P1 is MR but what I meant is that getting an FR car to match the P1’s performance would be pretty difficult, you’d pretty much need it to have greater than GT spec level of grip and downforce.
Just gave the new body a whirl, boy is it really nice. Really nice. Matches the vision of my original Daeva so well, actually. The only problem I have is that the front tyres are limited in how wide they get (tempted to alter the bones for this hehe), which means that I don’t get very sporty cornering when using tyres on the rear that can deal with 1000hp… not unless I really overcook the suspension. I’ve never run such mismatched cambers 
But yes it’s not that difficult to get this body to get a sub 7 minute Green Hell, just… not as easy as in an optimal MR body obviously.
Now who’d like their FR hypercar 6 speed H pattern stick shift, and who wants flappy paddles…
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It runs 7 minutes flat Green Hell times and 1:30 Laguna Seca times. I’d say that’s in P1 level.
The weight distribution in this chassis in top notch, this is the first car I’ve seen get 50:50. Even with a luxury interior and 1600 KG to boot it can pull 1.62 Gs on the skidpad. The engine is also about 230 kg as well being a big bore 7 liter V12 with VVL. What a chassis. I couldn’t achieve this if I used the C7 one.
Also I run enough front camber to get it featured in stancenation from the factory #cambergang
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Wow. I’ve done only a quick design test, but I see I’ll have to dig deeper 
But 50:50 isn’t so unusual - I’ve got it in various cars (even normal RWD mid-class sedan) - one time even without trying 
2018 SSP Nine-50
The OHV G series V8s are having more and more difficulty meeting the ever increasing emissions regulations, and wanting to make as much use of their recently resurrected R series V12s, Dimension announced that starting 2018, the Paradox will be retired after 55 years in production, making way for a V12 powered coupe instead, fitting in with Dimension’s attempt at moving upmarket. Building upmarket cars are easy, being upmarket is difficult. Build as many supercars as you want, you’re not changing the public’s opinion quickly. But a GT car and a separate brand might do the trick.
Sold under the SSP brand because being associated with a brand no ones heard of is better than being associated with a brand that everyone thinks makes beigemobiles. Just ask Lexus. See how their carbon bodied supercar project ended. Also given an incredibly pretentious name consisting of numbers, which indicate horsepower and production figures by the way. Recipe for a Hyper GT. The car is made in hopes that the lesser (still V12 powered) coupe sold with the Dimension brand gets a significant prestige boost while not tanking the resales of the Nine-50.
Returning to a glued aluminum monocoque and carbon panel construction seen in the Boson supercar some years back, it is significantly heavier than the outgoing Izanami hypercar. But really that’s kind of the point. Interior is lush with premium hand stitched stitched leather in 6 different colors, 3 actual ones, and said three colors with black accents and none of that alcantara garbage. A choice of brushed aluminum or carbon fiber interior trim is offered as well, and a surround sound system supplied by Clarion, which is inferior to the one found in virtually any lower end model, complete with a virtually useless SatNav and Multimedia system who’s single saving grace is Bluetooth connectivity. An exposed shift lever is a carry over design from the Entropy hypercar from 2016.
Suspension is a double wishbone unit up front and a multilink set up at the back, with adaptive dampers and semi active sway bars matched to a standard spring set up, a carry over from the Paradox 6 KHT. The chassis is incredibly well balanced, a 50:50 weight distribution and the incredibly low center of gravity allows the car to have driving dynamics exceeding even mid engine supercars at 1600 kg. Tires are 305mm front and 395mm rear R compounds from the Izanami, the Toyo Proxes R444. An aggressive front camber of 2 degrees is used to increase front traction and reduce understeer. An active wing and carbon undertray are present to give 380 kg of downforce at just 200 km/h, much higher than the aero set up on even the Entropy FM. This results in top speed being cut to just 350 km/h.
The heart of the car is a 7 liter 48 valve V12 unit because fuck downsizing. Using an all new 4 valve head with VVL on the RM55 derived block, the engine is dubbed the RN70DI. Made out of aluminum silicon alloy for both heads and block, the engine is still quite portly at about 280 kg. However VVL allows significantly increased fuel efficiency, the car gets 16 mpg combined which is more than respectable in this segment and only 1 MPG down on the Paradox KHT. The engine is also bulletproof even at a stratospheric 9400 RPM, and is very smooth and quiet all throughout while offering quick throttle response, demonstrating it’s eagerness to wrap itself into a tree. Transmission is a 7 speed manual with an electric diff, same unit as the one found in the Izanami and Paradox 6. Car produces 952 hp at 8700 RPM and 800 NM of torque at 7600 RPM which is currently the highest output produced by an NA car in the world. This allows a downforce limited top speed of 350 km/h, a 0-60 time of 3.6 seconds, and mid-10s quarter mile times.
As you can see, its pretty lackluster on anything except a road course like the Nur. But 1.63Gs for an RWD car is not bad no?
Limited production to 950 and an asking price of $190,000. Was going to sell it for $950,000 but not enough Gasmeans with more money than brains.
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Yesssss you’re well within cooee of GG’s Daeva (an early model which I flagged). It even has a similar backstory of the engine: the engine of mine is the same as the one that will originally come from the street legal model of Nightfury in 2012 (which is no longer being sold).
Mine has 1000hp flat and uses carbon-carbon chassis so is much lighter, therefore doesn’t need such high cornering at high speeds to get sub 7 minute times (playing with the notion of using a 6 speed H pattern manual box but I suspect it would be not very streetable LOL). I also note that despite use of active wing you’ve pretty much maxxed out the downforce anyway, which would explain the top speed of 347km/h (I’ve set mine such that the active wing does all the work, top speed is therefore about 424km/h). What tech slider have you set your tyres to? The 0-100 time is very good.
p.s. GG does not get scared of any other car, they welcome competitors in the same segment. It’s good for publicity and publicity is good for business.
Tires are +10 same as the one I used in the Entropy.
The close ratio box helped alot with the 0-60. Perfect weight distribution too, which suprises me alot since I thought the heavy V12 would be a pain for balance but turned out much better.
Initially the car has 1000 hp too and +12 tires and +10 aero too but I dialed down to save development time.
And you know how I build my cars. ALL THE DOWNFORCE!
I’m keen for a head to head. My version’s built in 2015, released in 2016, and is probably more expensive because fancy parts, and overall a bit sharper and faster. Yours has a lot more luxury by the looks of it. I’m using +9 sports tyres though. Interestingly I’m quite sure that I used ‘Toyo Proxes R 444’ on a previous car but I can’t remember what spec I made them.
The Proxes R444 are a leftover from the previous car the Entropy. Since people like to throw pilot sports cup at their cars here if they wear semi slicks I’d just say mine is supplied by Toyo. The R888 is an actual tire, I just used 444 to note they’re specially ordered threads and because 4 is considered a number of death in Chinese and Japanese.
And sure, next feature 
Yeah nah nevermind, I mentioned the Proxes T1R elsewhere (CSR1). Now I have something to work towards!
Rejected Concepts
The development of the Entropy went through several radical changes but resulted in three different designs, the winning design being the one you see now.
But what about the prototypes?
Dimension Project T20
and
Dimension Project Zentorno
Anyone interested in using either designs? Be a shame of a waste.
And shaddap about the GTA thingy I had no idea what else to call em.
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1966 Dimension Paradox 410 and 1971 Dimension Paradox CA
The Paradox was a handsome personal coupe that won hearts for its affordability, light weight, sporty looks and excellent chassis dynamics and has been in production since the 1964 to combat the rise of pony cars in the market. It was like many of cars of it day, a testament to the freedom and wealth of the 60s before the gas crisis and Vietnam turned America into a nanny state and killed the middle class. It’s the kind of car that you run away from your church going parents from to go the closest burning man and knock up some new age chick with mental issues and was way hotter when you were high as a kite.
But if you hate mother nature and prefer burning rubber over hash, Dimension shoed in the big block all aluminum 410 CI flatplane V8 into the Paradox as a middle finger to the snooty Italian sports cars and their fancy 12 cylinder cars with a penchant to catch fire.
The body remains a steel monocoque with corrosion resistant steel panels for the body, however the suspension set up is switched to a European style double wishbone unit for front and rear with standard springs and twin tube dampers, allowing significantly better cornering characteristics than those seen in the base model. The bodywork is flared to allow 215mm sports tires on all corners. 4 wheel disc brakes come standard in the 410 model for improved racing performance.
The interior features leather seats, wooden trim and a standard cassette player, unchanged from the base model aside from a larger speedometer and oil temperature gauges. Safety and what not are standard for a car in that age.
The 410 CI OHV V8 is an all aluminum unit, and combined with the flatplane’s tendency to blow up with higher displacements and contemporary metallurgy technologies made it about as fragile as it’s Italian peers. Despite this the engine outputs 400 horsepower with a relatively high compression for it’s day, aggressive cams ensure the mileage won’t be very good but who cares, it’s the 60s. Power is sent to the wheels through a 4 speed manual with an automatic differential. The car’s insane power to weight ratio for the day ensured 13 seconds flat quarter mile times and a top speed of 280 km/h. This allowed it to outrun virtually anything else in the day short of a super exotic.
Driving dynamics were good enough to deliver 8:30 times on the Nurburgring with period bias ply tires.
Dimension Paradox CA
In an attempt at forcing their fellow automakers to re engineer their cars with new untested technologies and selling unreliable and poor performing models, Dimension aggressively lobbied for a leaded fuel ban while partnering with Bosch to introduce high performance fuel injection for exclusively unleaded fuel cars, under the guise of environmental and health concerns. However to sway the public into buying unleaded fuel cars, when unleaded fuels were poorer quality to their leaded counterparts, the Paradox 410 got the Bosch treatment to make the CA, to prove that performance is still possible without poisoning children.
The CA was named after the Can-Am racing series where Dimension fielded a few prototype race cars and supplied engines with moderate success. Naturally this car doesn’t ever compete in the series but hey.
Most body panels remained the same but the wheel arches are flared to allow 235mm ultra high performance tires. Suspension was the same set up but uprated slightly in quality. A ram air hood was also another distinguishing trait not shared by any other Paradox model.
The 410 big block received more aggressive cams and a new high performance fuel injection system that was on par with those fancy 4 barrel carbs while offering better fuel efficiency. The engine produced 481 horsepower and a much higher redline of 6000 rpm. Power is delivered through an all new 5 speed manual gearbox, which allowed 0-60 times in the mid 5 seconds and a sub 13 second quarter mile time.
All the improvements allow it to shed 26 seconds off it’s Nurburgring time, and it does just over 8 minutes on period tires, which is still quicker than most of Dimension’s budget sporty models some 40 years later.
Ooh nice to do a classic car for once… What do you guys think of the styling?
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2010 Dimension Nova T250
To fill in our light sport segment that went empty after the 2008 bankruptcy and to make on and off partner KHT’s life miserable after announcing their Adelaide light sports, the Nova was built on a aluminum body with fiber glass panels for minimal weight and as an exercise in aluminum construction which we plan to use down to the cheapest models in the future.
The car features a double wishbone set up on front and rear with standard springs, twin tube dampers and semi active sway bars for optimum driving dynamics. Don’t expect lap shattering performance but it’s one of the best drivers cars you can buy on the market today. Tires are standard road tires on all fours so you can chuck the car around easily, 205mm up front and 255mm up rear. Brakes are 325mm 3 piston conventional discs up front and 335mm 2 piston discs rear.
Interior shares many panels and parts with the Rift sedan but the softer tuned suspension allows decent road civility. Sound system is a 2 speaker unit with a head unit not unlike the ones you’ll get off a shady back alley electronics shop. In other words, don’t use the radio.
The engine is the same cast iron block from the mid level trim Rift, a 2 liter LR22DI 4 valve DOHC Direct Injection 4 cylinder, except made to run at 9000 RPM and makes an entire 100 hp more than the regular tune with 249 hp at 8700RPM. Bespoke carry over internals from the Boson supercar were used liberally to allow the long stroke engine rev all the way to 9000 RPM reliably, such as billet crank, titanium connecting rods and forged pistons. Torque is abit underwhelming, 230NM at 6900 NM is not exactly road friendly. But we made it to rev so rev it! Power is delivered through a 6 speed manual transmission with a viscous differential to help acceleration.
The light weight of just 1070kg allows a muscle car rivaling power to weight ratio and thus 0-60 is dealt with swiftly in 4.9 seconds, reaching a top speed of 270 km/h. 1/4 mile is dealt with in the low 13 second range. The car is unoptimized for actual track performance therefore Dimension has refrained from trying to post lap records. But if you want a civilized mid engined roundabout look no further.
MSRP of $25,000 before options.
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Dimension Announces Track Package Suspension Setting For Entropy Hypercar
The automaker announces that a track suspension setting is available for download for any owner of the Entropy hypercar at zero cost. Since the car does not feature active suspension, instead the download contains the spring, damper and alignment changes recommended for track use. Owners are free to do the alignment themselves, or call a specialist mechanic to the track to set up the suspension.
Dimension claims during testing that the settings alone allowed the car to cut nearly 6 seconds on the Nurburgring with zero changes to the tires, or any components, allowing the Izanami model to out lap the KHT Eau Rouge and Hypera Niddhogg hypercar.
Izanami:
FM:
*No really, I swear I didn’t even change a single quality slider, only suspension settings changed here.
Edit: OK I did change a part. Took off the muffler. INB4 weight is 2kg down! You changed the whole car !!!11111
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Nice that you mentioned Niddhogg 
These times seem very challenging…
Don’t worry. The Niddhogg is still unbeatable on shorter courses. I clocked 1:26 flat on MRLS with one, which is the fastest I’ve seen so far barring the road illegal FM.
2017 Dimension Hadron 26SE
The next generation Hadron debuts with an all new chassis and completely redesigned exterior and is targeted at the Auxuras ETL that will debut the same year as an upmarket luxury sedan. The car also fits with Dimension attempting to move upmarket, paving the way for more other models to follow suit in becoming more premium.
The car employs an all aluminum chassis and aluminum panels now that Dimension is attempting to use it down to the lower end models, it is natural the top end model should get it too. This allowed the car to be only 100 KG heavier than the outgoing model despite new safety laws without use of fiberglass, which would result in a massive safety penalty and you get laughed at for buying a luxury car with plastic panels. Double wishbones front and multilink rear ensure a smooth ride yet allowing significantly better road handling than outgoing model should you actually choose to drive yourself or get your car joyridden by the valet. Progressive springs with active dampers and sway bars allow a comfortable ride without heavy and expensive active springs.
Interior quality is noticeably a step up over the generic leather and faux steel trim of the outgoing model, featuring this time not so generic leather and not so faux brushed steel trim. Well it’s really the same look with a giant multimedia screen plastered on the middle but we got better suppliers. Sound system is noticeably improved, with a 12 speaker set up, a head unit that isn’t 10 years out of date and bluetooth connection capability. The car’s aluminum panels allowed the car to scrape by a similarly high safety rating with significantly less invested, featuring standard 6 point airbags, and only parking cameras as opposed to the last gen’s heavy side impact reinforcement and multiple point sensors.
Powering the car is 2.5 liter turbocharged inline 6 featuring 4 valves per cylinder and VVL. The last gen’s supercar derived block’s 5 valves prevented the use of VVL, harming economy and necessitating use of very very tame cams. The Inline 6 engine is derived from an early 2000s sports car model that stopped production in 2008 due to bankruptcy and is only modified with a turbocharger and direct injection. It is significantly smoother and quieter than the V6, allowing for a more comfortable and refined ride. Producing a hefty 300 hp and 315NM of torque, it is 30 hp more than the last gen model while returning 4 mpg more with a heavier body. Engine is mated to a 7 speed torque converter automatic optimized for fuel efficiency and paired with a viscous diff so your chaffeur doesn’t get too bored.
MSRP is $54,000 in SE trim.
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2011 SSP SuperNova
Built solely so to massacre supercars and sports cars on the track and street, the Supernova is the ideal car for divorcees seeking expensive thrills, wannabe racers and actual racers. The nimble and lightweight Nova platform makes an excellent sports car base, so what will a bit of power do to it?
A wise man once said, simplify, then add lightness. Said man’s company hasn’t turned a profit since the Truman presidency. But we like that wise man’s philosophy, and it worked well for the T250 Nova, a well mannered cheap nimble lightweight sports car. But Americans love power. So we gave it some, and a whole lot of other goodies too.
Body remains a glued aluminum monocoque but the body panels are now carbon fiber, so that means a little scratch and you’ve totaled the car. It’s not that expensive but hey tell it to your insurance agent. Suspension is switch from a double wishbone to a pushrod set up on all fours for maximum handling, with the standard springs, active dampers, semi active sway bars combo from the Boson GT supercar. Brakes are 2 piston 330mm vented discs on all fours for stopping distances under 9 feet. 19 inch wheels by RAYS are wrapped in cheap performance tires in 285mm front 315mm rear sizes. A downforce undertray and track aero allows 360kg of downforce on the rear at just 200 km/h, almost as much as the Boson supercar.
In a strange move by the designers, the interior is uprated to be more luxurious, with genuine leather and a choice of steel or faux carbon trim in the interior over the T250’s fabric and plastic interior. Radio’s as useless as ever so don’t bother. A 4 point roll cage is fitted to improve safety in track conditions and increase chassis rigidity. Launch control has been added to the car, and can be accessed via the digital speedometer, new on the Supernova model and to be added to the T250 next year as an added cost. Despite this the carbon construction and significantly lightened engine allowed the car to weigh just 50kg more than the T250 model.
The LX20DTI is the first of the X series engines, bespoke engines built by SSP. Based on a LR22 block, the construction is changed to aluminum alloy for the heads and the block, and a new 5 valve head is used. The engine has a much lower stroke than the LR22 allowing for significantly better reliability at high load operations. A large high boost turbo charger paired with a massive air to air intercooler allows the engine to produce 440 horsepower and 410 NM of torque with a redline of 9000 RPM. Paired with a 6 speed gearbox and a mechanical differential, this allows 0-60 times of 3.6 seconds and a aero limited top speed of 270 km/h.
The combination of power, light weight and excellent chassis dynamics and aero allows the car to throw down with track oriented supercars and sports cars at half to third of their price and on cheap performance tires you can buy off the shelf. Dimension estimates a 1:32 Laguna Seca lap on proper semi slick tires, and the car debuted along side the Boson Noir at the 2011 Detroit Auto Show, as proof of Dimension’s engineering expertise.
The car retails at about $56,000, though many dealer installed options are available at additional cost.
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