Nice to see see you again!
I’ve decided to write again in my first section here to show you some relevant replicas and modern or historical prototypes or fictional production cars.
Nice to see see you again!
The base 1.6 is a slug and should be avoided. The 1.8, on the other hand, gives it the grunt it needs to become a legitimate sports car, and a true object of desire.
LANCIA DELTA HF INTEGRALE "DEFINITIVA"
The Lancia Delta is one of the most iconic italian car ever seen. Although it’s not that beauty you’d expect from a typical italian sports car, it was a very successful hatchback designed by the famous designer Giorgetto Giugiaro. It has a classical '70s-'80s style, with a square design which is very minimal.
Throughout its history, which lasted from 1979 to 1994, the Delta had some restylings, in terms of engines and bodywork. In 1986 Lancia offered to the public the HF version, with a 1,6L 140 hp turbocharged engine and the 4WD version, with the typical double front round headlights and 165 hp engine. The same year, Lancia took part in the 1986 WRC with the Delta S4: its 1.8 litres engine had two forced induction systems, in order to minimize the turbo-lag. However, this iconic Group B car had nearly 600 horsepower, which made it as fast as dangerous; sadly, this monster had a short life, because of a terrible accident which involted H. Toivonen, and its co-driver, causing the death of both. This tragical event put the word “End” on Group B cars, and later on, were imposed severe limitaztions.
From 1989 the Delta Integrale is avaiable with a 16 valves engine with 200 horsepower, and by 1991 the Delta Evouluzione, born to homage the recent WRC successes offers 215 hp and 310 Nm of torque, all in 1300 kg of weight…
The “Deltona” (as its affectionately called here in Italy) has bulges on the bodywork, to make it more muscular, and its bigger than the previous version.
Sadly, the history of the Lancia Delta Integrale came to an end in 1995 with the last version of the car, the Dealers’ Collection.
This car always stroke me not only for the insane specs, which are very similar to a modern Golf GTI, but also for the glorious rally history it had and the incredible drivability given also by the 4WD traction, making this car a true technology jewel. Automation and its really rich mods world allowed to me to make my own homage to this legendary car, in the most faithful way.
So, this is the Delta HF Integrale Definitiva…
One of the special versions of the hot hatch was the Club Italia had a power output of 260 hp, 50 more than the original versionof the engine, obtained by raising the turbocharger compression. Also because of this, the Club Italia is one of the most wanted versions.
To make things more interesting, I’ve decided that my Delta Definitiva would have mounted this engine.
In order to rich this power output, the 1995 cc DOHC 16v engine is enriched by a turbocharger with ball bearing, and a 1,44 bar of compression. Apart from that, the other components have the same characteristics: 8,0:1 compression ratio, multipoint EFI injection and the 3-way catalitic converter. All those settings have brought also 367 Nm at 3500 rpm, 63 more than before.
The suspension instead are different, and I’ve opted for a MacPherson system at the front, and a double wishbone at the back. Steel monocoque chassis, brakes ( 280 mm ventilated at the front, 250 solid at the back) and tyres are the same, as the AWD traction with viscous differential and the 47/53 power distribution.
Top speed, tested at the Dessau Rekordsteke is 234 Kph (over 145 mph), while 0-100 is completed in 5"34, with the original 5-speed manual gearbox ratios. The Delta Definitiva has also the lastest diving aids you could find just before the mid-90s, as traction control and power steering which allow to have a dynamic and secure drive.
To celebrate the special series from 1991 to 1994, the Delta Definitiva is avaiable in different configuration, here are some examples…
There’s a good reason why your Delta replica has a longitudinally mounted engine - AWD with transversely mounted engines is only unlocked in 1990. Also:
It should be the other way around, and I suspect it is just by looking at the bare chassis.
MCF G30 BTDi
This time MCF had faced a big challenge: its idea of first offroad-SUV, the G30 BTDi.
Today, the european and american SUV market is really wide, and the requests are increasing… In facts, people like bigger cars, with a major drive height and the possibility to face some dirt roads, but without sacrifying comfort or handling that much. Almost every car maker today has a SUV in its range, even Maserati or Lamborghini. Who would ever thought?
Instead, proper offroad car like the Toyota Land Cruiser or the Defender (the old one of course - because the new one it’s a ******* Range Rover - ) seems to be replaced by SUV than can have their say not only in the asphalt - see BMW X5M, Maserati Levante, Porsche Cayenne and so on - but also in some tricky paths.
However, MCF decided that its own offroad car project should have guaranteed both SUV and offroad car requirements.
The most tricky development was certainly the engine and the weight restraint, but also containing the thirst for fuel with a modern and low-polluting engine (or kind of).
The choice is a 2970 cc ( 83 x 91,5 mm) DOHC 24v diesel biturbo engine, with aluminum base and head, able to develop 257 hp at 4400 rpm and 436 Nm at 3500 rpm. Thanks also to a modern and efficient VVT system, the A138HK, code name of the engine, despite the remarkable amount of horsepower, can do 22 km/l or 52 mpg ( in ideal conditions and gaits ). For the chassis MCF Development Department ® has opted for a high resistance lightweight steel , while for the bodywork aluminum was the most adapted material. The suspension system consists in a proven and technologically advanced version of axle with spring, both front and rear.
The complexity of simplicity: with this phrase can be summed up the 4x4 traction of the G30 BTDi, complete of HDC system, torque vectoring and other electronic devilries, that accompanies the driver on the roughest dirt paths, also tackling climbs over 40% gradient. The G30’s offroad limits could be in the car’s size: if its lenght can be considered contained in 4,52 m, the same cannot be said for the width, 1,99 m.
Speed, let’s be honest, it’s marginal, in facts, although the G30 could go with security over 215-220 kph, the electronic speed limiter stops it at 200 kph, which is not that bad considering that the car weights 2176 kg…
0-100 kph is completed in 9,46 seconds, but that’s not a main stat if you’re going to buy this vehicle.
MCF G30 SAHARA EDITION
Created specifically for those who live in desert areas or areas that are particularly difficult to travel, the G30 Sahara Edition it’s complete with a special package equipped with a double spare wheel, emergency tank, additional lights and a set of tires particularly suitable for tackling difficult areas.
MCF G50 ST8
If you think that 257 hp aren’t enough for climbing a 40% hill or going almost everywhere, MCF might have something for you…
The G50 ST8 offers a much more powerful engine, in order to enjoy also the road trip that brings you to your favourite mountain woodland: a 4682 cc (90 x 92 mm) DOHC 32v V8 biturbo engine. This Hephaestus’ forge is able to develop 500 hp at 6400 rpm and 709,3 Nm avaiable at only 3300 rpm
According to MCF engineers, this engine can be brought to over 650 hp with the proper settings, but they guarantee that for a car like this, 500 horsepower are enough to appreciate also a dynamic asphalt road, without making the drive too stressful. Top speed in this model is limited at 250 kph. Engine consuption, considering an average trip, is declared to be 10,1 km/l or 24.6 mpg.
The aesthetic differences are very little, and a G50 ST8 can be distinguished thanks to this badge on both sides of the car, and for the two double rounded exhaust at the back.
Inside, instead of the standard 7 seats of the diesel version, we can find 5 seats, but more refined finishes, with a slighty sporty appeal that wraps the interior. A sofisticated 7-speed double clutch gearbox
intelligently distributes the hige mount of torque and power, offering also the possibility to change gears manually, or switch to low gears, when when the slope becomes demanding to overcome.
All this with a weight increase of only 27 kilos…
A few things I would like to point out: 24v makes sense for a V6, but the screenshot shows a V8, so it must be a 32v unit since three-valve heads can’t be combined with DOHC valvetrains. Also, aluminum/silicon alloy is preferable to pure aluminum in this day and age. Finally, since the game does not support diesel, I’m assuming you tuned the engine to simulate a diesel-like powerband - but on what type of petrol exactly? I’m guessing either regular (91RON) or premium (95RON) unleaded.
As for the optional engine in the ST8, an SUV like the G50 wouldn’t be the only place in which it belongs; it would also be a fitting choice for a sports sedan or a grand tourer, for example. And the 650-horsepower version you hinted at would be more potent still - if it were slotted into the engine bay of a more fitting machine, such as an actual supercar.
Yes, that is my fault, I’ve chosen the wrong screenshot and I’ll replace it as soon as possible
Until Automation won’t include as standard (or as a hypothetical DLC) diesel engines, what could simulate this engine type is setting the highest compression possible, and a 91RON petrol type as main modification.
Thanks very much for your attention
_After the SUV G30 and G50 attempt, MCF decided to go back to its sporty roots, presenting a brand new coupé with a good power / weight ratio, without necessarily put a forced-inducted V8 with over 600 hp. In facts the new Serie-C is offered with two engine displacement, and the most powerful of the two is a 6 cylinders in-line engine, naturally aspired. Handling was the center of the project, and so, the aim was to keep the weight under 1300 kg, while the Cd had to be kept under 0,32, in order, of course, to reduce at the minum possible, the resistance. As said before, the most powerful engine is an in-line 6, but don’t think the smaller one isn’t as exciting as this last one, because, although it’s a 4 cylinders engine, there are a few particulars that makes this engine a really interesting one…
MCF C25 S
THE MECHANICAL SIDE
Nowadays 4 cylinders engine, thanks also complicated twinchargers systems can reach great amount of horsepower, so much high that only 15 years ago, (which is - howerver - a big technological gap) neither a series production 6 cylinders engine could reach. That is the visible effect of how powerful, but also controversial, is downsizing. This means, obviuosly if this trend keeps going, that V12 and V10 displacements will disappear, in favour of smaller and high-supercharged V8 and V6, which can guarantee a same or major amount of hp. MCF thought about that, and decided to reach a compromise by choosing for a 2486 cc (91,5 x 94,5 mm) DOHC, 4 cylinders, biturbo boxer engine. This means that each bank, which is composed by 2 cylinders, has a turbo, and the hole engine is able to output 280 hp at 6800 rpm, and 367 Nm of torque at 4500 rpm. This system allows the car to offer yet the 50% of the torque at only 1500 rpm, which means a great acceleration at low revs. The two turbos are set in order two work greately also under 3500 rpm, when comes the shot and power and torque start to reach the apex, continuing to offer very good performances until 7400 rpm, when comes the rev limiter.
For the frame and body side the most advanced materials and technology were used: we can find carbon fibre for the monocoque chassis and a front double wishbone suspension at the front and a rear multilink system. The clear sporty DNA of the car can be made quiter by the complex ANIMA Drive Set ®. Thanks to this, drivers can choose from different type of drive modes, from the standard one to the most dynamic, which influences engine response, the 7-speed double clutch gearbox, and the suspensions.
HOW IT LOOKS
The weight is contained in only 1161 kg, thanks to the materials used for the chassis and the body which allowed not to sacrify some comforts that almost every car has today.
This means that a 0-100 in 4,4 s and 263 kph car is capable to offer also some luxuries, which is, in a way, accentuated by a reasonable wheel diameter: 18".
The surprising dynamic abilities are proved by a 1:22:09 in the Airfield circuit, just 0,2 seconds under the 2005 Ford GT.
But if you are not interested in that few luxuries, MCF has also thought for you, because the C40 R is even more sport-oriented…
MCF C40 R
THE BIG N/A STRAIGHT-SIX
It’s rather strange to find in the market a naturally-aspired straight-six, and even more to find a 3997 cc (94 x 96 mm). When speeding in a secondary road, the C40 R will be easily recognizable by its hig-revving engine, setting off 370 hp at 7600 rpm and 406 Nm at 5100 rpm. The power curve is pretty smooth and uniform, feeling a regularly and powerful flow of hp and torque, constantly high without sudden pikes typical of huge huge-turbocharged engine.
Instead of a more traditional front engine + rear wheel drive configuration, the C40 R uses an AWD system, allowing this little beast to complete 0-100 in only 3"4 seconds, reaching the top speed of 273 kph, speed at which the car is still fully maneuverable, keep in an excellent way the trajectory thanks also to the rear active wing. Can be said that the C40 R is a valuable oppenent of the Porsche Cayman GT4, which has a better top speed but am inferior 0-100, which is 1 second more than the MCF.
The more racing DNA is confirmed by an astonishing 1:19:29 at the Airfield which is, to giving you a benchmark, just 0.2 secs under the 458 Italia and 0.2 secs less than a Gallardo LP560-4.
To demonstrate that MCF is doing things really serioulsy, the 40R is equipped with a special shift lights set, for a even more superior racing impression. MCF is rumored to be taking a C40 R to the Nurburgring to mark a lap that could be a new benchmark for sportscar like this.
That feature reminds me of the Speed Six TVRs of the Noughties, but…
If they want to really satisfy the purists, they should make an RWD version of the six-cylinder model - it won’t be quite as quick off the line, but it will definitely be lighter and hopefully even more fun.
Who knows, maybe it’s coming next