started the modern KHT

The engine had a serious de-tune, with the boost dropping to 0.5 bar on the turbochargers and the fuel and ignition maps receiving a complete overhaul. Finished off with a brand new exhaust system the 7 liter twinturbo engine now produced 825 hp, 850nm and was able to propell the supercar to 100kph in 2.5 seconds. The top speed of 385kph was deemed enough, and with a few optimisations the fuel consumption dropped to 10L/100km. Most of the feats were thanks to the carbon fibre monocoque and body, same as Sepang before it. Also same as Sepang, the car used a 6 speed single clutch transmission.

The car managed an approximate 1:09 on the Top Gear test track, but was never officially test driven, with a 7 minute flat laptime of the nurburgring. Both improvements over the outgoing model

The changes to the exhaust system, diffusor and the taillights are very obvious

The interior saw minor changes from Sepang, once again, sporty interior with leather and alcantara running the show, very snug yet comfortable bucket seats and an alcantara clad steering wheel. This was finished off with a mid-range entertainment system, complete with an USB and Aux connectors.

Front headlight array was changed drastically enough to be functional, yet retained the design of the original Rennsport

The car would go on sale early 2018, and be available at a base price of $240,000 (I went with +200% over base price. Developing an engine was expensive, so the company needs to compensate). Now that KHT has managed full production in house, and did not depend on any other company, the amount of cars produced would only be limited by the amount of willing buyers.

#KHT Eau Rouge R1

As a promotional gig, the KHT engineers have applied most of their knowledge to one of the prototype cars, in pursuit of speed. The car had to be the definition of what KHT does, so the work began. The engine received a fully custom exhaust system, and another remap, while retaining everything in the exact spec the street version had, including the turbochargers, which were the exact same units as in the 800hp version. The new power output was 1200hp, which again, was deemed “enough” and with 1560nm on tap the car would not be a slouch. Pushing the power to the rear wheels via a double clutch sequential the 0-100 time dropped to 2.1 seconds, with top speed being limited by aggressive aerodynamics at 376kph.

KHT Eau Rouge R1, the only one in existence

The aero has allowed the car to corner at 1.8g, something addressed a lot by the reviewers of the original Eau Rouge Prototype. The 350 kilos of produced downforce were used heavily on the racetracks, but KHT has insisted that the main concern was the weight reduction. Even though the body was carefully crafted and pefrected to produce as little lift as possible, nothing could beat the effort on weight saving. As with the rennsport the car was a featherweight for what it was, 1137 kilograms vs 1135 kilograms of the Rennsport. Special care was taken to make sure the car is safe, which resulted in a rating of 40, which was enough to make the car legal in fruinia, if you were to put on some mufflers a catalytic converter and road legal tires. Speaking of tires, the special soft compound in the Pirelli slicks, was so fine, that it allowed only a single lap of nurburgring nordschleife before being torn to shreds, so tire warmers were used for the timed run.

KHT Diabolica, developed in collaboration with Gryphon Gear was the spiritual predecessor to the R1

In early autumn of 2017 the Eau Rouge R1 has taken the chassis completely out of the shadows of the Gryphon Gear’s influence with the Diabolica. The car ran the North loop of the nurburgring in 6:18.56 before being ultimately retired to the KHT museum, to stand alongside the Diabolica and the AMWEC class winning Sepang prototype and the Rennsport version of the Eau Rouge. Of the cars on display the Rennsport was the only one which saw production and 3 cars exist outside of the museum. However since they all share the same CF monococque chasssis their Vin numbers are of the same series, meaning they all technically are modified KHT Sepangs

AMWEC spec Sepang can be seen in the KHT museum, the earliest of the ultrafast KHT’s in the company’s recent history

(Note, heavy use of quality sliders, if you wish to compete, I’d say anything goes)

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Holy Fuck. Expect the Arzami PD to grab one in 2018 :wink:

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Beautiful machine. Dimension will choose not to chase the times to focus on developing the Nine-50 hypercar :smile:

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I don’t need it… I don’t need it…

[spoiler]I NEEEEEEEEEEEEEEEEED IT!!![/spoiler]

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Whoa, that KHT Eau Rouge R1 looks amazing with those wheels and colour combo.

The KHT Diabolica looks super sleek too! Quality stuff photoshopping and specs.

Plus that last one making me want in on the next round of the AMWEC! After all, it’s probably the only area where Maesima might get to compete with KHT :grin:

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